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T-6224 - Traffic Impact Study - SHIELDS & TEMPERANCE - 4/8/2019
MARCH 2019 T R A F F I C I M P A C T S T U D Y Headquarters: 6807 Leameadow Drive Dallas Texas 75248 Phone: (972) 239-8995 www.ndengpc.com City of Fresno, California TRACT 6224 Engineering, PCDN Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY/INTRODUCTION ........................................................................................ 1 Figure 1: Vicinity Map ......................................................................................................................... 2 Table 1: Weekday Levels Of Service Summary For The Study Intersections ...................................... 3 Table 2: Weekday 95th-Percentile Queue Length Summary ................................................................. 6 EXISTING (2018) CONDITIONS .......................................................................................................... 21 Table 3: Description Of Existing (2018) Street System...................................................................... 22 Table 4: Existing (2018) Intersection Control ..................................................................................... 23 Table 5: 2013 To 2017 Accident Summary ........................................................................................ 23 Table 6: Comparison of Actual to Basic Average Accident Rates ..................................................... 26 Figure 2: Existing (2018) Intersection Lane Configurations and Intersection Control ....................... 28 Figure 3: Existing (2018) Intersection Weekday Peak Hour Traffic Volumes ................................... 29 Figure 4: Existing (2018) Intersection Weekday Peak Hour Levels of Service ................................. 30 Table 7: Existing (2018) Conditions Analysis Intersection Weekday Level Of Service .................... 31 Table 8: Existing (2018) Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length .................................................................................................................................... 32 PROJECT ................................................................................................................................................. 34 EXISTING (2018) PLUS PROJECT CONDITIONS.............................................................................. 35 Figure 5: Project Site Plan .................................................................................................................. 36 Figure 6: Existing (2018) Plus Project Intersection Weekday Peak Hour Traffic Volumes ............... 37 Figure 7: Existing (2018) Plus Project Intersection Weekday Peak Hour Levels of Service ............. 38 Table 9: Existing (2018) Plus Project Conditions Analysis Intersection Weekday Level Of Service 39 Table 10: Existing (2018) Plus Project Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length ........................................................................................................ 40 MITIGATED EXISTING (2018) PLUS PROJECT CONDITIONS ...................................................... 43 Table 11: Mitigated Existing (2018) Plus Project Conditions Analysis Intersection Weekday Level Of Service .............................................................................................................................. 46 Figure 8: Mitigated Existing (2018) Plus Project Intersection Lane Configurations and Intersection Control ................................................................................................................................... 47 Figure 9: Mitigated Existing (2018) Plus Project Intersection Weekday Peak Hour Levels of Service48 Table 12: Mitigated Existing (2018) Plus Project Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length ................................................................................................ 49 EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS CONDITIONS ............. 52 Figure 10: Existing (2018) Plus Approved/Pending/Proposed Intersection Weekday Peak Hour Traffic Volumes ..................................................................................................................... 53 Figure 11: Existing (2018) Plus Approved/Pending/Proposed Projects Intersection Weekday Peak Hour Levels of Service .......................................................................................................... 54 Table 13: Existing (2018) Plus Approved/Pending/Proposed Projects Conditions Analysis Intersection Weekday Level Of Service ................................................................................ 55 Table 14: Existing (2018) Plus Approved/Pending/Proposed Projects Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length ............................................................ 56 EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS ......................................................................................................................................... 59 Figure 12: Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Intersection Weekday Peak Hour Traffic Volumes ................................................................................... 60 Figure 13: Existing (2018) Plus Approved/Pending/Proposed Project Plus Project Intersection Weekday Peak Hour Levels of Service .................................................................................. 61 Table 15: Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Conditions Analysis Intersection Weekday Level Of Service ................................................................. 62 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Table 16: Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length ............................................. 63 MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS ....................................................................................................................... 66 Table 17: Mitigated Existing (2018) Plus Approved/Pending/Proposed Project Plus Project Conditions Analysis Intersection Weekday Level Of Service ............................................... 70 Figure 14: Mitigated Existing (2018) Plus Approved/Pending/Proposed Project Plus Project Intersection Lane Configurations and Intersection Control ................................................... 71 Figure 15: Mitigated Existing (2018) Plus Approved/Pending/Proposed Project Plus Project Intersection Weekday Peak Hour Levels of Service .............................................................. 72 Table 18: Mitigated Existing (2018) Plus Approved/Pending/Proposed Project Plus Project Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length .......................... 73 2035 PROJECT CONDITIONS .............................................................................................................. 76 Figure 16: 2035 Project Intersection Lane Configurations and Intersection Control ......................... 78 Figure 17: 2035 Project Intersection Weekday Peak Hour Traffic Volumes ..................................... 79 Figure 18: 2035 Project Intersection Weekday Peak Hour Levels of Service .................................... 80 Table 19: 2035 Project Conditions Analysis Intersection Weekday Level Of Service....................... 81 Table 20: 2035 Project Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length .................................................................................................................................... 82 MITIGATED 2035 PROJECT CONDITIONS ....................................................................................... 86 Figure 19: Mitigated 2035 PROJECT Intersection Lane Configurations and Intersection Control ... 89 Figure 20: Mitigated 2035 Project Intersection Weekday Peak Hour Levels of Service ................... 90 Table 21: Mitigated 2035 Project Conditions Analysis Intersection Weekday Level Of Service ...... 91 Table 22: Mitigated 2035 Project Traffic Conditions Analysis Intersection Weekday 95th Percentile Queue Length ......................................................................................................................... 92 CONCLUSIONS AND RECOMMENDATIONS .................................................................................. 97 Appendix A: Methodology Appendix A-1: 2018 Traffic Counts Appendix A-2: Fresno COG Model Data Appendix A-3: Project Trip Generation Data Appendix A-4: Approved/Pending/Proposed Project Data Appendix B: Accident Rate Sheets Appendix C: Existing (2018) Conditions Intersection Levels of Service Calculations Appendix D: Existing (2018) Conditions Signal Warrants Appendix E: Existing (2018) Plus Project Conditions Intersection Levels of Service Calculations Appendix F: Existing (2018) Plus Project Conditions Signal Warrants Appendix G: Mitigated Existing (2018) Plus Project Conditions Intersection Levels of Service Calculations Appendix H: Existing (2018) Plus Approved/Pending/Proposed Projects Conditions Intersection Levels of Service Calculations Appendix I: Existing (2018) Plus Approved/Pending/Proposed Projects Conditions Signal Warrants Appendix J: Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Conditions Intersection Levels of Service Calculations Appendix K: Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Conditions Signal Warrant Analysis Appendix L: Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Conditions Intersection Levels of Service Calculations Appendix M: 2035 Project Conditions Intersection Levels of Service Calculations Appendix N: Mitigated 2035 Project Conditions Intersection Levels of Service Calculations Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 1 TRAFFIC IMPACT STUDY FOR TRACT 6224 EXECUTIVE SUMMARY/INTRODUCTION This Traffic Impact Study (TIS) was prepared to assess the traffic impacts due to the development of an approximately 57 acre site (Project), which will consist of 349 single family dwelling units (dus). The Project is consistent with the currently adopted City of Fresno General Plan. It is located on the southeast corner of Temperance Avenue and Shields Avenue, in the County of Fresno within the City of Fresno sphere of influence. The Project site is currently in agricultural use with limited structures. Figure 1 shows the Project location. The Project study area for the analysis of traffic impacts extends from Dakota Avenue (north) to Tulare Avenue (south) and from Armstrong Avenue (west) to DeWolf Avenue (east). This report analyzes 11 intersections for two (2) time periods, weekday AM and PM peak hour of the street. To analyze the traffic impacts resulting from the build out of the Project, seven (7) scenarios were evaluated. Time frames included in the seven (7) scenarios are: Existing (2018), Existing plus Approved/Pending/Proposed (approximately 2022), and 2035. Appendix A contains a description of the methodology used in this TIS. Impacts Table 1 shows a level of service summary for the study intersections for the various scenarios. Intersections operating or projected to operate below the adopted level of service standard are shown bolded in Table 1. The all-way stop controlled (AWSC) and signalized intersection levels of service shown in Table 1 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the AWSC and signalized level of service or delay shown in Table 1. As shown in Table 1, the following intersections by scenario are projected to operate below, or are projected to have approaches that operate below the appropriate adopted level of service standard: Existing (2018) (Without the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour VICINITY MAPEngineering, PCDN Figure 1 City of Fresno, California C:\NDEngineering2018\Shields@Temperance\Vicinity Map.cdr N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Project Site xxx (xxx) A.M. (P.M.) LEGEND Study Intersections Project Site LEGEND * #teertS hsBu College AvenueMcKinley Ave. Union Paci f i c R R / S a n J o a q u i n V a l l e y R R S. 19 1/2 AvenueSemas Drive41 Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12 *8 (14)0 (1) 39 (31)26 (19) 400 (372) 14 (11) 45 (46) 524 (465) 20 (40)44 (24)0 (2)52 (57)3Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 3 TABLE 1: WEEKDAY LEVELS OF SERVICE SUMMARY FOR THE STUDY INTERSECTIONS Existing (2018) Existing (2018) + Project Mitigated Existing (2018) + Project Existing (2018) + A/P/P Projects Existing (2018) + A/P/P + Project Mitigated Existing (2018) + A/P/P + Project 2035 Project Mitigated 2035 Project Intersection LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) LOS AM/PM Delay1 AM/PM (secs) Temperance Avenue at Dakota Avenue F/B 170.4/14.8 F/C 184.7/17.1 C/D 30.2/37.4 F/E 358.8/39.4 F/F 376.1/53.5 D/B 36.1/19.4 D/C 39.6/33.6 D/D 39.6/54.9 Temperance Avenue at Shields Avenue C/C 30.5/30.4 C/D 34.5/35.3 C/D 34.3/40.1 D/D 42.7/45.7 D/E 53.0/59.9 D/D 43.6/38.1 F/F 146.2/142.3 F/F 171.7/85.8 Temperance Avenue at Clinton Avenue D/B 39.1/18.9 E/C 57.5/24.3 D/C 40.8/22.2 F/C 147.5/32.0 F/D 192.0/52.7 E/C 74.1/28.7 E/D 69.4/42.5 F/C 90.2/34.1 Temperance Avenue at McKinley Avenue B/B 17.3/16.0 F/F 169.6/138.7 F/F 102.5/103.4 WB Approach C/C 23.2/20.5 D/C 25.4/23.4 D/C 25.4/23.4 F/E 50.6/37.4 F/E 60.4/46.2 Temperance Avenue at Olive Avenue F/E 74.2/37.1 F/F 85.4/50.9 C/C 26.3/25.3 F/F 141.8/102.4 F/F 157.4/126.5 D/C 35.1/26.1 D/E 35.8/71.1 D/C 41.3/30.3 Temperance Avenue at Belmont Avenue E/E 44.5/41.8 F/F 54.2/53.7 C/C 24.1/24.3 F/F 104.3/113.5 F/F 120.0/128.5 C/C 28.5/26.9 D/E 53.5/65.3 D/D 35.5/44.6 Temperance Avenue at Tulare Avenue D/F 40.8/132.3 C/F 21.2/132.3 WB Approach D/C 27.2/22.8 D/C 28.5/24.0 D/C 28.5/24.0 E/D 36.0/30.2 E/D 38.0/32.3 E/D 38.0/32.3 Shields Avenue at Locan Avenue C/B 21.1/18.9 D/C 49.6/21.9 F/E 84.7/67.5 D/D 46.0/50.9 NB Approach C/C 19.2/16.6 C/C 20.2/17.3 +/E ---/49.6 +/F ---/55.3 SB Approach (Left- Through Movement) E/C 44.0/20.2 E/C 48.7/21.3 F/F $1065.1/54.4 F/F $1345.5/60.2 Shields Avenue at DeWolf Avenue E/B 39.0/11.0 E/B 45.5/11.3 C/C 30.8/20.4 F/C 150.8/20.9 F/C 158.6/23.0 D/C 54.5/21.4 F/E 84.8/55.3 D/D 42.7/43.9 Armstrong Avenue at Clinton Avenue E/B 38.4/11.6 E/B 47.7/12.6 C/B 25.7/19.1 F/C 92.8/15.5 F/C 114.9/17.8 D/C 35.6/21.3 D/D 38.1/36.1 C/C 24.6/23.2 Armstrong Avenue at Olive Avenue D/B 33.2/14.6 E/C 36.4/15.9 C/B 30.2/19.5 E/C 39.0/15.5 E/C 42.0/16.6 C/B 30.9/19.7 D/F 41.0/87.1 D/D 40.6/36.2 A/P/P = Approved/Pending/Proposed 1 Delay per vehicle secs = seconds WB = westbound NB = northbound SB = southbound + Computation not defined $ Delay exceeds 300 sec Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 4 Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour 2035 Project (With the Project) Temperance Avenue at Shields Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – PM peak hour Temperance Avenue at Belmont Avenue – PM peak hour Temperance Avenue at Tulare Avenue – PM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – PM peak hours Rural peak hour volume signal warrants were also prepared for the unsignalized study intersections. Based on the rural peak hour volume signal warrant, the warrant is met at the following locations by time period and scenario: Existing (2018) (Without the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 5 Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours Table 2 shows the 95th-percentile queue length exceedances for the various scenarios for the various study intersections. Movements with queue lengths that exceed or are projected to exceed their available storage lengths are shown bolded in Table 2. As shown in Table 2 the following locations by scenario are projected to have queue storage length exceedances: Existing (2018) (Without the Project) Temperance Avenue at Clinton Avenue SB left-turn – AM peak hour EB left-turn – PM peak hour Armstrong Avenue at Olive Avenue NB right-turn – AM peak hour Existing (2018) Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left-turn – AM peak hour EB left-turn – PM peak hour Armstrong Avenue at Olive Avenue NB right-turn – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 6 TABLE 2: WEEKDAY 95TH-PERCENTILE QUEUE LENGTH SUMMARY 95th Percentile Queue Length (ft) (AM/PM) Intersection Existing (2018) / Planned Queue Storage Length (ft) Existing (2018) Existing (2018) + Project Mitigated Existing (2018) + Project Existing (2018) + A/P/P Projects Existing (2018) + A/P/P Projects + Project Mitigated Existing (2018) + A/P/P Projects + Project 2035 Project Mitigated 2035 Project Temperance Avenue at Dakota Avenue NB Left 190/250 5/5 5/5 53/m/44 8/8 8/8 m51/53 #133/m#470 #133/#570 NB Through 2,6001 73/88 88/103 150/190 150/213 178/230 325/256 47/72 94/412 NB Right 201/250 28/35 33/38 0/m0 50/65 55/68 m0/0 0/m3 m0/m19 SB Left 255/255 8/10 8/10 63/82 8/13 8/13 55/80 73/133 73/132 SB Through-Right 2,6001 1,175/95 1,258/130 #829/326 2,133/348 2,215/460 na/na na/na na/na SB Through 2,6001 na/na na/na na/na na/na na/na 261/186 369/212 369/212 SB Right 0/250 na/na na/na na/na na/na na/na 12/0 16/66 16/66 EB Left-Through-Right 1,3001 25/15 28/18 na/na 38/28 38/28 na/na na/na na/na EB Left 0/200 na/na na/na #97/45 na/na na/na 110/58 #206/76 #206/76 EB Through-Right 1,3001 na/na na/na 32/41 na/na na/na 34/37 na/na na/na EB Through 1,3001 na/na na/na na/na na/na na/na na/na 46/38 46/38 EB Right 0/200 na/na na/na na/na na/na na/na na/na 64/72 64/72 WB Left 141/200 8/0 8/0 56/20 13/3 13/3 72/22 #197/#150 #197/#150 WB Through-Right 6001 25/10 25/10 53/36 28/13 28/13 27/30 na/na na/na WB Through 6001 na/na na/na na/na na/na na/na na/na 24/17 24/17 WB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 Temperance Avenue at Shields Avenue NB Left 241/250 50/40 #111/#74 #111/76 65/64 #147/#118 m104/#104 m#310/m73 #333/m#110 NB Through 2,6001 252/319 277/339 280/351 376/425 406/449 m494/#537 279/m56 199/#486 NB Right 100/250 0/35 4/63 5/30 32/64 46/96 m54/55 m426/m#704 78/47 SB Left 229/250 44/#76 60/#146 61/#142 85/#118 #104/#189 #110/#154 m#114/m#187 m44/73 SB Through 2,6001 156/82 157/87 160/23 218/124 221/130 59/140 296/216 286/283 SB Right 228/250 53/0 53/0 53/0 106/14 122/14 11/0 134/m27 127/1 EB Left 237/250 61/#110 61/#110 61/#100 81/#144 81/#144 88/110 85/120 88/118 EB Through 1,1001 230/295 243/347 249/351 344/#603 359/#686 183/260 369/#766 160/269 EB Right 138/250 10/0 13/0 14/0 37/16 40/26 0/26 97/134 77/158 WB Left 235/250 #118/51 #156/#75 #147/#76 #204/#79 #241/#118 184/#105 m#531/m#412 #794/#498 WB Through 1,2001 202/67 211/72 216/74 376/136 388/141 257/154 m211/m49 203/m144 WB Right 113/250 0/0 0/0 0/0 1/0 12/0 m0/0 m0/m0 m1/m2 Temperance Avenue at Clinton Avenue NB Left 251/251 54/30 54/30 60/31 62/61 62/61 m73/74 #251/m72 #267/m99 NB Through 9001 306/#572 #331/#654 315/#631 #506/#798 #530/#875 421/#816 450/m87 140/#715 NB Right 151/250 14/0 14/0 0/0 14/0 14/0 18/0 23/m11 0/m22 SB Left 151/250 #254/35 #269/68 #232/69 #356/50 #370/81 #363/#105 m#274/m#193 m106/m75 SB Through-Right 2,6001 #576/#311 #703/#384 #646/#356 #880/#593 #1,005/#670 #951/533 na/na na/na SB Through 2,6001 na/na na/na na/na na/na na/na na/na m#582/m422 m551/m292 SB Right 0/250 na/na na/na na/na na/na na/na na/na m13/m13 m19/m13 EB Left 51/200 21/62 32/#114 35/#124 43/93 52/#169 67/#224 69/#212 35/96 EB Through-Right 2,6001 71/41 71/41 86/43 84/48 84/48 127/65 na/na na/na EB Through 2,6001 na/na na/na na/na na/na na/na na/na 77/82 74/79 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 7 TABLE 2: WEEKDAY 95TH-PERCENTILE QUEUE LENGTH SUMMARY 95th Percentile Queue Length (ft) (AM/PM) Intersection Existing (2018) / Planned Queue Storage Length (ft) Existing (2018) Existing (2018) + Project Mitigated Existing (2018) + Project Existing (2018) + A/P/P Projects Existing (2018) + A/P/P Projects + Project Mitigated Existing (2018) + A/P/P Projects + Project 2035 Project Mitigated 2035 Project EB Right 0/250 na/na na/na na/na na/na na/na na/na 0/48 4/46 WB Left 200/200 82/37 82/38 #93/38 82/38 82/38 #121/45 #708/#526 #338/#244 WB Through-Right 7001 138/24 138/24 176/25 185/29 185/29 304/37 na/na na/na WB Through 7001 na/na na/na na/na na/na na/na na/na 84/52 88/50 WB Right 0/200 na/na na/na na/na na/na na/na na/na 56/52 89/54 Temperance Avenue at McKinley Avenue NB Left 0/250 na/na na/na na/na na/na na/na na/na m#746/m#182 #365/m77 NB Through-Right 1,3001 0/0 0/0 0/0 0/0 0/0 281/#767 na/na na/na NB Through 1,3001 na/na na/na na/na na/na na/na na/na m450/m#913 256/m#912 NB Right 0/250 na/na na/na na/na na/na na/na na/na m154/m144 m67/m143 SB Left 0/250 na/na na/na na/na na/na na/na m37/81 m109/m#392 77/m#184 SB Left-Through 1,3001 0/0 5/5 5/5 8/8 8/8 na/na na/na na/na SB Through 1,300 na/na na/na 38/89 na/na na/na m132/210 m#594/m#566 m#721/m552 SB Right 0/250 na/na na/na na/na na/na na/na na/na m26/m65 m283/m71 EB Left 0/200 na/na na/na na/na na/na na/na na/na 82/#643 40/#303 EB Through 2,6001 na/na na/na na/na na/na na/na na/na 8/66 3/33 EB Right 0/200 na/na na/na na/na na/na na/na na/na 0/219 0/262 WB Left-Right 5,2001 53/30 60/33 60/33 128/60 143/73 59/61 na/na na/na WB Left 0/200 na/na na/na na/na na/na na/na na/na #831/#204 #395/89 WB Through 5,2001 na/na na/na na/na na/na na/na na/na 60/19 32/10 WB Right 0/200 na/na na/na na/na na/na na/na na/na 56/12 65/12 Temperance Avenue at Olive Avenue NB Left-Through-Right 1,3001 315/375 343/485 na/na 500/818 528/963 na/na na/na na/na NB Left 0/250 na/na na/na 27/20 na/na na/na 27/24 m68/m24 m#88/m33 NB Through-Right 1,3001 na/na na/na #389/#662 na/na na/na #473/#853 na/na na/na NB Through 1,3001 na/na na/na na/na na/na na/na na/na m#627/m#899 m509/m#947 NB Right 0/250 na/na na/na na/na na/na na/na na/na m33/m24 m18/m14 SB Left-Through 1,3001 358/95 428/105 na/na 653/203 723/230 na/na na/na na/na SB Left 0/250 na/na na/na 16/35 na/na na/na 22/53 m11/m41 m10/m49 SB Through 1,3001 na/na na/na #440/238 na/na na/na #565/332 m#667/m#629 m#645/#665 SB Right 30/250 25/8 28/10 21/0 35/10 38/13 34/10 m45/m48 m242/m65 EB Left-Through-Right 2,6001 123/53 123/58 na/na 145/68 148/78 na/na na/na na/na EB Left 0/200 na/na na/na 96/#147 na/na na/na #149/#218 #498/#667 #226/#329 EB Through-Right 2,6001 na/na na/na 96/94 na/na na/na 89/117 na/na na/na EB Through 2,6001 na/na na/na na/na na/na na/na na/na 112/176 56/65 EB Right 0/200 na/na na/na na/na na/na na/na na/na 10/39 0/0 WB Left-Through-Right 7001 320/28 318/28 na/na 323/30 320/33 na/na na/na na/na WB Left 0/200 na/na na/na #205/75 na/na na/na #237/89 #370/#211 #158/93 WB Through-Right 7001 na/na na/na 178/61 na/na na/na 174/79 na/na na/na WB Through 7001 na/na na/na na/na na/na na/na na/na 102/51 102/51 WB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 8 TABLE 2: WEEKDAY 95TH-PERCENTILE QUEUE LENGTH SUMMARY 95th Percentile Queue Length (ft) (AM/PM) Intersection Existing (2018) / Planned Queue Storage Length (ft) Existing (2018) Existing (2018) + Project Mitigated Existing (2018) + Project Existing (2018) + A/P/P Projects Existing (2018) + A/P/P Projects + Project Mitigated Existing (2018) + A/P/P Projects + Project 2035 Project Mitigated 2035 Project Temperance Avenue at Belmont Avenue NB Left-Through-Right 1,2001 145/400 153/480 na/na 225/823 245/883 na/na na/na na/na NB Left 0/250 na/na na/na 47/15 na/na na/na 46/18 #208/m22 63/m8 NB Through-Right 1,2001 na/na na/na 258/#549 na/na na/na 304/#701 na/na na/na NB Through 1,2001 na/na na/na na/na na/na na/na na/na #510/#824 262/#773 NB Right 0/250 na/na na/na na/na na/na na/na na/na 49/m31 18/m0 SB Left-Through-Right 1,3001 408/143 478/173 na/na 790/315 880/360 na/na na/na na/na SB Left 0/250 na/na na/na 42/63 na/na na/na 47/82 m#165/m#212 m76/m79 SB Through-Right 1,3001 na/na na/na #536/269 na/na na/na #676/358 na/na na/na SB Through 1,3001 na/na na/na na/na na/na na/na na/na m#703/#642 #681/#615 SB Right 0/250 na/na na/na na/na na/na na/na na/na m81/m53 m38/97 EB Left-Through 2,6001 35/50 40/60 na/na 48/65 53/78 na/na na/na na/na EB Left 0/250 na/na na/na 76/18 na/na na/na #105/#129 #380/#580 #182/#274 EB Through 2,6001 na/na na/na 60/111 na/na na/na 58/128 119/241 57/110 EB Right 36/250 10/5 10/5 0/0 10/8 10/8 0/0 0/20 0/19 WB Left-Through 7001 78/30 78/30 na/na 85/35 85/35 na/na na/na na/na WB Left 0/250 na/na na/na #150/63 na/na na/na #159/70 174/180 89/91 WB Through 7001 na/na na/na 104/73 na/na na/na 99/88 166/128 160/123 WB Right 23/250 8/5 8/8 0/0 10/8 10/8 0/0 54/54 69/52 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 0/0 0/0 0/0 0/0 0/0 na/na na/na NB Left 0/250 na/na na/na na/na na/na na/na na/na 7/7 7/7 NB Through 7001 na/na na/na na/na na/na na/na na/na 421/#697 421/#697 NB Right 0/250 na/na na/na na/na na/na na/na na/na 0/0 0/0 SB Left-Through-Right 1,2001 0/0 0/0 0/0 0/0 0/0 0/0 na/na na/na SB Left 0/250 na/na na/na na/na na/na na/na na/na m58/#497 m48/#495 SB Through 1,2001 na/na na/na na/na na/na na/na na/na #734/57 #703/429 SB Right 0/250 na/na na/na na/na na/na na/na na/na m0/m0 m0/m0 EB Left-Through-Right 2502/2502 0/0 0/0 0/0 0/5 0/5 0/5 na/na na/na EB Left 2502/2502 na/na na/na na/na na/na na/na na/na 24/36 24/36 EB Through-Right 2502/2502 na/na na/na na/na na/na na/na na/na 23/49 23/0 WB Left-Through-Right 2,6002 15/15 15/15 15/15 23/23 23/25 23/25 na/na na/na WB Left 0/200 na/na na/na na/na na/na na/na na/na #266/0 #266/49 WB Through 2,6002 na/na na/na na/na na/na na/na na/na 12/0 12/0 WB Right 0/200 na/na na/na na/na na/na na/na na/na 42/0 20/0 Shields Avenue at Locan Avenue NB Left-Through-Right 2,6001 38/15 40/15 na/na +/73 +/80 na/na na/na na/na NB Left 0/200 na/na na/na 6/5 na/na na/na 27/17 #237/#237 163/#206 NB Through-Right 2,6001 na/na na/na 44/40 na/na na/na 91/53 na/na na/na NB Through 2,6001 na/na na/na na/na na/na na/na na/na 188/#404 83/152 NB Right 0/200 na/na na/na na/na na/na na/na na/na 61/48 55/42 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 9 TABLE 2: WEEKDAY 95TH-PERCENTILE QUEUE LENGTH SUMMARY 95th Percentile Queue Length (ft) (AM/PM) Intersection Existing (2018) / Planned Queue Storage Length (ft) Existing (2018) Existing (2018) + Project Mitigated Existing (2018) + Project Existing (2018) + A/P/P Projects Existing (2018) + A/P/P Projects + Project Mitigated Existing (2018) + A/P/P Projects + Project 2035 Project Mitigated 2035 Project SB Left-Through 3001 90/10 98/10 na/na 398/43 418/48 na/na na/na na/na SB Left 0/200 na/na na/na 45/24 na/na na/na 60/26 73/58 73/58 SB Through 3001 na/na na/na 94/21 na/na na/na 125/33 332/245 153/106 SB Right 3001 40/8 43/10 58/0 205/25 210/25 78/36 #773/76 97/36 EB Left 246/250 5/13 5/13 84/#245 15/18 15/18 192/#311 #367/m#492 135/#363 EB Through-Right 1,3001 0/0 0/0 212/191 0/0 0/0 215/153 na/na na/na EB Through 1,3001 na/na na/na na/na na/na na/na na/na #672/m333 224/249 EB Right 0/250 na/na na/na na/na na/na na/na na/na 35/m7 31/54 WB Left-Through-Right 2,6001 3/0 3/0 na/na 5/0 5/0 na/na na/na na/na WB Left 0/250 na/na na/na 65/8 na/na na/na m51/27 m113/m132 m97/m105 WB Through-Right 2,6001 na/na na/na 249/113 na/na na/na 217/101 na/na na/na WB Through 2,6001 na/na na/na na/na na/na na/na na/na m#775/m#693 154/64 WB Right 0/250 na/na na/na na/na na/na na/na na/na m0/m0 m1/m0 Shields Avenue at DeWolf Avenue NB Left-Through-Right 5,2001 98/40 103/43 na/na 153/63 153/68 na/na na/na na/na NB Left 0/200 na/na na/na 43/37 na/na na/na 54/42 81/53 81/53 NB Through-Right 5,2001 na/na na/na 202/187 na/na na/na 250/187 na/na na/na NB Through 5,2001 na/na na/na na/na na/na na/na na/na 362/#461 162/181 NB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 SB Left-Through-Right 1,8001 370/33 418/33 na/na 908/65 915/70 na/na na/na na/na SB Left 0/200 na/na na/na 38/20 na/na na/na 46/24 85/81 85/80 SB Through-Right 1,8001 na/na na/na #535/157 na/na na/na na/na na/na na/na SB Through 1,8001 na/na na/na na/na na/na na/na 298/113 #660/313 238/136 SB Right 0/200 na/na na/na na/na na/na na/na 52/25 178/39 75/39 EB Left-Through-Right 2,6001 123/48 143/53 na/na 355/198 398/220 na/na na/na na/na EB Left 0/250 na/na na/na #317/#222 na/na na/na 79/#313 m#371/m#293 161/94 EB Through-Right 2,6001 na/na na/na 79/88 na/na na/na 40/186 na/na na/na EB Through 2,6001 na/na na/na na/na na/na na/na na/na m451/247 86/169 EB Right 0/250 na/na na/na na/na na/na na/na na/na m0/m0 m0/m2 WB Left-Through-Right 2,6001 25/8 28/10 na/na 120/40 123/45 na/na na/na na/na WB Left 0/250 na/na na/na 0/4 na/na na/na 11/9 27/31 30/33 WB Through-Right 2,6001 na/na na/na 108/47 na/na na/na 307/129 na/na na/na WB Through 2,6001 na/na na/na na/na na/na na/na na/na #1,006/#673 403/301 WB Right 0/250 na/na na/na na/na na/na na/na na/na 0/0 0/0 Armstrong Avenue at Clinton Avenue NB Left-Through-Right 4,0001 58/73 65/85 na/na 83/105 93/128 na/na na/na na/na NB Left 0/200 na/na na/na 28/22 na/na na/na 31/23 #108/67 83/59 NB Through-Right 4,0001 na/na na/na 130/284 na/na na/na 129/#302 na/na na/na NB Through 4,0001 na/na na/na na/na na/na na/na na/na 438/#1,031 197/383 NB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 SB Left-Through-Right 2,6001 383/25 443/25 na/na 703/40 770/45 na/na na/na na/na Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 10 TABLE 2: WEEKDAY 95TH-PERCENTILE QUEUE LENGTH SUMMARY 95th Percentile Queue Length (ft) (AM/PM) Intersection Existing (2018) / Planned Queue Storage Length (ft) Existing (2018) Existing (2018) + Project Mitigated Existing (2018) + Project Existing (2018) + A/P/P Projects Existing (2018) + A/P/P Projects + Project Mitigated Existing (2018) + A/P/P Projects + Project 2035 Project Mitigated 2035 Project SB Left 0/200 na/na na/na 58/25 na/na na/na 65/38 112/70 #103/63 SB Through-Right 2,6001 na/na na/na #485/115 na/na na/na #512/137 na/na na/na SB Through 2,6001 na/na na/na na/na na/na na/na na/na #1,158/472 #443/224 SB Right 0/200 na/na na/na na/na na/na na/na na/na 14/0 6/0 EB Left-Through-Right 2,6001 25/38 28/45 na/na 50/88 58/108 na/na na/na na/na EB Left 0/200 na/na na/na 45/78 na/na na/na 67/#105 91/#190 76/#145 EB Through-Right 2,6001 na/na na/na 64/108 na/na na/na 87/149 na/na na/na EB Through 2,6001 na/na na/na na/na na/na na/na na/na 75/169 53/131 EB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 WB Left-Through-Right 2,6001 85/8 128/15 na/na 220/25 323/35 na/na na/na na/na WB Left 0/200 na/na na/na 90/29 na/na na/na #153/41 #290/#131 #235/99 WB Through-Right 2,6001 na/na na/na 150/39 na/na na/na 211/67 na/na na/na WB Through 2,6001 na/na na/na na/na na/na na/na na/na 152/93 106/73 WB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 Armstrong Avenue at Olive Avenue NB Left-Through 1,3001 158/118 170/138 na/na 168/28 175/143 na/na na/na na/na NB Left 0/200 na/na na/na 84/16 na/na na/na #90/16 #170/31 #161/31 NB Through 1,3001 na/na na/na 130/271 na/na na/na 124/271 #514/#1,106 200/#485 NB Right 25/200 38/10 40/13 17/0 43/13 43/13 17/0 69/55 53/63 SB Left-Through 1,3001 128/20 143/23 na/na 143/23 160/25 na/na na/na na/na SB Left 0/200 na/na na/na 42/24 na/na na/na 43/26 74/69 71/67 SB Through 1,3001 na/na na/na 209/96 na/na na/na 197/96 #689/593 246/288 SB Right 424/424 285/15 310/18 55/17 318/18 348/18 80/17 266/54 #400/67 EB Left 150/200 13/33 13/38 67/#196 13/35 13/40 65/#196 170/#676 #222/#560 EB Through-Right 2,6001 33/30 35/33 99/117 40/35 40/38 102/128 na/na na/na EB Through 2,6001 na/na na/na na/na na/na na/na na/na 92/207 79/183 EB Right 0/200 na/na na/na na/na na/na na/na na/na 0/0 0/0 WB Left 132/200 0/0 33/3 #122/31 35/3 33/3 #141/33 #379/74 #442/98 WB Through-Right 2,6001 150/28 160/30 208/109 200/33 200/38 218/120 na/na na/na WB Through 2,6001 na/na na/na na/na na/na na/na na/na 181/136 155/167 WB Right 0/200 na/na na/na na/na na/na na/na na/na 21/0 16/0 95th percentile queue length - is minimum amount of storage needed for each movement ft = feet A/P/P = Approved/Pending/Proposed NB = northbound SB = southbound WB = westbound EB = eastbound --- = exceeds software capacity # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles m = volume for 95th percentile queue is metered by upstream signal Bolded Text = 95th percentile queues exceed the available storage capacity n/a = not analyzed in this scenario 1 = Distance to next intersection 2= Driveway or local street of unknown length, assumed 250 ft + = No capacity for that movement Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 11 Mitigated Existing (2018) Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Temperance Avenue at Olive Avenue WB left – AM peak hour Shields Avenue at Locan Avenue EB left – PM peak hour Shields Avenue at DeWolf Avenue EB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Shields Avenue WB left – AM peak hour Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Mitigated Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue EB left – PM peak hour Shields Avenue at DeWolf Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 12 EB left – PM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour 2035 Project (With the Project) Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Temperance Avenue at Shields Avenue NB left – AM peak hour NB right – AM/PM peak hours WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour SB left – AM peak hour EB left – PM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB left – PM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM/PM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hour WB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – AM/PM peak hours Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – AM/PM peak hours SB through – AM peak hour SB right – AM peak hour EB left – AM/PM peak hours Shields Avenue at DeWolf Avenue EB left – AM/PM peak hours Armstrong Avenue at Clinton Avenue WB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Mitigated 2035 Project (With the Project) Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 13 Temperance Avenue at Shields Avenue NB left – AM peak hour WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB right – AM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – PM peak hour Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – PM peak hour EB left – PM peak hour Armstrong Avenue at Clinton Avenue WB left – AM peak Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Recommendations To mitigate the intersections that are projected to operate below the appropriate adopted LOS standard as identified in Table 1, meet the rural peak hour volume signal warrant, or exceed the available/planned storage lengths with the 95th percentile queue lengths as identified in Table 2, the following improvements by scenario are recommended: Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the eastbound left-through-right turn lane to a separate left-turn and shared through-right lane Construct the eastbound left-turn lane to a length of 200 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Lengthen the southbound left-turn to 250 feet Lengthen the eastbound left-turn to 200 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 14 Temperance Avenue at Olive Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left and shared through-right lane Construct the northbound left-turn lane to a length of 250 feet Construct the eastbound left-turn lane to a length of 200 feet Construct the westbound left-turn lane to a length of 225 feet Change the southbound shared left-through lane to a separate left-turn and a separate through lane Construct the southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to 200 feet Temperance Avenue at Belmont Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through-right lanes to a separate left-turn lane and shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 250 feet Change the eastbound and westbound shared left-through lanes to a separate left-turn and a separate through lane Construct the eastbound and westbound left-turn lanes to a length of 250 feet Lengthen the eastbound and westbound right-turn lanes to 250 feet Shields Avenue at Locan Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and westbound shared left-through-right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Construct the westbound left-turn lane to a length of 250 feet Change the southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the southbound left-turn lane to a length of 200 feet Lengthen the eastbound left-turn lane to 275 feet Shields Avenue at DeWolf Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Construct the eastbound left-turn lane to a length of 325 feet Construct the westbound left-turn lane to a length of 250 feet Armstrong Avenue at Clinton Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound, southbound, eastbound, and westbound left-turn lanes to a length of 200 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 15 Armstrong Avenue at Olive Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Lengthen the northbound right-turn lane to a length of 200 feet Lengthen the eastbound left-turn lane to 225 feet Lengthen the westbound left-turn lane to 200 feet The Temperance Avenue at McKinley Avenue intersection is projected to operate at or above the adopted level of service standard in both the Existing (2018) and Existing (2018) Plus Project scenarios. The Temperance Avenue at McKinley Avenue intersection is also showing that it operates above the basic average accident rate in both fatal + injury and total accidents. Some of these types of accidents, such as broadside, can be reduced by installation of a signal but other types of accidents, such as rear end, can be increased by installation of a signal. Therefore, even though it is projected to meet the peak hour signal warrant in both the Existing (2018) and Existing (2018) Plus Projects scenarios, no mitigations are recommended in the Mitigated Existing (2018) Plus Project scenario. The City of Fresno should monitor the Temperance Avenue at McKinley Avenue intersection and determine when best to signalize this intersection based on level of service analyses, accident rate analyses, as well as additional signal warrant analyses utilizing the following warrants: Eight-hour vehicular volume Four-hour vehicular volume Peak hour Crash experience Coordinated signal system Roadway Network Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Dakota Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the southbound through-right lane to two (2) throughs and a separate right-turn lane Construct the southbound right-turn lane to a length of 250 feet Change the eastbound left-through-right turn lane to a separate left-turn and shared through-right lane Construct the eastbound left-turn lane to a length of 200 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Construct a second eastbound through lane Lengthen the left- and right-turn lanes on all approaches to 250 feet Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Lengthen the southbound left-turn to 375 feet Lengthen the eastbound left-turn to 250 feet Temperance Avenue at McKinley Avenue Signalize (Actuated) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 16 Optimize cycle length and offsets Change the southbound left-through lane to a separate left-turn and separate through lane Construct the southbound left-turn lane to a length of 250 feet Temperance Avenue at Olive Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left and shared through-right lane Construct the northbound left-turn lane to a length of 250 feet Construct the eastbound left-turn lane to a length of 225 feet Construct the westbound left-turn lane to a length of 250 feet Change the southbound shared left-through lane to a separate left-turn and a separate through lane Construct the southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to 200 feet Temperance Avenue at Belmont Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through-right lanes to a separate left-turn lane and shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 250 feet Change the eastbound, and westbound shared left-through lanes to a separate left-turn and a separate through lane Construct the eastbound and westbound left-turn lanes to a length of 250 feet Lengthen the eastbound and westbound right-turn lanes to 250 feet Shields Avenue at Locan Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound shared left-through-right lane to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Change the southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the southbound left-turn lane to a length of 200 feet Construct a second eastbound through lane Lengthen the eastbound left-turn lane to 325 feet Change the westbound shared left-through-right lane to a separate left-turn lane, one (1) through lane, and a shared through-right lane Construct the westbound left-turn lane to a length of 250 feet Shields Avenue at DeWolf Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Construct the eastbound left-turn lane to a length of 325 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 17 Construct the westbound left-turn lane to a length of 250 feet Change the southbound shared left-through-right lanes to a separate left-turn, one (1) through, and a separate right-turn lane Construct the southbound left- and right-turn lanes to a length of 200 feet Armstrong Avenue at Clinton Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound, southbound, eastbound, and westbound left-turn lanes to a length of 200 feet Armstrong Avenue at Olive Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Lengthen the northbound right-turn lane to 200 feet Lengthen the eastbound left-turn lane to 225 feet Lengthen the westbound left-turn lane to 200 feet The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in both the Existing (2018) Plus Approved/Pending/Proposed Projects and the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenarios but does not meet the peak hour volume signal warrant. It will also not likely meet the other volume warrants either. Due to the low volumes on Tulare Avenue, it will also not meet the AWSC warrant. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. 2035 Project (With the Project) Temperance Avenue at Dakota Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 575 feet or convert to dual (2) left turns Lengthen the eastbound left-turn lane to 225 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 350 feet Construct a second northbound right-turn lane to a length of 250 feet Construct a second southbound left-turn lane to a length of 250 feet Construct a second eastbound and westbound through lane Lengthen the westbound left-turn lane to 800 feet Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 275 feet Construct a second southbound left-turn lane to a length of 250 feet Construct a second eastbound left-turn lane to a length of 200 feet Lengthen the westbound left-turn lane to 350 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 18 Construct a second westbound left-turn lane to a length of 350 feet Temperance Avenue at McKinley Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 375 feet Construct a second northbound left-turn lane to a length of 375 feet Construct a second southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to 300 feet Lengthen the eastbound left-turn lane to 325 feet Construct a second eastbound left-turn lane to a length of 325 feet Lengthen the eastbound right-turn lane to 275 feet Lengthen the westbound left-turn lane to 400 feet Construct a second westbound left-turn lane to a length of 400 feet Construct a second eastbound and westbound through lane Temperance Avenue at Olive Avenue Optimize cycle length and offsets Lengthen the eastbound left-turn lane to 350 feet Construct a second eastbound left-turn lane to a length of 350 feet Construct a second westbound left-turn lane to a length of 200 feet Construct a second eastbound through lane Temperance Avenue at Belmont Avenue Optimize cycle length and offsets Construct a second northbound, southbound, and westbound left-turn lane to a length of 250 feet Lengthen the eastbound left-turn lane to 300 feet Construct a second eastbound left-turn lane to a length of 300 feet Construct a second eastbound through lane Temperance Avenue at Tulare Avenue Optimize cycle length and offsets Lengthen the southbound left-turn lane to 500 feet or convert to dual (2) left-turns Lengthen the westbound left-turn lane to 275 feet Shields Avenue at Locan Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 225 feet Construct a second northbound, southbound, eastbound, and westbound through lane Construct a second southbound right-turn lane to a length of 273 feet Lengthen the eastbound left-turn lane to 375 feet Construct a second eastbound left-turn lane to a length of 375 feet Shields Avenue at DeWolf Avenue Optimize cycle length and offsets Construct a second northbound, southbound, eastbound, and westbound through lane Armstrong Avenue at Clinton Avenue Optimize cycle length and offsets Construct a second northbound and southbound through lane Lengthen the westbound left-turn lane to 250 feet Armstrong Avenue at Olive Avenue Optimize cycle length and offsets Construct a second northbound and southbound through lane Lengthen the eastbound left-turn lane to 575 feet or convert to dual (2) left-turn lanes Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 19 As stated in Appendix A, the Temperance Avenue at Shields Avenue intersection is an end point of a road segment designated as being evaluated using a peak hour LOS “F” and a second segment designated as being evaluated using a peak hour LOS “E”. As such, this intersection may operate at a LOS “F” without further mitigations and be considered as operating at the adopted level of service standard. Further mitigation of this intersection would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. Two (2) of the failing intersections, Temperance Avenue at Clinton Avenue, and Temperance Avenue at McKinley Avenue, are located in the road segment designated as being evaluated using a peak hour LOS “E” standard. It should be noted that a roadway segment projected to operate at designated level of service threshold can have intersections that may operate below the segment level of service depending on the amount of turning movement conflicts. As such, it is possible that these two (2) intersections could operate at a LOS “F” while the overall segment could operate at a LOS “E”. Again, to potentially mitigate these two (2) intersections would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in the PM peak hour and could only be mitigated if Temperance Avenue was potentially widened from a six (6) lane arterial to an eight (8) lane arterial and additional westbound left and right-turn lanes were added to the intersection. This failure is again due to the projected turning movement conflicts and the large through movement heading to and from SR 180 located directly to the south of this intersection. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the 2035 Project scenario. Conclusions Based on the results of this TIS, the majority of the impacts are caused by the planned growth in the area. Even with the ultimate build out lane configurations, several intersections are projected to operate with a level of service “F” in the 2035 Project scenario. As discussed in Appendix A, the Temperance Avenue at Shields Avenue intersection is an end point of a road segment designated as being evaluated using a peak hour LOS “F” and a second segment designated as being evaluated using a peak hour LOS “E”. As such, this intersection may operate at a LOS “F” without further mitigations and be considered as operating at the adopted level of service standard. Further mitigation of this intersection would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. Two (2) of the failing intersections, Temperance Avenue at Clinton Avenue, and Temperance Avenue at McKinley Avenue, are located in the road segment designated as being evaluated using a peak hour LOS “E” standard. It should be noted that a roadway segment projected to operate at designated level of service threshold can have intersections that may operate below the segment level of service depending on the amount of turning movement conflicts. As such, it is possible that these two (2) intersections could operate at a LOS “F” while the overall segment could operate at a LOS “E”. Again, to mitigate these two (2) intersections would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in the PM peak hour and could only be mitigated if Temperance Avenue was potentially widened from a six (6) lane super arterial to an eight (8) lane super arterial and additional westbound left and right-turn lanes were added to the intersection. This failure is again due to the projected turning movement conflicts and the large through movement heading to and from State Route (SR) 180 located Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 20 directly to the south of this intersection. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the 2035 Project scenario. All turn pocket length extensions shown in this document are a representative snap shot based on the level of service analysis results that are generated by the optimization of the intersection signals. These lengths are subject to change based on reoptimization of signals and ultimately on changes in volumes. Therefore, final decisions on extension of the various turn pockets beyond the City of Fresno standard should be made at the time of intersection modifications based on current volumes and traffic patterns. In addition, the overall system of 11 study intersections is optimized to generate the lowest overall delay to all vehicles in the system. As such some movements and intersections are “sacrificed” to operate at a lower level of service (increased vehicle delay) so that the majority of the vehicles and intersections in the system can operate at the highest level of service (decreased vehicle delay) possible. City of Fresno Mitigation Impact Fees Assuming the site develops consistent with this TIS, the Project would pay the following Traffic Signal Mitigation Impact Fee (TSMI) and New Growth Area Street Fee (FMSI): TSMI = 349 dus X $475 (fee rate per latest City of Fresno fee schedule) = $165,775 FMSI = 55.1 acres X $28,585 (fee rate per latest City of Fresno fee schedule) = $1,575,033.50 The TSMI fee would at a minimum include the following signals: Temperance Avenue at Dakota Avenue Temperance Avenue at Shields Avenue – signal appears to be complete Temperance Avenue at Clinton Avenue – signal appears to be complete Temperance Avenue at McKinley Avenue Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue – This signal was removed from the TSMI fee program because of its location in the Southeast Growth Area (SEGA) which is currently not allowed for development. However, this signal is a Fresno County requirement for the school development at the northeast corner of Shields Avenue and Locan Avenue Armstrong Avenue at Clinton Avenue Armstrong Avenue at Olive Avenue In addition, the New Growth Area FMSI fee would at a minimum include the following improvements: Travel lanes Medians and median landscaping Parking lanes Bike lanes Curb and gutter Bus bays Irrigation pipes and canals Railroad crossings Soft costs (engineering, plan check, and inspection costs) The streets that are included in the FMSI include: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 21 Temperance Avenue – 6-lane super arterial – Jensen Avenue to north of Dakota Avenue Shields Avenue – 4-lane arterial – west of Fowler Avenue to Locan Avenue Belmont Avenue – 4-lane arterial – west of Clovis Avenue to Temperance Avenue Dakota Avenue – 3-lane/5-lane collector – Fowler Avenue to Temperance Avenue Clinton Avenue – 3-lane collector – west of Sunnyside Avenue to Locan Avenue McKinley Avenue – 3-lane collector – Clovis Avenue to Locan Avenue Olive Avenue – 5-lane collector – west of Clovis Avenue to Temperance Avenue Tulare Avenue – 3-lane collector – Fancher Creek to Fowler Avenue Locan Avenue – 3-lane collector – Clinton Avenue to north of Shields Avenue Armstrong Avenue – 3-lane/5-lane collector – Jensen Avenue to north of Dakota Avenue Again, DeWolf Avenue is located in the SEGA and therefore not allowed for development. Therefore, any improvements that the Project makes to any of these facilities should be credited towards their impact fees. Fair Share Percentage In addition to the analyses requested by the City of Fresno, Fresno County requested a Fair Share Percentage be calculated for the Fowler Avenue at Olive Avenue intersection. The Fair Share Percentage for the Fowler Avenue at Olive Avenue intersections was calculated by using the following formula: Project Trips 20-year Cumulative + Project Volumes The Fair Share Percentage for the Fowler Avenue at Olive Avenue intersection using the AM peak hour volumes would be 0.58% and using the PM peak hour volumes would be 0.66%. EXISTING (2018) CONDITIONS Transit Currently there are no Fresno Area Express or Fresno County Rural Transit options available in the study area. Bike/Pedestrian Bike In the study area, there is a Class I bike path that extends along Temperance Avenue north of Shields Avenue for approximately 1,300 feet on the west side of the roadway. Ultimately this path will extend to north of Dakota Avenue as vacant lands are developed. Class I, shared use paths, are non-motorized facilities, paved or unpaved, physically separated from motorized vehicular traffic by an open space or barrier. There are also two (2) Class II bike lanes in the study area: They are: Shields Avenue – Fowler Avenue (west) to Temperance Avenue (east) – both sides of the roadway Shields Avenue – Temperance Avenue (west) to Locan Avenue (east) – north side of the roadway Belmont Avenue – North Sunnyside Avenue (west) to Fowler Avenue (east) – south side of the roadway Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 22 Belmont Avenue – Fowler Avenue (west) to City of Fresno Sphere of Influence (east) – both sides of the roadway This bike lane actually extends west to Clovis Avenue on the south side of the roadway but there is a an approximately 1,000-foot gap between North Manila Avenue and North Sunnyside Avenue. Class II, bike lanes, provides striped lanes for one-way bike travel on a street or highway. Class III, bike routes, is a signed shared roadway with vehicular traffic with no additional markings or barriers. This information was taken from the City of Fresno Active Transportation Plan. Pedestrian In the study area, there are sidewalks located in the neighborhoods on the northeast, northwest, and southwest corners of the Temperance Avenue at Shields Avenue intersection. Likewise, there are sidewalks located in the neighborhood on the northwest corner of the Shields Avenue at Locan Avenue intersection. This information was taken from the City of Fresno Active Transportation Plan. Roadways Table 3 describes the Existing (2018) street system in the study area including the street classification, number of lanes, and the posted speed limits. TABLE 3: DESCRIPTION OF EXISTING (2018) STREET SYSTEM Street Classification No. of Lanes (2-dir) Posted Speed Limit (mph) Temperance Avenue Super Arterial 2 - 4 45 – 50 Dakota Avenue Collector 2 - 4 25 – 40 Shields Avenue Arterial 2 – 4 45 – 50 Clinton Avenue Collector 2 40 - 45 McKinley Avenue Collector 2 50 Olive Avenue Collector 2 40 – 45 Belmont Avenue Arterial (east of Temperance); Collector (west of Temperance) 2 45 Tulare Avenue Collector 2 50 Locan Avenue Collector 2 40 – 45 DeWolf Avenue Collector 2 45 Armstrong Avenue Collector 2 45 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 23 Table 4 lists the study intersections and their associated intersection control. TABLE 4: EXISTING (2018) INTERSECTION CONTROL Intersection Signalized/Unsignalized Type Temperance Avenue at Dakota Avenue Unsignalized AWSC Temperance Avenue at Shields Avenue Signalized AU Temperance Avenue at Clinton Avenue Signalized AU Temperance Avenue at McKinley Avenue Unsignalized TWSC Temperance Avenue at Olive Avenue Unsignalized AWSC Temperance Avenue at Belmont Avenue Unsignalized AWSC Temperance Avenue at Tulare Avenue Unsignalized TWSC Shields Avenue at Locan Avenue Unsignalized TWSC Shields Avenue at DeWolf Avenue Unsignalized AWSC Armstrong Avenue at Clinton Avenue Unsignalized AWSC Armstrong Avenue at Olive Avenue Unsignalized AWSC AWSC = all-way stop-controlled AU = Actuated Uncoordinated TWSC = two-way stop-controlled Collision History A review was made of the 2013 to 2017 accidents and accident rates for the following locations: Temperance Avenue and Dakota Avenue Temperance Avenue and Shields Avenue Temperance Avenue and Clinton Avenue Temperance Avenue and McKinley Avenue Temperance Avenue and Olive Avenue Temperance Avenue and Belmont Avenue Temperance Avenue and Tulare Avenue Shields Avenue and Locan Avenue Shields Avenue and DeWolf Avenue Armstrong Avenue and Clinton Avenue Armstrong Avenue and Olive Avenue The number and type of accidents and actual accident rates were based on information derived from the Statewide Integrated Traffic Records System (SWITRS) database for the five-year period shown previously. Table 5 shows the number of collisions by type of accident, the type of collisions, and the parties involved. TABLE 5: 2013 TO 2017 ACCIDENT SUMMARY Type of Accidents No. of Accidents by Type Accident # Collision Type Parties Involved (Pedestrian, Bike, Vehicle) Temperance Avenue at Dakota Avenue Total 4 PDO 1 1 of 1 Broadside Vehicle vs Vehicle Injury 3 1 of 3 Head On Vehicle vs Vehicle Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 24 TABLE 5: 2013 TO 2017 ACCIDENT SUMMARY Type of Accidents No. of Accidents by Type Accident # Collision Type Parties Involved (Pedestrian, Bike, Vehicle) 2 of 3 Broadside Vehicle vs Vehicle 3 of 3 Broadside Vehicle vs Vehicle Fatal 0 Temperance Avenue at Shields Avenue Total 3 PDO 3 1 of 3 Broadside Vehicle vs Vehicle 2 of 3 Broadside Vehicle vs Vehicle 3 of 3 Rear End Vehicle vs Vehicle Injury 0 Fatal 0 Temperance Avenue at Clinton Avenue Total 5 PDO 1 1 of 1 Hit Object Vehicle vs Fixed Object Injury 4 1 of 4 Broadside Vehicle vs Vehicle 2 of 4 Broadside Vehicle vs Vehicle 3 of 4 Broadside Vehicle vs Vehicle 4 of 4 Sideswipe Vehicle vs Vehicle Fatal 0 Temperance Avenue at McKinley Avenue Total 11 PDO 5 1 of 5 Broadside Vehicle vs Vehicle 2 of 5 Hit Object Vehicle vs Fixed Object 3 of 5 Overturned Vehicle Non-Collision 4 of 5 Rear End Vehicle vs Vehicle 5 of 5 Rear End Vehicle vs Vehicle Injury 6 1 of 6 Broadside Vehicle vs Vehicle 2 of 6 Rear End Vehicle vs Vehicle 3 of 6 Broadside Vehicle vs Vehicle 4 of 6 Hit Object Vehicle vs Fixed Object 5 of 6 Sideswipe Vehicle vs Vehicle 6 of 6 Broadside Vehicle vs Vehicle Fatal 0 Temperance Avenue at Olive Avenue Total 6 PDO 4 1 of 4 Sideswipe Vehicle vs Vehicle 2 of 4 Broadside Vehicle vs Vehicle 3 of 4 Sideswipe Vehicle vs Vehicle 4 of 4 Head On Vehicle vs Vehicle Injury 2 1 of 2 Sideswipe Vehicle vs Vehicle 2 of 2 Broadside Vehicle vs Vehicle Fatal 0 Temperance Avenue at Belmont Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 25 TABLE 5: 2013 TO 2017 ACCIDENT SUMMARY Type of Accidents No. of Accidents by Type Accident # Collision Type Parties Involved (Pedestrian, Bike, Vehicle) Total 13 PDO 7 1 of 7 Hit Object Vehicle vs Fixed Object 2 of 7 Sideswipe Vehicle vs Vehicle 3 of 7 Broadside Vehicle vs Vehicle 4 of 7 Hit Object Vehicle vs Fixed Object 5 of 7 Broadside Vehicle vs Vehicle 6 of 7 Head On Vehicle vs Vehicle 7 of 7 Rear End Vehicle vs Vehicle Injury 6 1 of 6 Broadside Vehicle vs Vehicle 2 of 6 Broadside Vehicle vs Vehicle 3 of 6 Broadside Vehicle vs Vehicle 4 of 6 Hit Object Vehicle vs Fixed Object 5 of 6 Broadside Vehicle vs Vehicle 6 of 6 Hit Object Vehicle vs Fixed Object Fatal 0 Temperance Avenue at Tulare Avenue Total 4 PDO 4 1 of 4 Hit Object Vehicle vs Fixed Object 2 of 4 Hit Object Vehicle vs Fixed Object 3 of 4 Broadside Vehicle vs Vehicle 4 of 4 Hit Object Vehicle vs Fixed Object Injury 0 Fatal 0 Shields Avenue at Locan Avenue Total 8 PDO 4 1 of 4 Broadside Vehicle vs Vehicle 2 of 4 Broadside Vehicle vs Vehicle 3 of 4 Broadside Vehicle vs Vehicle 4 of 4 Broadside Vehicle vs Vehicle Injury 4 1 of 4 Broadside Vehicle vs Vehicle 2 of 4 Head On Vehicle vs Vehicle 3 of 4 Broadside Vehicle vs Vehicle 4 of 4 Broadside Vehicle vs Vehicle Fatal 0 Shields Avenue at DeWolf Avenue Total 0 PDO 0 Injury 0 Fatal 0 Armstrong Avenue at Clinton Avenue Total 0 PDO 0 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 26 TABLE 5: 2013 TO 2017 ACCIDENT SUMMARY Type of Accidents No. of Accidents by Type Accident # Collision Type Parties Involved (Pedestrian, Bike, Vehicle) Injury 0 Fatal 0 Armstrong Avenue at Olive Avenue Total 1 PDO 1 1 of 1 Broadside Vehicle vs Vehicle Injury 0 Fatal 0 PDO = property damage only The actual accident rates were calculated and then compared to basic average accident rates developed from Caltrans formulas for city/county facilities. Table 6 shows the results of this comparison. TABLE 6: COMPARISON OF ACTUAL TO BASIC AVERAGE ACCIDENT RATES Location Type of Collision (Severity) Actual Accident Rates1 Basic Average Accident Rates1 Temperance Avenue and Dakota Avenue Fatal 0.00 0.00 Fatal + Injury 0.13 0.18 Total 0.17 0.55 Temperance Avenue and Shields Avenue Fatal 0.00 0.01 Fatal + Injury 0.00 0.23 Total 0.08 0.58 Temperance Avenue and Clinton Avenue Fatal 0.00 0.01 Fatal + Injury 0.17 0.23 Total 0.21 0.58 Temperance Avenue and McKinley Avenue Fatal 0.00 0.00 Fatal + Injury 0.30 0.07 Total 0.55 0.16 Temperance Avenue and Olive Avenue Fatal 0.00 0.00 Fatal + Injury 0.08 0.18 Total 0.23 0.55 Temperance Avenue and Belmont Avenue Fatal 0.00 0.00 Fatal + Injury 0.24 0.18 Total 0.53 0.55 Temperance Avenue and Tulare Avenue Fatal 0.00 0.00 Fatal + Injury 0.00 0.07 Total 0.20 0.16 Shields Avenue at Locan Avenue Fatal 0.00 0.01 Fatal + Injury 0.23 0.10 Total 0.46 0.22 Shields Avenue and DeWolf Avenue Fatal 0.00 0.00 Fatal + Injury 0.00 0.18 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 27 TABLE 6: COMPARISON OF ACTUAL TO BASIC AVERAGE ACCIDENT RATES Location Type of Collision (Severity) Actual Accident Rates1 Basic Average Accident Rates1 Total 0.00 0.55 Armstrong Avenue and Clinton Avenue Fatal 0.00 0.00 Fatal + Injury 0.00 0.18 Total 0.00 0.55 Armstrong Avenue and Olive Avenue Fatal 0.00 0.00 Fatal + Injury 0.00 0.18 Total 0.04 0.55 1 Accident rates for intersections it is accidents per million vehicles entering the intersection As seen in Table 6, the following intersections are operating above the basic average accident rate in fatal + injury accidents: Temperance Avenue and McKinley Avenue Temperance Avenue and Belmont Avenue Shields Avenue and Locan Avenue All remaining intersections are operating below the basic average accident rate in fatal + injury accidents. In addition, the following intersections are operating above the basic average accident rate in total accidents: Temperance Avenue and McKinley Avenue Temperance Avenue and Tulare Avenue Shields Avenue and Locan Avenue All remaining intersections are operating below the basic average accident rate in total accidents. All intersections are operating below the basic average accident rate in fatal accidents. Copies of the intersection accident rate analyses are provided in Appendix B. Intersection Level of Service Analysis The Existing (2018) intersection lane configurations and intersection controls are shown on Figure 2. The Existing (2018) intersection peak hour traffic volumes are shown on Figure 3. Using the lane configurations shown on Figure 2 and the volumes shown on Figure 3, the intersections were analyzed for Existing (2018) levels of service. Please note that the Temperance Avenue at Dakota Avenue northbound approach could not be analyzed as a left-turn, two (2) throughs, and a separate right-turn since AWSC intersections can only be analyzed as three (3) lanes per approach. In order to allow for analysis, the northbound approach was converted to a left-turn, one through, and a shared through right-turn lane in the Existing (2018) scenario. This would result in a worse case analysis. Figure 4 and Table 7 show the Existing (2018) levels of service for the study intersections. The two-way stop-controlled (TWSC) levels of service shown on Figure 4 are the levels of service for the worst movement at that intersection. The AWSC and signalized intersection levels of service shown in Figure 4 and in Table 7 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the AWSC and signalized level of service or delay shown on Figure 4 and in Table 7. The Existing (2018) intersection levels of service calculations are included in Appendix C. (Intersection Basemap shown on Figure 1) Engineering, PCDN Figure 2 City of Fresno, California C:\NDEngineering2018\Lemoore Project\Fig3.cdr LANE CONFIGURATIONS AND INTERSECTION CONTROL Existing (2018)Temperance AvenueOlive Avenue 11 1 2 3 5 64 8 97 Temperance AvenueTemperance AvenueDriveway 10 Armstrong AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue Temperance AvenueTemperance AvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue LEGEND Signal Stop Sign Engineering, PCDN Figure 3 City of Fresno, CaliforniaINTERSECTION PEAK HOUR TRAFFIC VOLUMES Existing (2018)Temperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 0 (1)288 (547)4 (35)5 (8) 0 (0) 22 (22) 0 (2) 0 (0) 1 (0)0 (0)736 (376)5 (2)64 (34) 51 (48)447 (291)50 (44)313 (499)125 (71)17 (24) 41 (76) 23 (31)5 (13)441 (470)4 (4)68 (6)150 (291)111 (61)25 (4) 226 (114) 98 (12) 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 36 (15)292 (464)76 (48)126 (36) 114 (11) 67 (22) 9 (42) 84 (34) 10 (27)63 (12)392 (288)158 (19)77 (46) 6 (7) 29 (6)97 (37)577 (272)33 (60)26 (29)366 (473)12 (24)57 (24) 10 (24) 25 (23) 84 (141) 228 (319) 79 (52)227 (65)382 (193)22 (43)63 (52)274 (361)85 (123)46 (24) 427 (147) 157 (69)Temperance Avenue13 (15) 94 (29) 0 (1)214 (68)263 (122)19 (8)24 (19)221 (204)2 (2)207 (150) 86 (79) 11 (13) 77 (89) 98 (98) 17 (13)103 (50)394 (270)6 (20)13 (8)336 (484)44 (67)23 (8) 193 (57) 145 (55)36 (25)473 (285)26 (40)53 (53) 57 (121) 39 (34) 42 (34) 109 (72) 99 (44)29 (5)277 (457)29 (46)64 (172) 222 (208) 23 (3)235 (79)101 (13)28 (11)1 (1)37 (30)47 (18)7 (12) 284 (105) 46 (2) 30 (64) 55 (98) 18 (13)47 (14)423 (128)42 (12)15 (6)346 (435)90 (193)0 (6) 127 (44) 531 (186) 46 (148) 102 (138) 7 (7)384 (96)230 (99)25 (11)16 (10)153 (307)10 (13)33 (7) 131 (30) 57 (6) (Intersection Basemap shown on Figure 1) INTERSECTION LEVELS OF SERVICE Existing (2018)Engineering, PCDN Figure 4 City of Fresno, California C:\NDEngineering2018\Shields@Temperance\Vicinity Map.cdr N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site F(B) D(B) E(B)D(B) E(E) D(C) C(C) C(C)E(C)E(B) F(E) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 31 TABLE 7: EXISTING (2018) CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue F 170.4 B 14.8 Temperance Avenue at Shields Avenue C 30.5 C 30.4 Temperance Avenue at Clinton Avenue D 39.1 B 18.9 Temperance Avenue at McKinley Avenue WB Approach C 23.2 C 20.5 Temperance Avenue at Olive Avenue F 74.2 E 37.1 Temperance Avenue at Belmont Avenue E 44.5 E 41.8 Temperance Avenue at Tulare Avenue WB Approach D 27.2 C 22.8 Shields Avenue at Locan Avenue NB Approach C 19.2 C 16.6 SB Approach (Left-Through Movement) E 44.0 C 20.2 Shields Avenue at DeWolf Avenue E 39.0 B 11.0 Armstrong Avenue at Clinton Avenue E 38.4 B 11.6 Armstrong Avenue at Olive Avenue D 33.2 B 14.6 1 Delay per vehicle secs = seconds WB = westbound NB = northbound SB = southbound Intersections that are currently operating below the adopted level of service standards are shown bolded in Table 7. As shown in Figure 4 and Table 7, the following study intersections by time period are operating below the adopted level of service standard in the Existing (2018) conditions scenario: Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Signal Warrant Analysis Rural peak hour volume signal warrants were prepared for the following unsignalized intersections: Temperance Avenue at Dakota Avenue Temperance Avenue at McKinley Avenue Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue Armstrong Avenue at Clinton Avenue Armstrong Avenue at Olive Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 32 Based on the rural peak hour volume warrant, the warrants are met at the following intersections by time period in the Existing (2018) scenario: Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Copies of the warrant analyses are included in Appendix D. Queue Lengths Table 8 shows the estimated Existing (2018) intersection queue lengths developed from the level of service analyses. It should be noted that the Temperance at Olive Avenue southbound approach and the Armstrong at Olive northbound approach does not have striped right-turn lanes but there are approximately 25 to 30 feet that acts as a defacto right turn lane. TABLE 8: EXISTING (2018) TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 190 5/5 NB Through 2,6001 73/88 NB Right 201 28/35 SB Left 255 8/10 SB Through-Right 2,6001 1175/95 EB Left-Through-Right 1,3001 25/15 WB Left 141 8/0 WB Through-Right 6001 25/10 Temperance Avenue at Shields Avenue NB Left 241 50/40 NB Through 2,6001 252/319 NB Right 100 0/35 SB Left 229 44/#76 SB Through 2,6001 156/82 SB Right 228 53/0 EB Left 237 61/#110 EB Through 1,1001 230/295 EB Right 138 10/0 WB Left 235 #118/51 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 33 TABLE 8: EXISTING (2018) TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) WB Through 1,2001 202/67 WB Right 113 0/0 Temperance Avenue at Clinton Avenue NB Left 251 54/30 NB Through 9001 #306/#572 NB Right 151 14/0 SB Left 151 #254/35 SB Through-Right 2,6001 #576/#311 EB Left 51 21/62 EB Through-Right 2,6001 71/41 WB Left 200 82/37 WB Through-Right 7001 138/24 Temperance Avenue at McKinley Avenue NB Through-Right 1,3001 0/0 SB Left-Through 1,3001 0/0 WB Left-Right 5,2001 53/30 Temperance Avenue at Olive Avenue NB Left-Through-Right 1,3001 315/375 SB Left-Through 1,3001 358/95 SB Right 30 25/8 EB Left-Through-Right 2,6001 123/53 WB Left-Through-Right 7001 320/28 Temperance Avenue at Belmont Avenue NB Left-Through-Right 1,2001 145/400 SB Left-Through-Right 1,3001 408/143 EB Left-Through 2,6001 35/50 EB Right 36 10/5 WB Left-Through 7001 78/30 WB Right 23 8/5 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 SB Left-Through-Right 1,2001 0/0 EB Left Through Right 2502 0/0 WB Left-Through-Right 2,6001 15/15 Shields Avenue at Locan Avenue NB Left-Through-Right 2,6001 38/15 SB Left-Through 3001 90/10 SB Right 3001 40/8 EB Left 246 5/13 EB Through-Right 1,3001 0/0 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 34 TABLE 8: EXISTING (2018) TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) WB Left-Through-Right 2,6001 3/0 Shields Avenue at DeWolf Avenue NB Left-Through-Right 5,2001 98/40 SB Left-Through-Right 1,8001 370/33 EB Left-Through-Right 2,6001 123/48 WB Left-Through-Right 2,6001 25/8 Armstrong Avenue at Clinton Avenue NB Left-Through-Right 4,0001 58/73 SB Left-Through-Right 2,6001 383/25 EB Left-Through-Right 2,6001 25/38 WB Left-Through-Right 2,6001 85/8 Armstrong Avenue at Olive Avenue NB Left-Through 1,3001 158/118 NB Right 25 38/10 SB Left-Through 1,3001 128/20 SB Right 424 285/15 EB Left 150 13/33 EB Through-Right 2,6001 33/30 WB Left 132 0/0 WB Through-Right 2,6001 150/28 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles 2= Driveway or local street of unknown length, assumed 250 ft Intersection queue lengths projected to exceed the available storage lengths are shown bolded in Table 8. As shown in Table 8, the following intersection queue lengths, by time period, are projected to exceed the available storage lengths in the Existing (2018) conditions scenario: Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour The remaining analyzed intersection queue lengths are not projected to exceed the Existing (2018) storage lengths in the 95th percentile condition in the Existing (2018) scenario. PROJECT The Project, located in the County of Fresno but within the City of Fresno sphere of influence, consists of 349 single-family dwelling units located on approximately 57 acres. The Project is consistent with the Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 35 currently adopted City of Fresno General Plan. It is located on the southeast corner of Temperance Avenue and Shields Avenue. The site is currently in agricultural use with limited structures. Figure 1 shows the Project location. Figure 5 shows the sight plan. According to the ITE Trip Generation manual1, the use analyzed in this report is defined as follows: Single-family Detached Housing – “includes all single-family detached homes on individual lots.” The trip generation and trip distribution data used in the various Project analyses are described and quantified in the Methodology section. Review of On-Site Circulation A review was made of the onsite roadway system to ensure that the Project provides for a “livable residential neighborhood”. The roadway system is designed with discontinuous streets with the longest street segment at approximately 1,000 feet. However, this approximately 1,000 foot segment is broken into two (2) segments of approximately 500 feet each by a bulb out in the midblock. There are no street segments in the neighborhood that exceed the City of Fresno maximum 600 foot block length requirement without a midblock bulb out. The discontinuous street network along with the less than approximately 500 feet block lengths discourage both cut through and speeding traffic. All internal roadways are two (2) lanes wide with parking allowed on both sides of the roadway and widths ranging from 50 to 54 feet. These roadway widths conform to the City of Fresno standard drawings for local streets. Another safety feature built into the neighborhood is the use of T or 3 leg intersections. The use of T-intersections will reduce the number of potential accidents when compared to four-leg intersections. Sidewalks are provided along all streets in the neighborhood to promote pedestrian travel. EXISTING (2018) PLUS PROJECT CONDITIONS Intersection Level of Service Analysis The Existing (2018) Plus Project intersection peak hour traffic volumes are shown on Figure 6. Using the Existing (2018) lane configurations shown on Figure 2 and the volumes shown on Figure 6, the intersections were analyzed for Existing (2018) Plus Project levels of service. Please note that the Temperance Avenue at Dakota Avenue northbound approach could not be analyzed as a left-turn, two (2) throughs, and a separate right-turn since AWSC intersections can only be analyzed as three (3) lanes per approach. In order to allow for analysis, the northbound approach was converted to a left-turn, one through, and a shared through right-turn lane in the Existing (2018) Plus Project scenario. This would result in a worse case analysis. Figure 7 and Table 9 show the Existing (2018) Plus Project levels of service for the study intersections. The TWSC levels of service shown on Figure 7 are the levels of service for the worst movement at that intersection. The AWSC and signalized intersection levels of service shown on Figure 7 and in Table 9 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the AWSC and signalized level of service or delay shown on Figure 7 and in Table 9. The Existing (2018) Plus Project intersection levels of service calculations are included in Appendix E. 1 Trip Generation, 10th edition, Volume 2, ITE, 2017, pages 249 to 276 Engineering, PCDN SITE PLAN Figure 5 C:\NDEngineering2018\Lemoore Project\Site Plan.cdr City of Fresno, California NORTH LOCAN AVENUEEAST SHIELDS AVENUE SITELOCATION VICINITY MAP: NTS NORTH ARMSTRONG AVENUENORTH TEMPERANCE AVENUEEAST CLINTON AVENUE Engineering, PCDN Figure 6 City of Lemoore, CaliforniaINTERSECTION PEAK HOUR TRAFFIC VOLUMES Existing (2018) + ProjectTemperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 4 (35)296 (570)0 (1)5 (8) 22 (22) 0 (2) 1 (0)755 (387)5 (2)64 (34) 51 (48)481 (318)50 (46)328 (550)125 (71)17 (25) 41 (80) 23 (31)8 (13)449 (470)4 (4)68 (6)155 (301)111 (67)25 (4) 232 (119) 98 (16) 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 36 (15)307 (515)76 (48)126 (36) 114 (11) 67 (22) 17 (82) 84 (34) 10 (27)109 (32)426 (317)166 (47)77 (46) 6 (7) 29 (6)97 (37)593 (317)33 (60)26 (29)405 (502)12 (24)57 (24) 10 (24) 25 (23) 84 (141) 241 (367) 83 (66)227 (65)387 (207)33 (74)152 (108)300 (381)105 (163)59 (34) 446 (159) 192 (106)Temperance Avenue13 (15) 98 (42) 0 (1)216 (72)263 (122)19 (8)24 (20)221 (204)2 (2)212 (153) 98 (87) 12 (13) 79 (102) 98 (98) 17 (13)109 (59)422 (288)6 (20)13 (8)349 (522)44 (67)23 (8) 193 (57) 145 (55)45 (29)492 (296)26 (43)58 (68) 57 (121) 39 (34) 42 (34) 109 (72) 99 (44)29 (5)285 (480)29 (46)65 (174) 240 (219) 23 (3)236 (80)101 (13)28 (11)1 (1)37 (30)47 (18)7 (12) 290 (124) 46 (2) 30 (64) 59 (118) 18 (13)47 (14)423 (128)42 (12)15 (6)346 (437)90 (204)0 (6) 129 (46) 542 (196) 46 (158) 103 (144) 7 (7)392 (103)240 (103)25 (11)16 (10)153 (307)14 (33)33 (7) 158 (38) 76 (18) (Intersection Basemap shown on Figure 1) INTERSECTION LEVELS OF SERVICE Existing (2018) + ProjectEngineering, PCDN Figure 7 City of Fresno, California N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site F(C) E(C) E(B)E(C) F(F) D(C) D(C) D(D)E(C)E(B) F(F) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 39 TABLE 9: EXISTING (2018) PLUS PROJECT CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue F 184.7 C 17.1 Temperance Avenue at Shields Avenue C 34.5 D 35.3 Temperance Avenue at Clinton Avenue E 57.5 C 24.3 Temperance Avenue at McKinley Avenue WB Approach D 25.4 C 23.4 Temperance Avenue at Olive Avenue F 85.4 F 50.9 Temperance Avenue at Belmont Avenue F 54.2 F 53.7 Temperance Avenue at Tulare Avenue WB Approach D 28.5 C 24.0 Shields Avenue at Locan Avenue NB Approach C 20.2 C 17.3 SB Approach (Left-Through Movement) E 48.7 C 21.3 Shields Avenue at DeWolf Avenue E 45.5 B 11.3 Armstrong Avenue at Clinton Avenue E 47.7 B 12.6 Armstrong Avenue at Olive Avenue E 36.4 C 15.9 1 Delay per vehicle secs = seconds WB = westbound NB = northbound SB = southbound Intersections projected to operate below the adopted level of service standard are shown bolded in Table 9. As shown in Figure 7 and Table 9, the following study intersections, by time period, are projected to operate below the appropriate adopted level of service standard in the Existing (2018) Plus Project scenario: Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour The remaining study intersections are projected to operate at or above the appropriate adopted level of service standards in the Existing (2018) Plus Project conditions scenario. Signal Warrant Analysis Rural peak hour volume signal warrants were prepared for the following unsignalized intersections: Temperance Avenue at Dakota Avenue Temperance Avenue at McKinley Avenue Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 40 Armstrong Avenue at Clinton Avenue Armstrong Avenue at Olive Avenue Based on the rural peak hour volume warrant, the warrants are met at the following intersections by time period in the Existing (2018) Plus Project scenario: Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Copies of the warrant analyses are included in Appendix F. Queue Lengths Table 10 shows the estimated Existing (2018) Plus Project intersection queue lengths developed from the level of service analyses. It should be noted that the Temperance at Olive Avenue southbound approach and the Armstrong at Olive northbound approach does not have striped right-turn lanes but there are approximately 25 to 30 feet that acts as a defacto right turn lane. TABLE 10: EXISTING (2018) PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 190 5/5 NB Through 2,6001 88/103 NB Right 201 33/38 SB Left 255 8/10 SB Through-Right 2,6001 1,258/130 EB Left-Through-Right 1,3001 28/18 WB Left 141 8/0 WB Through-Right 6001 25/10 Temperance Avenue at Shields Avenue NB Left 241 #111/#74 NB Through 2,6001 277/339 NB Right 100 4/63 SB Left 229 60/#146 SB Through 2,6001 157/87 SB Right 228 53/0 EB Left 237 61/#110 EB Through 1,1001 243/347 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 41 TABLE 10: EXISTING (2018) PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) EB Right 138 13/0 WB Left 235 #156/#75 WB Through 1,2001 211/72 WB Right 113 0/0 Temperance Avenue at Clinton Avenue NB Left 251 54/30 NB Through 9001 #331/#654 NB Right 151 14/0 SB Left 151 #269/68 SB Through-Right 2,6001 #703/#384 EB Left 51 32/#114 EB Through-Right 2,6001 71/41 WB Left 200 82/38 WB Through-Right 7001 138/24 Temperance Avenue at McKinley Avenue NB Through-Right 1,3001 0/0 SB Left-Through 1,3001 5/5 WB Left-Right 5,2001 60/33 Temperance Avenue at Olive Avenue NB Left-Through-Right 1,3001 343/485 SB Left-Through 1,3001 428/105 SB Right 30 28/10 EB Left-Through-Right 2,6001 123/58 WB Left-Through-Right 7001 318/28 Temperance Avenue at Belmont Avenue NB Left-Through-Right 1,2001 153/480 SB Left-Through-Right 1,3001 478/173 EB Left-Through 2,6001 40/60 EB Right 36 10/5 WB Left-Through 7001 78/30 WB Right 23 8/8 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 SB Left-Through-Right 1,2001 0/0 EB Left Through Right 2502 0/0 WB Left-Through-Right 2,6001 15/15 Shields Avenue at Locan Avenue NB Left-Through-Right 2,6001 40/15 SB Left-Through 3001 98/10 SB Right 3001 43/10 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 42 TABLE 10: EXISTING (2018) PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) EB Left 246 5/13 EB Through-Right 1,3001 0/0 WB Left-Through-Right 2,6001 3/0 Shields Avenue at DeWolf Avenue NB Left-Through-Right 5,2001 103/43 SB Left-Through-Right 1,8001 418/33 EB Left-Through-Right 2,6001 143/53 WB Left-Through-Right 2,6001 28/10 Armstrong Avenue at Clinton Avenue NB Left-Through-Right 4,0001 65/85 SB Left-Through-Right 2,6001 443/25 EB Left-Through-Right 2,6001 28/45 WB Left-Through-Right 2,6001 128/15 Armstrong Avenue at Olive Avenue NB Left-Through 1,3001 170/138 NB Right 25 40/13 SB Left-Through 1,3001 143/23 SB Right 424 310/18 EB Left 150 13/38 EB Through-Right 2,6001 35/33 WB Left 132 33/3 WB Through-Right 2,6001 160/30 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles 2= Driveway or local street of unknown length, assumed 250 ft Intersection queue lengths projected to exceed the available storage lengths are shown bolded in Table10. As shown in Table 10, the following intersection queue lengths, by time period, are projected to exceed the available storage lengths in the Existing (2018) Plus Project conditions scenario: Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour The remaining analyzed intersection queue lengths are not projected to exceed the Existing (2018) storage lengths in the 95th percentile condition in the Existing (2018) Plus Project scenario. Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 43 MITIGATED EXISTING (2018) PLUS PROJECT CONDITIONS Based on the information provided in the previous sections, the following locations, by scenario and time period, are projected to operate below the appropriate adopted level of service standard: Existing (2018) (Without the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour In addition, the following locations by scenario and time period are projected to meet the rural peak hour volume signal warrant: Existing (2018) (Without the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM/PM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 44 The following locations by scenario and time period are also projected to have queue storage length exceedances: Existing (2018) (Without the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Existing (2018) Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour To mitigate the intersections that are projected to operate below the appropriate adopted level of service standard, meet the rural peak hour volume signal warrant, or exceed the available storage lengths in the 95th percentile condition, the following improvements are recommended in the Existing (2018) Plus Project scenario: Temperance Avenue at Dakota Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the eastbound left-through-right turn lane to a separate left-turn and shared through-right lane Construct the eastbound left-turn lane to a length of 200 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Temperance Avenue at Olive Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left and shared through-right lane Construct the northbound left-turn lane to a length of 250 feet Construct the eastbound and westbound left-turn lanes to a length of 200 feet Change the southbound shared left-through lane to a separate left-turn and a separate through lane Construct the southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to a length of 200 feet Temperance Avenue at Belmont Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through-right lanes to a separate left-turn lane and shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 250 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 45 Change the eastbound, and westbound shared left-through lanes to a separate left-turn and a separate through lane Construct the eastbound and westbound left-turn lanes to a length of 250 feet Lengthen the eastbound and westbound right-turn lanes to a length of 250 feet Shields Avenue at Locan Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and westbound shared left-through-right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Construct the westbound left-turn lane to a length of 250 feet Change the southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the southbound left-turn lane to a length of 200 feet Shields Avenue at DeWolf Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Construct the eastbound and westbound left-turn lanes to a length of 250 feet Armstrong Avenue at Clinton Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound, southbound, eastbound, and westbound left-turn lanes to a length of 200 feet Armstrong Avenue at Olive Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Lengthen the northbound right-turn lane to a length of 200 feet Lengthen the eastbound and westbound left-turn lanes to a length of 200 feet The Temperance Avenue at McKinley Avenue intersection is projected to operate at or above the adopted level of service standard in both the Existing (2018) and Existing (2018) Plus Project scenarios. The Temperance Avenue at McKinley Avenue intersection is also showing that it operates above the basic average accident rate in both fatal + injury and total accidents. Some of these types of accidents, such as broadside, can be reduced by installation of a signal but other types of accidents, such as rear end, can be increased by installation of a signal. Therefore, even though it is projected to meet the peak hour signal warrant in both the Existing (2018) and Existing (2018) Plus Projects scenarios, no mitigations are recommended in the Mitigated Existing (2018) Plus Project scenario. The City of Fresno should monitor the Temperance Avenue at McKinley Avenue intersection and determine when best to signalize this intersection based on level of service analyses, accident rate analyses, as well as additional signal warrant analyses utilizing the following warrants: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 46 Eight-hour vehicular volume Four-hour vehicular volume Peak hour Crash experience Coordinated signal system Roadway Network Intersection Level of Service Analysis The Mitigated Existing (2018) Plus Project lane configurations and intersection control are shown on Figure 8. Using the lane configurations shown on Figure 8 and the volumes shown on Figure 6, the study intersections were analyzed for Mitigated Existing (2018) Plus Project levels of service. Figure 9 and Table 11 show the Mitigated Existing (2018) Plus Project levels of service for the study intersections. The TWSC levels of service shown on Figure 9 are the levels of service for the worst approach at that intersection. The signalized intersection levels of service shown on Figure 9 and in Table 11 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the signalized level of service or delay shown on Figure 9 and in Table 11. The Mitigated Existing (2018) Plus Project intersection levels of service calculations are included in Appendix G. TABLE 11: MITIGATED EXISTING (2018) PLUS PROJECT CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue C 30.2 D 37.4 Temperance Avenue at Shields Avenue C 34.3 D 40.1 Temperance Avenue at Clinton Avenue D 40.8 C 22.2 Temperance Avenue at McKinley Avenue WB Approach D 25.4 C 23.4 Temperance Avenue at Olive Avenue C 26.3 C 25.3 Temperance Avenue at Belmont Avenue C 24.1 C 24.3 Temperance Avenue at Tulare Avenue WB Approach D 28.5 C 24.0 Shields Avenue at Locan Avenue C 21.1 B 18.9 Shields Avenue at DeWolf Avenue C 30.8 C 20.4 Armstrong Avenue at Clinton Avenue C 25.7 B 19.1 Armstrong Avenue at Olive Avenue C 30.2 B 19.5 1 Delay per vehicle secs = seconds WB = westbound As shown in Figure 9 and Table 11, all study intersections are projected to operate at or above the adopted level of service standard with proposed mitigations in the Mitigated Existing (2018) Plus Project scenario. Engineering, PCDN Figure 8 City of Fresno, CaliforniaMITIGATED LANE CONFIGURATIONS AND INTERSECTION CONTROL Existing (2018) + Project Temperance AvenueOlive Avenue 11 4 5 6 8 97 Temperance AvenueTemperance AvenueDriveway 10 Armstrong AvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue Temperance Avenue(Intersection Basemap shown on Figure 1) LEGEND Signal Stop Sign MITIGATED INTERSECTION LEVELS OF SERVICE Existing (2018) + ProjectEngineering, PCDN Figure 9 City of Fresno, California C:\NDEngineering2018\Shields@Temperance\Vicinity Map.cdr N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site C(D) C(B) C(B) D(C) C(C) D(D) C(D)C(B)C(C) C(C) D(C) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 49 Queue Lengths Table 12 shows the estimated Mitigated Existing (2018) Plus Project intersection queue lengths developed from the level of service analyses. TABLE 12: MITIGATED EXISTING (2018) PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 190 53/m34 NB Through 2,6001 150/190 NB Right 201 0/m0 SB Left 255 63/82 SB Through-Right 2,6001 #829/326 EB Left 200 #97/45 EB Through-Right 1,3001 32/41 WB Left 141 56/20 WB Through-Right 6001 53/36 Temperance Avenue at Shields Avenue NB Left 241 #111/#76 NB Through 2,6001 280/351 NB Right 100 5/30 SB Left 229 61/#142 SB Through 2,6001 160/23 SB Right 228 53/0 EB Left 237 61/#100 EB Through 1,1001 249/351 EB Right 138 14/0 WB Left 235 #147/#76 WB Through 1,2001 216/74 WB Right 113 0/0 Temperance Avenue at Clinton Avenue NB Left 251 60/31 NB Through 9001 315/#631 NB Right 151 0/0 SB Left 151 #232/69 SB Through-Right 2,6001 #646/#356 EB Left 51 35/#124 EB Through-Right 2,6001 86/43 WB Left 200 #93/38 WB Through-Right 7001 176/25 Temperance Avenue at McKinley Avenue NB Through-Right 1,3001 0/0 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 50 TABLE 12: MITIGATED EXISTING (2018) PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) SB Left-Through 1,3001 5/5 WB Left-Right 5,2001 60/33 Temperance Avenue at Olive Avenue NB Left 250 27/20 NB Through-Right 1,3001 #389/#662 SB Left 250 16/35 SB Through 1,3001 #440/238 SB Right 200 21/0 EB Left 200 96/#147 EB Through-Right 2,6001 96/94 WB Left 200 #205/75 WB Through-Right 7001 178/61 Temperance Avenue at Belmont Avenue NB Left 250 47/15 NB Through-Right 1,2001 258/#549 SB Left 250 42/63 SB Through-Right 1,3001 #536/269 EB Left 250 76/88 EB Through 2,6001 60/111 EB Right 250 0/0 WB Left 250 #150/63 WB Through 7001 104/73 WB Right 250 0/0 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 SB Left-Through-Right 1,2001 0/0 EB Left Through Right 2502 0/0 WB Left-Through-Right 2,6001 15/15 Shields Avenue at Locan Avenue NB Left 200 6/5 NB Through-Right 2,6001 44/40 SB Left 200 45/24 SB Through 3001 94/21 SB Right 3001 58/0 EB Left 246 84/#245 EB Through-Right 1,3001 212/191 WB Left 250 65/8 WB Through-Right 2,6001 249/113 Shields Avenue at DeWolf Avenue NB Left 200 43/37 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 51 TABLE 12: MITIGATED EXISTING (2018) PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) NB Through-Right 5,2001 202/187 SB Left 200 38/20 SB Through-Right 1,8001 #535/157 EB Left 250 #317/#222 EB Through-Right 2,6001 79/88 WB Left 250 0/4 WB Through-Right 2,6001 108/47 Armstrong Avenue at Clinton Avenue NB Left 200 28/22 NB Through-Right 4,0001 130/284 SB Left 200 58/25 SB Through-Right 2,6001 #485/115 EB Left 200 45/78 EB Through-Right 2,6001 64/108 WB Left 200 90/29 WB Through Right 2,6001 150/39 Armstrong Avenue at Olive Avenue NB Left 200 84/16 NB Through 1,3001 130/271 NB Right 200 17/0 SB Left 200 42/24 SB Through 1,3001 209/96 SB Right 424 55/17 EB Left 200 67/#196 EB Through-Right 2,6001 99/117 WB Left 200 #122/31 WB Through-Right 2,6001 208/109 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles m = volume for 95th percentile queue is metered by upstream signal 2= Driveway or local street of unknown length, assumed 250 ft Intersection queue lengths projected to exceed the available storage lengths are shown bolded in Table 12. As shown in Table 12, the following intersection queue lengths, by time period, are projected to exceed the available storage lengths in the Mitigated Existing (2018) Plus Project scenario: Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Temperance Avenue at Olive Avenue WB left – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 52 Shields Avenue at Locan Avenue EB left – PM peak hour Shields Avenue at DeWolf Avenue EB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour To mitigate these queuing exceedances, the following locations would need to be lengthened as shown: Temperance Avenue at Clinton Avenue SB left – 250 feet EB left – 200 feet Temperance Avenue at Olive Avenue WB left – 225 feet Shields Avenue at Locan Avenue EB left – 275 feet Shields Avenue at DeWolf Avenue EB left – 325 feet Armstrong Avenue at Olive Avenue EB left – 225 feet With the lengthening of these turn pockets, all intersections are not projected to exceed the planned storage lengths in the 95th percentile condition in the Mitigated Existing (2018) Plus Project scenario. All turn pocket length extensions shown in this scenario are a representative snap shot based on the level of service analysis results that are generated by the optimization of the intersection signals. These lengths are subject to change based on reoptimization of signals and ultimately on changes in volumes. Therefore, final decisions on extension of the various turn pockets beyond the City of Fresno standard should be made at the time of intersection modifications based on current volumes and traffic patterns. EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS CONDITIONS Intersection Level of Service Analysis The Existing (2018) Plus Approved/Pending/Proposed Projects intersection peak hour traffic volumes are shown on Figure 10. Using the Existing (2018) lane configurations shown on Figure 2 and the volumes shown on Figure 10, the intersections were analyzed for Existing (2018) Plus Approved/Pending/Proposed Projects levels of service. Please note that the Temperance Avenue at Dakota Avenue northbound approach could not be analyzed as a left-turn, two (2) throughs, and a separate right-turn since AWSC intersections can only be analyzed as three (3) lanes per approach. In order to allow for analysis, the northbound approach was converted to a left-turn, one through, and a shared through right-turn lane in the Existing (2018) Plus Approved/Pending/Proposed Projects scenario. This would result in a worse case analysis. Figure 11 and Table 13 show the Existing (2018) Plus Approved/Pending/Proposed Projects levels of service for the study intersections. The TWSC levels of service shown on Figure 11 are the levels of service for the worst movement at that intersection. The AWSC and signalized intersection levels of service shown on Figure 11 and in Table 13 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the AWSC and signalized level of service or delay shown on Figure 11 and in Table 13. The Existing (2018) Plus Approved/Pending/Proposed Projects intersection levels of service calculations are included in Appendix H. Engineering, PCDN Figure 10 City of Fresno, CaliforniaTemperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 0 (1)345 (653)4 (35)15 (18) 239 (126) 2 (2) 0 (2) 0 (0) 1 (0)0 (0)841 (461)5 (2)51 (41) 111 (78) 99 (44)598 (425)66 (63)420 (659)125 (71)17 (24) 41 (76) 23 (31)5 (13)441 (470)4 (4)68 (6)150 (291)114 (66)1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 43 (41)417 (610)76 (48)27 (71) 94 (41) 24 (38)101 (41)548 (436)217 (32)185 (46) 128 (16) 67 (22)104 (56)785 (411)33 (60)36 (36)517 (614)17 (32)70 (40) 10 (24) 33 (33) 117 (175) 332 (523) 114 (96)283 (89)524 (303)52 (62)95 (95)386 (458)145 (165)Temperance Avenue307 (115)263 (122)20 (10)25 (23)221 (205)2 (2)246 (203) 168 (205) 11 (13) 96 (113) 98 (98) 17 (13)131 (70)512 (374)9 (28)13 (8)419 (616)44 (67)45 (34)577 (370)31 (51)68 (68) 60 (125) 41 (35)29 (6)337 (567)29 (46)136 (208) 331 (378) 24 (5)383 (156)110 (26)30 (13)10 (7)52 (44)57 (24)50 (91) 80 (148) 25 (20)70 (30)443 (142)47 (23)15 (6)346 (435)90 (193)0 (6) 127 (44) 531 (186) 46 (148) 115 (153) 7 (7)384 (96)230 (99)27 (12)18 (11)153 (307)18 (24) 77 (46) 6 (7) 41 (9) 67 (49) 748 (322) 236 (110) 88 (43) 51 (48) 28 (10) 193 (57) 145 (55) 26 (6) 249 (128) 100 (14) 45 (22) 482 (235) 53 (14) 6 (11) 0 (0) 22 (22) 47 (16) 191 (61) 83 (17) INTERSECTION PEAK HOUR TRAFFIC VOLUMES Existing (2018) + Approved/Pending/Proposed Projects (Intersection Basemap shown on Figure 1) INTERSECTION LEVELS OF SERVICE Existing (2018) + Approved/Pending/Proposed ProjectsEngineering, PCDN Figure 11 City of Fresno, California C:\NDEngineering2018\Shields@Temperance\Vicinity Map.cdr N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site F(E) E(C) F(C)F(C) F(F) E(D) F(E) D(D)F(F)F(C) F(F) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 55 TABLE 13: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue F 358.8 E 39.4 Temperance Avenue at Shields Avenue D 42.7 D 45.7 Temperance Avenue at Clinton Avenue F 147.5 C 32.0 Temperance Avenue at McKinley Avenue WB Approach F 50.6 E 37.4 Temperance Avenue at Olive Avenue F 141.8 F 102.4 Temperance Avenue at Belmont Avenue F 104.3 F 113.5 Temperance Avenue at Tulare Avenue WB Approach E 36.0 D 30.2 Shields Avenue at Locan Avenue NB Approach + --- E 49.6 SB Approach (Left-Through Movement) F $1065.1 F 54.4 Shields Avenue at DeWolf Avenue F 150.8 C 20.9 Armstrong Avenue at Clinton Avenue F 92.8 C 15.5 Armstrong Avenue at Olive Avenue E 39.0 C 15.5 1 Delay per vehicle secs = seconds WB = westbound NB = northbound SB = southbound + Computation not defined $ Delay exceeds 300 secs Study intersections projected to operate below the adopted level of service standard are shown bolded in Table 13. As shown in Figure 11 and Table 13, the following study intersections, by time period, are projected to operate below the appropriate adopted level of service standard in the Existing (2018) Plus Approved/Pending/Proposed Projects scenario: Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour The remaining study intersections are projected to operate at or above the appropriate adopted level of service standards in the Existing (2018) Plus Approved/Pending/Proposed Projects scenario. Signal Warrant Analysis Rural peak hour volume signal warrants were prepared for the following unsignalized intersection: Temperance Avenue at Dakota Avenue Temperance Avenue at McKinley Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 56 Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue Clinton Avenue at Armstrong Avenue Olive Avenue at Armstrong Avenue Based on the rural peak hour volume warrant, the warrants are met at the following intersections by time period in the Existing (2018) Plus Approved/Pending/Proposed Projects scenario: Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours Copies of the warrant analyses are included in Appendix I. Queue Lengths Table 14 shows the estimated Existing (2018) Plus Approved/Pending/Proposed Projects intersection queue lengths developed from the level of service analyses. It should be noted that the Temperance at Olive Avenue southbound approach and the Armstrong at Olive northbound approach does not have striped right- turn lanes but there are approximately 25 to 30 feet that acts as a defacto right turn lane. TABLE 14: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 190 8/8 NB Through 2,6001 150/213 NB Right 201 50/65 SB Left 255 8/13 SB Through-Right 2,6001 2,133/348 EB Left-Through-Right 1,3001 38/28 WB Left 141 13/3 WB Through-Right 6001 28/13 Temperance Avenue at Shields Avenue NB Left 241 69/64 NB Through 2,6001 376/425 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 57 TABLE 14: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) NB Right 100 32/64 SB Left 229 85/#118 SB Through 2,6001 218/124 SB Right 228 106/14 EB Left 237 81/#144 EB Through 1,1001 344/#603 EB Right 138 37/16 WB Left 235 #204/#79 WB Through 1,2001 376/136 WB Right 113 1/0 Temperance Avenue at Clinton Avenue NB Left 251 62/61 NB Through 9001 #506/#798 NB Right 151 14/0 SB Left 151 #356/50 SB Through-Right 2,6001 #880/#593 EB Left 51 43/93 EB Through-Right 2,6001 84/48 WB Left 200 82/38 WB Through-Right 7001 185/29 Temperance Avenue at McKinley Avenue NB Through-Right 1,3001 0/0 SB Left-Through 1,3001 8/8 WB Left-Right 5,2001 128/60 Temperance Avenue at Olive Avenue NB Left-Through-Right 1,3001 500/818 SB Left-Through 1,3001 653/203 SB Right 30 35/10 EB Left-Through-Right 2,6001 145/68 WB Left-Through-Right 7001 323/30 Temperance Avenue at Belmont Avenue NB Left-Through-Right 1,2001 225/823 SB Left-Through-Right 1,3001 790/315 EB Left-Through 2,6001 48/65 EB Right 36 10/8 WB Left-Through 7001 85/35 WB Right 23 10/8 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 58 TABLE 14: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) SB Left-Through-Right 1,2001 0/0 EB Left Through Right 2502 0/5 WB Left-Through-Right 2,6001 23/23 Shields Avenue at Locan Avenue NB Left-Through-Right 2,6001 +/73 SB Left-Through 3001 398/43 SB Right 3001 205/25 EB Left 246 15/18 EB Through-Right 1,3001 0/0 WB Left-Through-Right 2,6001 5/0 Shields Avenue at DeWolf Avenue NB Left-Through-Right 5,2001 153/63 SB Left-Through-Right 1,8001 908/65 EB Left-Through-Right 2,6001 355/198 WB Left-Through-Right 2,6001 120/40 Armstrong Avenue at Clinton Avenue NB Left-Through-Right 4,0001 83/105 SB Left-Through-Right 2,6001 703/40 EB Left-Through-Right 2,6001 50/88 WB Left-Through-Right 2,6001 220/25 Armstrong Avenue at Olive Avenue NB Left-Through 1,3001 168/28 NB Right 25 43/13 SB Left-Through 1,3001 143/23 SB Right 424 318/18 EB Left 150 13/35 EB Through-Right 2,6001 40/35 WB Left 132 35/3 WB Through-Right 2,6001 200/33 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles 2= Driveway or local street of unknown length, assumed 250 ft += No Capacity for that Movement Intersection queue lengths projected to exceed the available storage lengths are shown bolded in Table 14. As shown in Table 14, the following intersection queue lengths, by time period, are projected to exceed the available storage lengths in the Existing (2018) Plus Approved/Pending/Proposed Projects conditions scenario: Temperance Avenue at Clinton Avenue SB left – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 59 EB left – PM peak hour Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour The remaining analyzed intersection queue lengths are not projected to exceed the Existing (2018) storage lengths in the 95th percentile condition in the Existing (2018) Plus Approved/Pending/Proposed Project scenario. EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS Intersection Level of Service Analysis The Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project intersection peak hour traffic volumes are shown on Figure 12. Using the Existing (2018) lane configurations shown on Figure 2 and the volumes shown on Figure 12, the intersections were analyzed for Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project levels of service. Please note that the Temperance Avenue at Dakota Avenue northbound approach could not be analyzed as a left-turn, two (2) throughs, and a separate right-turn since AWSC intersections can only be analyzed as three (3) lanes per approach. In order to allow for analysis, the northbound approach was converted to a left-turn, one through, and a shared through right-turn lane in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. This would result in a worse case analysis. Figure 13 and Table 15 show the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project levels of service for the study intersections. The TWSC levels of service shown on Figure 13 are the levels of service for the worst movement at that intersection. The AWSC and signalized intersection levels of service shown on Figure 13 and in Table 15 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the AWSC and signalized level of service or delay shown on Figure 15 and in Table 15. The Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project intersection levels of service calculations are included in Appendix J. Engineering, PCDN Figure 12 City of Fresno, CaliforniaINTERSECTION PEAK HOUR TRAFFIC VOLUMES Existing (2018) + Approved/Pending/Proposed Projects + ProjectTemperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 0 (1)353 (676)4 (35)6 (11) 0 (0) 22 (22) 0 (2) 0 (0) 1 (0)0 (0)860 (472)5 (2)88 (43) 51 (48)632 (452)66 (65)435 (710)125 (71)17 (25) 41 (80) 23 (31)8 (13)449 (470)4 (4)68 (6)155 (301)114 (72)26 (6) 255 (133) 100 (18) 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 43 (41)432 (661)76 (48)185 (46) 128 (16) 67 (22) 35 (111) 94 (41) 24 (38)147 (61)582 (465)225 (60)77 (46) 6 (7) 41 (9)104 (56)801 (456)33 (60)36 (36)556 (643)17 (32)70 (40) 10 (24) 33 (33) 117 (175) 345 (571) 118 (110)283 (89)529 (317)63 (93)184 (151)412 (478)165 (205)80 (59) 767 (334) 271 (147)Temperance Avenue15 (18) 243 (139) 2 (2)309 (119)263 (122)20 (10)25 (24)221 (205)2 (2)251 (206) 180 (213) 12 (13) 98 (126) 98 (98) 17 (13)137 (79)540 (392)9 (28)13 (8)432 (654)44 (67)28 (10) 193 (57) 145 (55)54 (38)596 (381)31 (54)73 (83) 60 (125) 41 (35) 51 (41) 111 (78) 99 (44)29 (6)345 (590)29 (46)137 (210) 349 (389) 24 (5)384 (157)110 (26)30 (13)10 (7)52 (44)57 (24)45 (22) 488 (254) 53 (14) 50 (91) 84 (168) 25 (20)70 (30)443 (142)47 (23)15 (6)346 (437)90 (204)0 (6) 129 (46) 542 (196) 46 (158) 116 (159) 7 (7)392 (103)240 (103)27 (12)18 (11)153 (307)22 (44)47 (16) 218 (69) 102 (29) (Intersection Basemap shown on Figure 1) INTERSECTION LEVELS OF SERVICE Existing (2018) + Approved/Pending/Proposed Project + ProjectsEngineering, PCDN Figure 13 City of Fresno, California C:\NDEngineering2018\Shields@Temperance\Vicinity Map.cdr N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site F(F) E(C) F(C)F(D) F(F) E(D) F(E) D(E)F(F)F(C) F(F) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 62 TABLE 15: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue F 376.1 F 53.5 Temperance Avenue at Shields Avenue D 53.0 E 59.9 Temperance Avenue at Clinton Avenue F 192.0 D 52.7 Temperance Avenue at McKinley Avenue WB Approach F 60.4 E 46.2 Temperance Avenue at Olive Avenue F 157.4 F 126.5 Temperance Avenue at Belmont Avenue F 120.6 F 128.5 Temperance Avenue at Tulare Avenue WB Approach E 38.0 D 32.3 Shields Avenue at Locan Avenue NB Approach + --- F 55.3 SB Approach (Left-Through Movement) F $1345.5 F 60.2 Shields Avenue at DeWolf Avenue F 158.6 C 23.0 Armstrong Avenue at Clinton Avenue F 114.6 C 17.8 Armstrong Avenue at Olive Avenue E 42.0 C 16.6 1 Delay per vehicle secs = seconds WB = westbound NB = northbound SB = southbound + Computation not defined $ Delay exceeds 300 sec Intersections projected to operate below the adopted level of service standard are shown bolded in Table 15. As shown in Figure 13 and Table 15, the following study intersections, by time period, are projected to operate below the appropriate adopted level of service standard in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario: Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour The remaining study intersections are projected to operate at or above the appropriate adopted level of service standards in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project conditions scenario. Signal Warrant Analysis Rural peak hour volume signal warrants were prepared for the following unsignalized intersections: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 63 Temperance Avenue at Dakota Avenue Temperance Avenue at McKinley Avenue Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue Armstrong Avenue at Clinton Avenue Armstrong Avenue at Olive Avenue Based on the rural peak hour volume warrant, the warrants are met at the following intersections by time period in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario: Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours Copies of the warrant analyses are included in Appendix K. Queue Lengths Table 16 shows the estimated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project intersection queue lengths developed from the level of service analyses. It should be noted that the Temperance at Olive Avenue southbound approach and the Armstrong at Olive northbound approach does not have striped right-turn lanes but there are approximately 25 to 30 feet that acts as a defacto right turn lane. TABLE 16: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 190 8/8 NB Through 2,6001 178/230 NB Right 201 55/68 SB Left 255 8/13 SB Through-Right 2,6001 2,215/460 EB Left-Through-Right 1,3001 38/28 WB Left 141 13/3 WB Through-Right 6001 28/13 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 64 TABLE 16: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Shields Avenue NB Left 241 #147/#118 NB Through 2,6001 406/449 NB Right 100 46/96 SB Left 229 #104/#189 SB Through 2,6001 221/130 SB Right 228 122/14 EB Left 237 81/#144 EB Through 1,1001 359/#687 EB Right 138 40/26 WB Left 235 #241/#118 WB Through 1,2001 388/141 WB Right 113 12/0 Temperance Avenue at Clinton Avenue NB Left 251 62/61 NB Through 9001 #530/#875 NB Right 151 14/0 SB Left 151 #370/81 SB Through-Right 2,6001 #1,005/#670 EB Left 51 52/#169 EB Through-Right 2,6001 84/48 WB Left 200 82/38 WB Through-Right 7001 185/29 Temperance Avenue at McKinley Avenue NB Through-Right 1,3001 0/0 SB Left-Through 1,3001 8/8 WB Left-Right 5,2001 143/73 Temperance Avenue at Olive Avenue NB Left-Through-Right 1,3001 528/963 SB Left-Through 1,3001 723/230 SB Right 30 38/13 EB Left-Through-Right 2,6001 148/78 WB Left-Through-Right 7001 320/33 Temperance Avenue at Belmont Avenue NB Left-Through-Right 1,2001 245/883 SB Left-Through-Right 1,3001 880/360 EB Left-Through 2,6001 53/78 EB Right 36 10/8 WB Left-Through 7001 85/35 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 65 TABLE 16: EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) WB Right 23 10/8 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 SB Left-Through-Right 1,2001 0/0 EB Left Through Right 2502 0/5 WB Left-Through-Right 2,6001 23/25 Shields Avenue at Locan Avenue NB Left-Through-Right 2,6001 +/80 SB Left-Through 3001 418/48 SB Right 3001 210/25 EB Left 246 15/18 EB Through-Right 1,3001 0/0 WB Left-Through-Right 2,6001 5/0 Shields Avenue at DeWolf Avenue NB Left-Through-Right 5,2001 153/68 SB Left-Through-Right 1,8001 915/70 EB Left-Through-Right 2,6001 398/220 WB Left-Through-Right 2,6001 123/45 Armstrong Avenue at Clinton Avenue NB Left-Through-Right 4,0001 93/128 SB Left-Through-Right 2,6001 770/45 EB Left-Through-Right 2,6001 58/108 WB Left-Through-Right 2,6001 323/35 Armstrong Avenue at Olive Avenue NB Left-Through 1,3001 175/143 NB Right 25 43/13 SB Left-Through 1,3001 160/25 SB Right 424 348/18 EB Left 150 13/40 EB Through-Right 2,6001 40/38 WB Left 132 33/3 WB Through-Right 2,6001 200/38 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles += No Capacity for that Movement Intersection queue lengths projected to exceed the available storage lengths are shown bolded in Table 16. As shown in Table 16, the following intersection queue lengths, by time period, are projected to exceed the available storage lengths in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 66 Temperance Avenue at Shields Avenue WB left – AM peak hour Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour The remaining analyzed intersection queue lengths are not projected to exceed the Existing (2018) storage lengths in the 95th percentile condition in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS Based on the information provided in the previous section, the following locations by scenario and time period, are projected to operate below the appropriate adopted level of service standard: Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour In addition, the following locations by scenario and time period are projected to meet the rural peak hour volume signal warrant: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 67 Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours The following locations by scenario and time period are also projected to have queue storage length exceedances: Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project (With the Project) Temperance Avenue at Shields Avenue WB left – AM peak hour Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 68 To mitigate the intersections that are projected to operate below the appropriate adopted level of service standard, meet the rural peak hour volume signal warrant, or exceed the available storage lengths in the 95th percentile condition, the following improvements are recommended in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario: Temperance Avenue at Dakota Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the southbound through-right lane to two (2) throughs and a separate right-turn lane Construct the southbound right-turn lane to a length of 250 feet Change the eastbound left-through-right turn lane to a separate left-turn and shared through-right lane Construct the eastbound left-turn lane to a length of 200 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Construct a second eastbound through lane Lengthen the left- and right-turn lanes on all approaches to 250 feet Temperance Avenue at Clinton Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Optimize cycle length and offsets Temperance Avenue at McKinley Avenue Signalize (Actuated) Optimize cycle length and offsets Change the southbound left-through lane to a separate left-turn and separate through lane Construct the southbound left-turn lane to a length of 250 feet Temperance Avenue at Olive Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left and shared through-right lane Construct the northbound left-turn lane to a length of 250 feet Construct the eastbound and westbound left-turn lanes to a length of 200 feet Change the southbound shared left-through lane to a separate left-turn and a separate through lane Construct the southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to a length of 200 feet Temperance Avenue at Belmont Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through-right lanes to a separate left-turn lane and shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 250 feet Change the eastbound, and westbound shared left-through lanes to a separate left-turn and a separate through lane Construct the eastbound and westbound left-turn lanes to a length of 250 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 69 Lengthen the eastbound and westbound right-turn lanes to a length of 250 feet Shields Avenue at Locan Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound shared left-through-right lane to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Change the southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the southbound left-turn lane to a length of 200 feet Construct a second eastbound through lane Lengthen the eastbound left-turn lane to a length of 250 feet Change the westbound shared left-through-right lane to a separate left-turn lane, one (1) through lane, and a shared through-right lane Construct the westbound left-turn lane to a length of 250 feet Shields Avenue at DeWolf Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Construct the eastbound and westbound left-turn lanes to a length of 250 feet Change the southbound shared left-through-right lanes to a separate left-turn, one (1) through, and a separate right-turn lane Construct the southbound left- and right-turn lanes to a length of 200 feet Armstrong Avenue at Clinton Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound, southbound, eastbound, and westbound left-turn lanes to a length of 200 feet Armstrong Avenue at Olive Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Lengthen the northbound right-turn lane to a length of 200 feet Lengthen the eastbound and westbound left-turn lanes to a length of 200 feet The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in both the Existing (2018) Plus Approved/Pending/Proposed Projects and the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenarios but does not meet the peak hour volume signal warrant. It will also not likely meet the other volume warrants either. Due to the low volumes on Tulare Avenue, it will also not meet the AWSC warrant. Therefore, the Temperance Avenue at Tulare Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 70 Avenue intersection is unmitigable in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. Intersection Level of Service Analysis The Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project lane configurations and intersection control are shown on Figure 14. Using the lane configurations shown on Figure 14 and the volumes shown on Figure 12, the intersections were analyzed for Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project levels of service. Figure 15 and Table 17 show the Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project levels of service for the study intersections. The TWSC levels of service shown on Figure 15 are the levels of service for the worst approach at that intersection. The signalized intersection levels of service shown on Figure 15 and in Table 17 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the signalized level of service or delay shown on Figure 15 and in Table 17. The Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project intersection levels of service calculations are included in Appendix L. TABLE 17: MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECT PLUS PROJECT CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue D 36.1 B 19.4 Temperance Avenue at Shields Avenue D 43.6 D 38.1 Temperance Avenue at Clinton Avenue E 74.1 C 28.7 Temperance Avenue at McKinley Avenue B 17.3 B 16.0 Temperance Avenue at Olive Avenue D 35.1 C 26.1 Temperance Avenue at Belmont Avenue C 28.5 C 26.9 Temperance Avenue at Tulare Avenue WB Approach E 38.0 D 32.3 Shields Avenue at Locan Avenue D 49.6 C 21.9 Shields Avenue at DeWolf Avenue D 54.5 C 21.4 Armstrong Avenue at Clinton Avenue D 35.6 C 21.3 Armstrong Avenue at Olive Avenue C 30.9 B 19.7 1 Delay per vehicle secs = seconds WB = westbound As shown in Figure 15 and Table 17, the majority of the study intersections are projected to operate at or above the appropriate level of service standard in the Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. The Temperance Avenue at Tulare Avenue westbound approach is projected to operate at a LOS E in the AM peak hour which is below the adopted level of service standard. Engineering, PCDN Figure 14 City of Fresno, CaliforniaMITIGATED LANE CONFIGURATIONS AND INTERSECTION CONTROL Existing (2018) + Approved/Peding/Proposed Projects + ProjectTemperance AvenueOlive Avenue 11 4 5 6 8 97 Temperance AvenueTemperance AvenueDriveway 10 Armstrong AvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue Temperance Avenue(Intersection Basemap shown on Figure 1) LEGEND Signal Stop Sign Engineering, PCDN Figure 15 City of Fresno, California C:\OneDrive\NDEngineering2019\Shields@Temperance\Levelof Service\MitigatedExistLOS2018+APPP+P.cdr MITIGATED INTERSECTION LEVELS OF SERVICE Existing (2018) + Approved/Pending/Proposed Projects + Project N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site D(B) C(B) D(C)E(C) C(C) E(D) B(B) D(D)D(C)D(C) D(C) Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 73 Queue Lengths Table 18 shows the estimated Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project intersection queue lengths developed from the level of service analyses. TABLE 18: MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECT PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 190 m51/53 NB Through 2,6001 325/256 NB Right 201 m0/0 SB Left 255 55/80 SB Through 2,6001 261/186 SB Right 250 12/0 EB Left 200 110/58 EB Through-Right 1,3001 34/37 WB Left 141 72/22 WB Through-Right 6001 27/30 Temperance Avenue at Shields Avenue NB Left 250 m104/#104 NB Through 2,6001 m494/#537 NB Right 250 m54/55 SB Left 250 #110/#154 SB Through 2,6001 59/140 SB Right 250 11/0 EB Left 250 88/110 EB Through 1,1001 183/260 EB Right 250 0/26 WB Left 250 184/#105 WB Through 1,2001 257/154 WB Right 250 m0/0 Temperance Avenue at Clinton Avenue NB Left 251 m73/74 NB Through 9001 421/#816 NB Right 151 18/0 SB Left 151 #363/#105 SB Through-Right 2,6001 #951/533 EB Left 51 67/#224 EB Through-Right 2,6001 127/65 WB Left 200 #121/45 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 74 TABLE 18: MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECT PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) WB Through-Right 7001 304/37 Temperance Avenue at McKinley Avenue NB Through-Right 1,3001 281/#767 SB Left 250 m37/81 SB Through 1,3001 m132/210 WB Left-Right 5,2001 59/61 Temperance Avenue at Olive Avenue NB Left 250 27/24 NB Through-Right 1,3001 #473/#853 SB Left 250 22/53 SB Through 1,3001 #565/332 SB Right 200 34/10 EB Left 200 #149/#218 EB Through-Right 2,6001 89/117 WB Left 200 #237/89 WB Through-Right 7001 174/79 Temperance Avenue at Belmont Avenue NB Left 250 46/18 NB Through-Right 1,2001 304/#701 SB Left 250 47/82 SB Through-Right 1,3001 #676/358 EB Left 250 #105/#129 EB Through 2,6001 58/128 EB Right 250 0/0 WB Left 250 #159/70 WB Through 7001 99/88 WB Right 250 0/0 Temperance Avenue at Tulare Avenue NB Left-Through-Right 7001 0/0 SB Left-Through-Right 1,2001 0/0 EB Left-Through-Right 2502 0/5 WB Left-Through-Right 2,6001 23/25 Shields Avenue at Locan Avenue NB Left 200 27/17 NB Through-Right 2,6001 91/53 SB Left 200 60/26 SB Through 3001 125/33 SB Right 3001 78/36 EB Left 250 192/#311 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 75 TABLE 18: MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECT PLUS PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Existing Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) EB Through-Right 1,3001 215/153 WB Left 250 m51/27 WB Through-Right 2,6001 217/101 Shields Avenue at DeWolf Avenue NB Left 200 54/42 NB Through-Right 5,2001 250/187 SB Left 200 46/24 SB Through 1,8001 298/113 SB Right 200 52/25 EB Left 250 79/#313 EB Through-Right 2,6001 40/186 WB Left 250 11/9 WB Through-Right 2,6001 307/129 Armstrong Avenue at Clinton Avenue NB Left 200 31/23 NB Through-Right 4,0001 129/#302 SB Left 200 65/38 SB Through-Right 2,6001 #512/137 EB Left 200 67/#105 EB Through-Right 2,6001 87/149 WB Left 200 #153/41 WB Through-Right 2,6001 211/67 Armstrong Avenue at Olive Avenue NB Left 200 #90/16 NB Through 1,3001 124/271 NB Right 200 17/0 SB Left 200 43/26 SB Through 1,3001 197/96 SB Right 424 80/17 EB Left 200 65/#196 EB Through-Right 2,6001 102/128 WB Left 200 #141/33 WB Through-Right 2,6001 218/120 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection 2= Driveway or local street of unknown length, assumed 250 ft # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles m = volume for 95th percentile queue is metered by upstream signal Intersection queue lengths projected to exceed the available storage lengths are shown bolded in Table 18. As shown in Table 18, the following intersection queue lengths, by time period, are projected to exceed the Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 76 available storage lengths in the Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario: Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue EB left – PM peak hour Shields Avenue at DeWolf Avenue EB left – PM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour To mitigate these queuing exceedances, the following locations would need to be lengthened as shown: Temperance Avenue at Clinton Avenue SB left – 375 feet EB left – 250 feet Temperance Avenue at Olive Avenue EB left – 225 feet WB left – 250 feet Shields Avenue at Locan Avenue EB left – 325 feet Shields Avenue at DeWolf Avenue EB left – 325 feet Armstrong Avenue at Olive Avenue EB left – 225 feet With the lengthening of these turn pockets, all intersections are not projected to exceed the mitigated storage lengths in the 95th percentile condition in the Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. All turn pocket length extensions shown in this scenario are a representative snap shot based on the level of service analysis results that are generated by the optimization of the intersection signals. These lengths are subject to change based on reoptimization of signals and ultimately on changes in volumes. Therefore, final decisions on extension of the various turn pockets beyond the City of Fresno standard should be made at the time of intersection modifications based on current volumes and traffic patterns. 2035 PROJECT CONDITIONS Bike/Pedestrian Bike As shown in the City of Fresno Active Transportation Plan, a Class I bike path or a Class II bike lane is planned for Temperance Avenue from north of Dakota to south of Tulare on both sides of the roadway. In addition, Class II bike lanes are planned for the following roadways: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 77 Dakota Avenue – Fowler Avenue (west) to Locan Avenue (east) Shields Avenue – Temperance Avenue (west) to Dakota Avenue (east) – both sides of the roadway Clinton Avenue – Clovis Avenue (west) to Locan Avenue (east) – both sides of the roadway McKinley Avenue – Temperance Avenue (west) to City of Fresno Sphere of Influence (east) – both sides of the roadway Olive Avenue – City of Fresno Sphere of Influence (west) to City of Fresno Sphere of Influence (east) – both sides of the roadway Tulare Avenue - Temperance Avenue (west) to Leonard Avenue (east) – both sides of the roadway Locan Avenue – City of Fresno Sphere of Influence (north) to Clinton Avenue (south) – both sides of the roadway DeWolf Avenue – City of Fresno Sphere of Influence (north) to City of Fresno Sphere of Influence (south) – both sides of the roadway Armstrong Avenue – Shields Avenue (north) to south of Olive Avenue (south) – both sides of the roadway Pedestrian Per the City of Fresno Development Code, sidewalks must be constructed when a property is developed. In addition, the following locations are shown with planned sidewalks per the City of Fresno Active Transportation Plan: Dakota Avenue – Fowler Avenue (west) to Temperance Avenue (east) Shields Avenue – Temperance Avenue (west) to east of Highlands Avenue (east) Clinton Avenue – east of Temperance Avenue (west) to west of Locan Avenue (east) McKinley Avenue – Temperance Avenue (west) to the City of Fresno Sphere of Influence (east) Olive Avenue – Clovis Avenue (west) to east of Leonard Avenue (east) Belmont Avenue – Armstrong Avenue (west) to the City of Fresno Sphere of Influence (east) Tulare Avenue – Temperance Avenue (west) to DeWolf Avenue (east) Armstrong Avenue – Shields Avenue (north) to Belmont Avenue (south) Temperance Avenue – City of Fresno Sphere of Influence (north) to the City of Fresno Sphere of Influence (south) Locan Avenue – City of Fresno Sphere of Influence (north) to Clinton Avenue (south) DeWolf Avenue – City of Fresno Sphere of Influence (north) to Olive Avenue (south) Intersection Level of Service Analysis The 2035 Project lane configurations and intersection control are shown on Figure 16 and are based on the buildout of the City of Fresno General Plan. The 2035 Project intersection peak hour traffic volumes are shown on Figure 17. Using the lane configurations shown on Figure 16 and the volumes shown on Figure 17, the intersections were analyzed for 2035 Project levels of service. Figure 18 and Table 19 show the 2035 Project levels of service for the study intersections. The signalized intersection levels of service shown on Figure 18 and in Table 19 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the signalized level of service or delay shown on Figure 18 and in Table 19. The 2035 Project intersection levels of service calculations are included in Appendix M. Engineering, PCDN Figure 16 City of Fresno, CaliforniaLANE CONFIGURATIONS AND INTERSECTION CONTROL 2035 ProjectTemperance AvenueOlive Avenue 11 4 5 6 8 97 Temperance AvenueTemperance AvenueDriveway 10 Armstrong AvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue Temperance Avenue(Intersection Basemap shown on Figure 1) C:\OneDrive\NDEngineering2019\Shields@Temperance\2035LaneConfig.cdr LEGEND Signal Engineering, PCDN Figure 17 City of Fresno, California C:\NDEngineering2018\Fresno\Fig4.cdr INTERSECTION PEAK HOUR TRAFFIC VOLUMES 2035 ProjectTemperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 1 (1)1,255 (1,548)18 (35)91 (221) 187 (459) 31 (83)52 (109)1,204 (1,082)29 (19)96 (11)480 (787)197 (162)90 (14) 372 (319) 263 (76) 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 120 (112)1,149 (1,953)243 (409)255 (158) 182 (88) 370 (273) 35 (132) 143 (155) 61 (144)147 (73)1,890 (1,390)225 (128)77 (46) 13 (7) 131 (73)104 (186)1,075 (554)37 (86)116 (384)747 (1,021)34 (95)134 (40) 32 (24) 270 (338) 117 (175) 345 (571) 219 (265)283 (89)1,122 (783)63 (93)359 (171)700 (1,267)535 (820)80 (59) 767 (334) 811 (579)Temperance Avenue64 (79) 716 (543) 10 (12)309 (142)450 (261)46 (42)43 (24)302 (348)11 (91)251 (206) 417 (433) 40 (29) 44 (330) 2 (52) 63 (362)380 (107)1,729 (1,451)162 (206)399 (164)1,177 (2,036)175 (313)241 (109) 51 (9) 423 (120)317 (169)1,629 (1,518)143 (118)213 (307) 104 (224) 44 (115) 177 (155) 334 (254) 120 (124)93 (15)1,242 (1,829)60 (61)7 (14) 8 (0) 6 (0)2 (13)1,785 (1,465)45 (294)110 (108)167 (303)210 (145)45 (41) 748 (497) 108 (130) 51 (97) 112 (311) 45 (49)76 (30)890 (539)68 (39)36 (16)926 (1,109)96 (331)0 (39) 502 (283) 588 (340) 142 (396) 179 (350) 16 (29)583 (245)581 (542)46 (35)56 (36)472 (851)39 (90)50 (27) 258 (163) 149 (71) (Intersection Basemap shown on Figure 1) 268 (368) 98 (120) 66 (54)433 (277)1,821 (1,624)11 (42)59 (32)1,505 (2,139)91 (108)28 (17) 198 (87) 206 (126) 107 (294) 5 (0) 133 (22)630 (273)293 (199)38 (28)193 (539) 571 (560) 128 (177) INTERSECTION LEVELS OF SERVICE 2035 ProjectEngineering, PCDN Figure 18 City of Fresno, California N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site D(C) D(F) D(D)E(D) D(E) D(F) F(F) F(F)F(E)F(E) D(E) C:\OneDrive\NDEngineering2019\Shields@Temperance\Levelof Service\2035Project.cdr Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 81 TABLE 19: 2035 PROJECT CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue D 39.6 C 33.6 Temperance Avenue at Shields Avenue F 146.2 F 142.3 Temperance Avenue at Clinton Avenue E 69.4 D 42.5 Temperance Avenue at McKinley Avenue F 169.6 F 138.7 Temperance Avenue at Olive Avenue D 35.8 E 71.1 Temperance Avenue at Belmont Avenue D 53.5 E 65.3 Temperance Avenue at Tulare Avenue D 40.8 F 132.3 Shields Avenue at Locan Avenue F 84.7 E 67.5 Shields Avenue at DeWolf Avenue F 84.8 E 55.3 Armstrong Avenue at Clinton Avenue D 38.1 D 36.1 Armstrong Avenue at Olive Avenue D 41.0 F 87.1 1 Delay per vehicle secs = seconds Study intersections projected to operate below the adopted level of service standard in the 2035 Project scenario are shown bolded in Table 19. As shown in Figure 18 and Table 19, the following study intersections, by time period, are projected to operate below the appropriate adopted level of service standard: Temperance Avenue at Shields Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – PM peak hour Temperance Avenue at Belmont Avenue – PM peak hour Temperance Avenue at Tulare Avenue – PM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – PM peak hours The remaining study intersections are projected to operate at or above the appropriate adopted level of service standards in the 2035 Project conditions scenario. Queue Lengths Table 20 shows the estimated 2035 Project intersection queue lengths developed from the level of service analyses. Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 82 TABLE 20: 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 250 #133/m#470 NB Through 2,6001 47/72 NB Right 250 0/m3 SB Left 255 73/133 SB Through 2,6001 396/212 SB Right 250 16/66 EB Left 200 #206/76 EB Through 1,3001 46/38 EB Right 200 64/72 WB Left 200 #197/#150 WB Through 6001 24/17 WB Right 200 0/0 Temperance Avenue at Shields Avenue NB Left 250 m#310/m73 NB Through 2,6001 279/m56 NB Right 250 m426/m#704 SB Left 250 m#114/m#187 SB Through 2,6001 296/216 SB Right 250 134/m27 EB Left 250 85/120 EB Through 1,1001 369/#766 EB Right 250 97/134 WB Left 250 m#531/m#412 WB Through 1,2001 m211/m49 WB Right 250 m0/m0 Temperance Avenue at Clinton Avenue NB Left 251 #251/m72 NB Through 9001 450/m87 NB Right 250 23/m11 SB Left 250 m#274/m#193 SB Through 2,6001 m#582/m422 SB Right 250 m13/m13 EB Left 200 69/#212 EB Through 2,6001 77/82 EB Right 200 0/48 WB Left 200 #708/#526 WB Through 7001 84/52 WB Right 200 56/52 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 83 TABLE 20: 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at McKinley Avenue NB Left 250 m#746/m#182 NB Through 1,3001 m450/m#913 NB Right 250 m154/m144 SB Left 250 m109/m#392 SB Through 1,3001 m#594/m#566 SB Right 250 m26/m65 EB Left 200 82/#643 EB Through 2,6001 8/66 EB Right 200 0/219 WB Left 200 #831/#204 WB Through 5,2001 60/19 WB Right 200 56/12 Temperance Avenue at Olive Avenue NB Left 250 m68/m24 NB Through 1,3001 m#627/m#899 NB Right 250 m33/m24 SB Left 250 m11/m41 SB Through 1,3001 m#667/m#629 SB Right 250 m45/m48 EB Left 200 #498/#667 EB Through 2,6001 112/176 EB Right 200 10/39 WB Left 200 #370/#211 WB Through 7001 102/51 WB Right 200 0/0 Temperance Avenue at Belmont Avenue NB Left 250 #208/m22 NB Through 1,2001 #510/#824 NB Right 250 49/m31 SB Left 250 m#165/m#212 SB Through 1,3001 m#703/#642 SB Right 250 m81/m53 EB Left 250 #380/#580 EB Through 2,6001 119/241 EB Right 250 0/20 WB Left 250 174/180 WB Through 7001 166/128 WB Right 250 54/54 Temperance Avenue at Tulare Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 84 TABLE 20: 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) NB Left 250 7/7 NB Through 7001 421/#697 NB Right 250 0/0 SB Left 250 m58/#497 SB Through 1,2001 #734/57 SB Right 250 m0/m0 EB Left 2502 24/36 EB Through-Right 2502 23/49 WB Left 200 #266/0 WB Through 2,6001 12/0 WB Right 200 42/0 Shields Avenue at Locan Avenue NB Left 200 #237/#237 NB Through 2,6001 188/#404 NB Right 200 61/48 SB Left 200 73/58 SB Through 3001 332/245 SB Right 3001 #773/76 EB Left 250 #367/m#492 EB Through 1,3001 #672/m333 EB Right 250 35/m7 WB Left 250 m113/m132 WB Through 2,6001 m#775/m#693 WB Right 250 m0/m0 Shields Avenue at DeWolf Avenue NB Left 200 81/53 NB Through 5,2001 362/#461 NB Right 200 0/0 SB Left 200 85/81 SB Through 1,8001 #660/313 SB Right 200 178/39 EB Left 250 m#371/m#293 EB Through 2,6001 m451/247 EB Right 250 m0/m0 WB Left 250 27/31 WB Through 2,6001 #1006/#673 WB Right 250 0/0 Armstrong Avenue at Clinton Avenue NB Left 200 #108/67 NB Through 4,0001 438/#1031 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 85 TABLE 20: 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) NB Right 200 0/0 SB Left 200 112/70 SB Through 2,6001 #1158/472 SB Right 200 14/0 EB Left 200 91/#190 EB Through 2,6001 75/169 EB Right 200 0/0 WB Left 200 #290/#131 WB Through 2,6001 152/93 WB Right 200 0/0 Armstrong Avenue at Olive Avenue NB Left 200 #170/31 NB Through 1,3001 #514/#1106 NB Right 200 69/55 SB Left 200 74/69 SB Through 1,3001 #689/593 SB Right 424 266/54 EB Left 200 170/#676 EB Through 2,6001 92/207 EB Right 200 0/0 WB Left 200 #379/74 WB Through 2,6001 181/136 WB Right 200 21/0 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles m = volume for 95th percentile queue is metered by upstream signal 2= Driveway or local street of unknown length, assumed 250 ft Intersection queue lengths projected to exceed the planned storage lengths are shown bolded in Table 20. As shown in Table 20, the following intersection queue lengths, by time period, are projected to exceed the planned storage lengths in the 2035 Project scenario: Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Temperance Avenue at Shields Avenue NB left – AM peak hour NB right – AM/PM peak hours WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 86 SB left – AM peak hour EB left – PM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB left – PM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM/PM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hour WB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – AM/PM peak hours Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – AM/PM peak hours SB through – AM peak hour SB right – AM peak hour EB left – AM/PM peak hours Shields Avenue at DeWolf Avenue EB left – AM/PM peak hours Armstrong Avenue at Clinton Avenue WB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour The remaining analyzed intersection queue lengths are not projected to exceed the planned storage lengths in the 95th percentile condition in the 2035 Project scenario. MITIGATED 2035 PROJECT CONDITIONS Based on the information provided in the previous section, the following locations are projected to operate below the appropriate adopted level of service standard in the 2035 Project scenario: Temperance Avenue at Shields Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – PM peak hour Temperance Avenue at Tulare Avenue – PM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – PM peak hours In addition, the following locations by time period are projected to exceed the planned storage lengths in the 95th percentile condition in the 2035 Project scenario: Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 87 Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Temperance Avenue at Shields Avenue NB left – AM peak hour NB right – AM/PM peak hours WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour SB left – AM peak hour EB left – PM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB left – PM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM/PM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hour WB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – AM/PM peak hours Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – AM/PM peak hours SB through – AM peak hour SB right – AM peak hour EB left – AM/PM peak hours Shields Avenue at DeWolf Avenue EB left – AM/PM peak hours Armstrong Avenue at Clinton Avenue WB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour To mitigate the intersections that are projected to operate below the appropriate adopted level of service standard or exceed the planned storage lengths in the 95th percentile condition, the following improvements are recommended in the Mitigated 2035 Project scenario: Temperance Avenue at Dakota Avenue Optimize cycle length and offsets Temperance Avenue at Shields Avenue Optimize cycle length and offsets Construct a second northbound right-turn lane to a length of 250 feet Construct a second southbound left-turn lane to a length of 250 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 88 Construct a second eastbound through lane Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Construct a second eastbound and westbound left-turn lane to a length of 200 feet Construct a second southbound left-turn lane to a length of 250 feet Temperance Avenue at McKinley Avenue Optimize cycle length and offsets Construct a second northbound and southbound left-turn lane to a length of 250 feet Construct a second eastbound and westbound left-turn lane to a length of 200 feet Construct a second eastbound and westbound through lane Temperance Avenue at Olive Avenue Optimize cycle length and offsets Construct a second eastbound and westbound left-turn lane to a length of 200 feet Construct a second eastbound through lane Temperance Avenue at Belmont Avenue Optimize cycle length and offsets Construct a second northbound, southbound, eastbound, and westbound left-turn lane to a length of 250 feet Construct a second eastbound through lane Temperance Avenue at Tulare Avenue Optimize cycle length and offsets Shields Avenue at Locan Avenue Optimize cycle length and offsets Construct a second northbound, southbound, eastbound, and westbound through lane Construct a second southbound right-turn lane to a length of 273 feet Construct a second eastbound left-turn lane to a length of 250 feet Shields Avenue at DeWolf Avenue Optimize cycle length and offsets Construct a second northbound, southbound, eastbound, and westbound through lane Armstrong Avenue at Clinton Avenue Optimize cycle length and offsets Construct a second northbound and southbound through lane Armstrong Avenue at Olive Avenue Optimize cycle length and offsets Construct a second northbound and southbound through lane Intersection Level of Service Analysis The Mitigated 2035 Project lane configurations and intersection control are shown on Figure 19. Using the lane configurations shown on Figure 19 and the volumes shown on Figure 17, the study intersections were analyzed for Mitigated 2035 Project levels of service. Figure 20 and Table 21 show the Mitigated 2035 Project levels of service for the study intersections. The signalized intersection levels of service shown on Figure 20 and in Table 21 are representative of the whole intersection. Individual intersection movements or approaches may operate above or below the signalized level of service or delay shown on Figure 20 and in Table 21. The Mitigated 2035 Project intersection levels of service calculations are included in Appendix N. Engineering, PCDN Figure 19 City of Fresno, CaliforniaMITIGATED LANE CONFIGURATIONS AND INTERSECTION CONTROL 2035 ProjectTemperance AvenueOlive Avenue 11 4 5 6 8 97 Temperance AvenueTemperance AvenueDriveway 10 Armstrong AvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue Temperance Avenue(Intersection Basemap shown on Figure 1) LEGEND Signal MITIGATED INTERSECTION LEVELS OF SERVICE 2035 ProjectEngineering, PCDN Figure 20 City of Fresno, California N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections Project Site LEGEND # McKinley Ave. Dakota Ave.N. Temperance Ave.Shields Ave. Olive Ave. Driveway Clinton Ave. Belmont Ave. 12Fowler Ave.DeWolf Ave.Locan Ave.Armstrong Ave.10 5 1 6 7 4 11 2 8 9 3 Tulare Ave. Project Site D(D) D(D) C(C)F(C) D(D) C(F) F(F) F(F)D(D)D(D) D(C) C:\OneDrive\NDEngineering2019\Shields@Temperance\Levelof Service\Mitigated2035Project.cdr Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 91 TABLE 21: MITIGATED 2035 PROJECT CONDITIONS ANALYSIS INTERSECTION WEEKDAY LEVEL OF SERVICE AM Peak Hour PM Peak Hour Intersection LOS Delay1 (secs) LOS Delay1 (secs) Temperance Avenue at Dakota Avenue D 39.6 D 54.9 Temperance Avenue at Shields Avenue F 171.7 F 85.8 Temperance Avenue at Clinton Avenue F 90.2 C 34.1 Temperance Avenue at McKinley Avenue F 102.5 F 103.4 Temperance Avenue at Olive Avenue D 41.3 C 30.3 Temperance Avenue at Belmont Avenue D 35.5 D 44.6 Temperance Avenue at Tulare Avenue C 21.2 F 132.3 Shields Avenue at Locan Avenue D 46.0 D 50.9 Shields Avenue at DeWolf Avenue D 42.7 D 43.9 Armstrong Avenue at Clinton Avenue C 24.6 C 23.2 Armstrong Avenue at Olive Avenue D 40.6 D 36.2 1 Delay per vehicle secs = seconds Study intersections projected to operate below the adopted level of service standard are shown bolded in Table 21. As shown in Figure 20 and Table 21, the following study intersections, by time period, are projected to operate below the appropriate adopted level of service standard: Temperance Avenue at Shields Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – PM peak hour The remaining study intersections are projected to operate at or above the appropriate adopted level of service standards in the Mitigated 2035 Project conditions scenario. As stated in Appendix A, the Temperance Avenue at Shields Avenue intersection is an end point of a road segment designated as being evaluated using a peak hour LOS “F” and a second segment designated as being evaluated using a peak hour LOS “E”. As such, this intersection may operate at a LOS “F” without further mitigations and be considered as operating at the adopted level of service standard. Further mitigation of this intersection would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. Two (2) of the failing intersections, Temperance Avenue at Clinton Avenue, and Temperance Avenue at McKinley Avenue, are located in the road segment designated as being evaluated using a peak hour LOS “E” standard. It should be noted that a roadway segment projected to operate at designated level of service threshold can have intersections that may operate below the segment level of service depending on the amount of turning movement conflicts. As such, it is possible that these two (2) intersections could operate at a LOS “F” while the overall segment could operate at a LOS “E”. Again, to potentially mitigate these two (2) intersections would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in the PM peak hour and could only be mitigated if Temperance Avenue was potentially widened from a six (6) lane super arterial to an eight (8) lane super arterial and additional westbound left Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 92 and right-turn lanes were added to the intersection. This failure is again due to the projected turning movement conflicts and the large through movement heading to and from SR 180 located directly to the south of this intersection. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the 2035 Project scenario. In addition, the overall system of 11 study intersections is optimized to generate the lowest overall delay to all vehicles in the system. As such some movements and intersections are “sacrificed” to operate at a lower level of service (increased vehicle delay) so that the majority of the vehicles and intersections in the system can operate at the highest level of service (decreased vehicle delay) possible. Queue Lengths Table 22 shows the estimated Mitigated 2035 Project intersection queue lengths developed from the level of service analyses. TABLE 22: MITIGATED 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Dakota Avenue NB Left 250 #133/#570 NB Through 2,6001 94/412 NB Right 250 m0/m19 SB Left 255 73/132 SB Through 2,6001 396/212 SB Right 250 16/66 EB Left 200 #206/76 EB Through 1,3001 46/38 EB Right 200 64/72 WB Left 200 #197/#150 WB Through 6001 24/17 WB Right 200 0/0 Temperance Avenue at Shields Avenue NB Left 250 #333/m#110 NB Through 2,6001 199/#486 NB Right 250 78/47 SB Left 250 m44/73 SB Through 2,6001 286/283 SB Right 250 127/1 EB Left 250 88/118 EB Through 1,1001 160/269 EB Right 250 77/158 WB Left 250 #794/#498 WB Through 1,2001 203/m144 WB Right 250 m1/m2 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 93 TABLE 22: MITIGATED 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) Temperance Avenue at Clinton Avenue NB Left 251 #267/m99 NB Through 9001 184/#715 NB Right 250 0/m22 SB Left 250 m106/m75 SB Through 2,6001 m551/m292 SB Right 250 m19/m13 EB Left 200 35/96 EB Through 2,6001 74/79 EB Right 200 4/46 WB Left 200 #338/#244 WB Through 7001 88/50 WB Right 200 89/54 Temperance Avenue at McKinley Avenue NB Left 250 #365/m77 NB Through 1,3001 256/m#912 NB Right 250 m67/m143 SB Left 250 m77/m#184 SB Through 1,3001 m#721/m552 SB Right 250 m283/m71 EB Left 200 40/#303 EB Through 2,6001 3/33 EB Right 200 0/262 WB Left 200 #395/89 WB Through 5,2001 32/10 WB Right 200 65/12 Temperance Avenue at Olive Avenue NB Left 250 m#88/m33 NB Through 1,3001 m509/m#947 NB Right 250 m18/m14 SB Left 250 m10/m49 SB Through 1,3001 m#645/#665 SB Right 250 m242/m65 EB Left 200 #226/#329 EB Through 2,6001 56/65 EB Right 200 0/0 WB Left 200 #158/93 WB Through 7001 102/51 WB Right 200 0/0 Temperance Avenue at Belmont Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 94 TABLE 22: MITIGATED 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) NB Left 250 63/m8 NB Through 1,2001 262/#773 NB Right 250 18/m0 SB Left 250 m76/m79 SB Through 1,3001 #681/#615 SB Right 250 m38/97 EB Left 250 #182/#274 EB Through 2,6001 57/110 EB Right 250 0/19 WB Left 250 89/91 WB Through 7001 160/123 WB Right 250 69/52 Temperance Avenue at Tulare Avenue NB Left 250 7/7 NB Through 7001 421/#697 NB Right 250 0/0 SB Left 250 m48/#495 SB Through 1,2001 #703/429 SB Right 250 m0/m0 EB Left 2502 24/36 EB Through-Right 2502 23/0 WB Left 200 #266/49 WB Through 2,6001 12/0 WB Right 200 20/0 Shields Avenue at Locan Avenue NB Left 200 163/#206 NB Through 2,6001 83/152 NB Right 200 55/42 SB Left 200 73/58 SB Through 3001 153/106 SB Right 3001 97/36 EB Left 250 135/#363 EB Through 1,3001 224/249 EB Right 250 31/54 WB Left 250 m97/m105 WB Through 2,6001 154/64 WB Right 250 m1/m0 Shields Avenue at DeWolf Avenue NB Left 200 81/53 NB Through 5,2001 162/181 Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 95 TABLE 22: MITIGATED 2035 PROJECT TRAFFIC CONDITIONS ANALYSIS INTERSECTION WEEKDAY 95TH PERCENTILE QUEUE LENGTH Planned Queue Storage Length 95th Percentile Queue Length (ft) Intersection Approach (ft) (AM/PM) NB Right 200 0/0 SB Left 200 85/80 SB Through 1,8001 238/136 SB Right 200 75/39 EB Left 250 161/94 EB Through 2,6001 86/169 EB Right 250 m0/m2 WB Left 250 30/33 WB Through 2,6001 403/301 WB Right 250 0/0 Armstrong Avenue at Clinton Avenue NB Left 200 83/59 NB Through 4,0001 197/383 NB Right 200 0/0 SB Left 200 #103/63 SB Through 2,6001 #443/224 SB Right 200 6/0 EB Left 200 76/#145 EB Through 2,6001 53/131 EB Right 200 0/0 WB Left 200 #235/99 WB Through 2,6001 106/73 WB Right 200 0/0 Armstrong Avenue at Olive Avenue NB Left 200 #161/31 NB Through 1,3001 200/#485 NB Right 200 53/63 SB Left 200 71/67 SB Through 1,3001 246/288 SB Right 424 #400/67 EB Left 200 #222/#560 EB Through 2,6001 79/183 EB Right 200 0/0 WB Left 200 #442/98 WB Through 2,6001 155/167 WB Right 200 16/0 ft = feet NB = northbound SB = southbound WB = westbound EB = eastbound 1 = Approximate distance to next intersection # = 95th percentile volume exceeds capacity, queue may be longer, queue shown is maximum after two (2) cycles m = volume for 95th percentile queue is metered by upstream signal 2= Driveway or local street of unknown length, assumed 250 ft Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 96 Intersection queue lengths projected to exceed the planned storage lengths are shown bolded in Table 22. As shown in Table 22, the following intersection queue lengths, by time period, are projected to exceed the planned storage lengths: Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Temperance Avenue at Shields Avenue NB left – AM peak hour WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB right – AM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – PM peak hour Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – PM peak hour EB left – PM peak hour Armstrong Avenue at Clinton Avenue WB left – AM peak Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour To mitigate these queuing exceedances, the following locations would need to be lengthened or modified as shown: Temperance Avenue at Dakota Avenue NB left – 575 feet or convert to dual (2) left turns EB left – 225 feet Temperance Avenue at Shields Avenue NB left – 350 feet WB left – 800 feet Temperance Avenue at Clinton Avenue NB left – 275 feet WB left – 350 feet Temperance Avenue at McKinley Avenue NB left – 375 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 97 SB right – 300 feet EB left – 325 feet EB right – 275 feet WB left – 400 feet Temperance Avenue at Olive Avenue EB left – 350 feet Temperance Avenue at Belmont Avenue EB left – 300 feet Temperance Avenue at Tulare Avenue SB left – 500 feet or convert to dual (2) lefts WB left – 275 feet Shields Avenue at Locan Avenue NB left – 225 feet EB left – 375 feet Armstrong Avenue at Clinton Avenue WB left – 250 feet Armstrong Avenue at Olive Avenue EB left – 575 feet for convert to dual (2) lefts With the lengthening of these turn pockets and/or conversion to dual lefts, all intersections are not projected to exceed the planned storage lengths in the 95th percentile condition in the Mitigated 2035 Project scenario. All turn pocket length extensions shown in this scenario are a representative snap shot based on the level of service analysis results that are generated by the optimization of the intersection signals. These lengths are subject to change based on reoptimization of signals and ultimately on changes in volumes. Therefore, final decisions on extension of the various turn pockets beyond the City of Fresno standard should be made at the time of intersection modifications based on current volumes and traffic patterns. CONCLUSIONS AND RECOMMENDATIONS As shown in the previous sections, the following locations, by scenario, are projected to operate below the appropriate adopted level of service standard: Existing (2018) (Without the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue (SB Left-Through Movement) – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 98 Armstrong Avenue at Olive Avenue – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at Clinton Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Temperance Avenue at Tulare Avenue – AM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM peak hour 2035 Project (With the Project) Temperance Avenue at Shields Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – PM peak hour Temperance Avenue at Belmont Avenue – PM peak hour Temperance Avenue at Tulare Avenue – PM peak hour Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – PM peak hours Rural peak hour volume signal warrants were also prepared for the unsignalized study intersections. Based on the rural peak hour volume signal warrant, the warrant is met at the following locations by scenario and time period: Existing (2018) (Without the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM peak hour Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM peak hour Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 99 Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM peak hour Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM peak hour Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM peak hour Armstrong Avenue at Olive Avenue – AM/PM peak hours Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Dakota Avenue – AM/PM peak hours Temperance Avenue at McKinley Avenue – AM/PM peak hours Temperance Avenue at Olive Avenue – AM/PM peak hours Temperance Avenue at Belmont Avenue – AM/PM peak hours Shields Avenue at Locan Avenue – AM/PM peak hours Shields Avenue at DeWolf Avenue – AM/PM peak hours Armstrong Avenue at Clinton Avenue – AM/PM peak hours Armstrong Avenue at Olive Avenue – AM/PM peak hours As shown in the previous sections, the following locations, by scenario, are projected to have queue storage length exceedances: Existing (2018) (Without the Project) Temperance Avenue at Clinton Avenue SB left-turn – AM peak hour EB left-turn – PM peak hour Armstrong Avenue at Olive Avenue NB right-turn – AM peak hour Existing (2018) Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left-turn – AM peak hour EB left-turn – PM peak hour Armstrong Avenue at Olive Avenue NB right-turn – AM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 100 Mitigated Existing (2018) Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Temperance Avenue at Olive Avenue WB left – AM peak hour Shields Avenue at Locan Avenue EB left – PM peak hour Shields Avenue at DeWolf Avenue EB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour Existing (2018) Plus Approved/Pending/Proposed Projects (Without the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – PM peak hour Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Shields Avenue WB left – AM peak hour Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue SB right – AM peak hour Shields Avenue at Locan Avenue SB left-through – AM peak hour Armstrong Avenue at Olive Avenue NB right – AM peak hour Mitigated Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Clinton Avenue SB left – AM peak hour EB left – AM/PM peak hours Temperance Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue EB left – PM peak hour Shields Avenue at DeWolf Avenue EB left – PM peak hour Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 101 Armstrong Avenue at Olive Avenue EB left – PM peak hour 2035 Project (With the Project) Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Temperance Avenue at Shields Avenue NB left – AM peak hour NB right – AM/PM peak hours WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour SB left – AM peak hour EB left – PM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB left – PM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM/PM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hour WB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – AM/PM peak hours Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – AM/PM peak hours SB through – AM peak hour SB right – AM peak hour EB left – AM/PM peak hours Shields Avenue at DeWolf Avenue EB left – AM/PM peak hours Armstrong Avenue at Clinton Avenue WB left – AM peak hour Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Mitigated 2035 Project (With the Project) Temperance Avenue at Dakota Avenue NB left – PM peak hour EB left – AM peak hour Temperance Avenue at Shields Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 102 NB left – AM peak hour WB left – AM/PM peak hours Temperance Avenue at Clinton Avenue NB left – AM peak hour WB left – AM/PM peak hours Temperance Avenue at McKinley Avenue NB left – AM peak hour SB right – AM peak hour EB left – PM peak hour EB right – PM peak hour WB left – AM peak hour Temperance Avenue at Olive Avenue EB left – AM/PM peak hours Temperance Avenue at Belmont Avenue EB left – PM peak hour Temperance Avenue at Tulare Avenue SB left – PM peak hour WB left – AM peak hour Shields Avenue at Locan Avenue NB left – PM peak hour EB left – PM peak hour Armstrong Avenue at Clinton Avenue WB left – AM peak Armstrong Avenue at Olive Avenue EB left – PM peak hour WB left – AM peak hour Recommendations To mitigate the intersections that are projected to operate below the appropriate adopted LOS standard, meet the rural peak hour volume signal warrant, or exceed the available/planned storage lengths with the 95th percentile queue lengths, the following improvements by scenario are recommended: Existing (2018) Plus Project (With the Project) Temperance Avenue at Dakota Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the eastbound left-through-right turn lane to a separate left-turn and shared through-right lane Construct the eastbound left-turn lane to a length of 200 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Lengthen the southbound left-turn to 250 feet Lengthen the eastbound left-turn to 200 feet Temperance Avenue at Olive Avenue Signalize (actuated) with protected left-turns Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 103 Optimize cycle length and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left and shared through-right lane Construct the northbound left-turn lane to a length of 250 feet Construct the eastbound left-turn lane to a length of 200 feet Construct the westbound left-turn lane to a length of 225 feet Change the southbound shared left-through lane to a separate left-turn and a separate through lane Construct the southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to 200 feet Temperance Avenue at Belmont Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through-right lanes to a separate left-turn lane and shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 250 feet Change the eastbound and westbound shared left-through lanes to a separate left-turn and a separate through lane Construct the eastbound and westbound left-turn lanes to a length of 250 feet Lengthen the eastbound and westbound right-turn lanes to 250 feet Shields Avenue at Locan Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and westbound shared left-through-right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Construct the westbound left-turn lane to a length of 250 feet Change the southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the southbound left-turn lane to a length of 200 feet Lengthen the eastbound left-turn lane to 275 feet Shields Avenue at DeWolf Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Construct the eastbound left-turn lane to a length of 325 feet Construct the westbound left-turn lane to a length of 250 feet Armstrong Avenue at Clinton Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound, southbound, eastbound, and westbound left-turn lanes to a length of 200 feet Armstrong Avenue at Olive Avenue Signalize (actuated) with protected left-turns Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 104 Optimize cycle lengths and offsets Change the northbound and southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Lengthen the northbound right-turn lane to a length of 200 feet Lengthen the eastbound left-turn lane to 225 feet Lengthen the westbound left-turn lane to 200 feet The Temperance Avenue at McKinley Avenue intersection is projected to operate at or above the adopted level of service standard in both the Existing (2018) and Existing (2018) Plus Project scenarios. The Temperance Avenue at McKinley Avenue intersection is also showing that it operates above the basic average accident rate in both fatal + injury and total accidents. Some of these types of accidents, such as broadside, can be reduced by installation of a signal but other types of accidents, such as rear end, can be increased by installation of a signal. Therefore, even though it is projected to meet the peak hour signal warrant in both the Existing (2018) and Existing (2018) Plus Projects scenarios, no mitigations are recommended in the Mitigated Existing (2018) Plus Project scenario. The City of Fresno should monitor the Temperance Avenue at McKinley Avenue intersection and determine when best to signalize this intersection based on level of service analyses, accident rate analyses, as well as additional signal warrant analyses utilizing the following warrants: Eight-hour vehicular volume Four-hour vehicular volume Peak hour Crash experience Coordinated signal system Roadway Network Existing (2018) Plus Approved/Pending/Proposed Plus Project (With the Project) Temperance Avenue at Dakota Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the southbound through-right lane to two (2) throughs and a separate right-turn lane Construct the southbound right-turn lane to a length of 250 feet Change the eastbound left-through-right turn lane to a separate left-turn and shared through-right lane Construct the eastbound left-turn lane to a length of 200 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Construct a second eastbound through lane Lengthen the left- and right-turn lanes on all approaches to 250 feet Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Lengthen the southbound left-turn to 375 feet Lengthen the eastbound left-turn to 250 feet Temperance Avenue at McKinley Avenue Signalize (Actuated) Optimize cycle length and offsets Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 105 Change the southbound left-through lane to a separate left-turn and separate through lane Construct the southbound left-turn lane to a length of 250 feet Temperance Avenue at Olive Avenue Signalize (actuated) with protected left-turns Optimize cycle length and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left and shared through-right lane Construct the northbound left-turn lane to a length of 250 feet Construct the eastbound left-turn lane to a length of 225 feet Construct the westbound left-turn lane to a length of 250 feet Change the southbound shared left-through lane to a separate left-turn and a separate through lane Construct the southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to 200 feet Temperance Avenue at Belmont Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through-right lanes to a separate left-turn lane and shared through-right lane Construct the northbound and southbound left-turn lanes to a length of 250 feet Change the eastbound, and westbound shared left-through lanes to a separate left-turn and a separate through lane Construct the eastbound and westbound left-turn lanes to a length of 250 feet Lengthen the eastbound and westbound right-turn lanes to 250 feet Shields Avenue at Locan Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound shared left-through-right lane to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Change the southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the southbound left-turn lane to a length of 200 feet Construct a second eastbound through lane Lengthen the eastbound left-turn lane to 325 feet Change the westbound shared left-through-right lane to a separate left-turn lane, one (1) through lane, and a shared through-right lane Construct the westbound left-turn lane to a length of 250 feet Shields Avenue at DeWolf Avenue Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, eastbound, and westbound shared left-through-right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound left-turn lane to a length of 200 feet Construct the eastbound left-turn lane to a length of 325 feet Construct the westbound left-turn lane to a length of 250 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 106 Change the southbound shared left-through-right lanes to a separate left-turn, one (1) through, and a separate right-turn lane Construct the southbound left- and right-turn lanes to a length of 200 feet Armstrong Avenue at Clinton Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound, southbound, eastbound, and westbound shared left-through- right lanes to a separate left-turn lane and a shared through-right lane Construct the northbound, southbound, eastbound, and westbound left-turn lanes to a length of 200 feet Armstrong Avenue at Olive Avenue – same as Mitigated Existing (2018) Plus Project – no additional mitigations needed Signalize (actuated) with protected left-turns Optimize cycle lengths and offsets Change the northbound and southbound shared left-through lane to a separate left-turn lane and a separate through lane Construct the northbound and southbound left-turn lanes to a length of 200 feet Lengthen the northbound right-turn lane to 200 feet Lengthen the eastbound left-turn lane to 225 feet Lengthen the westbound left-turn lane to 200 feet The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in both the Existing (2018) Plus Approved/Pending/Proposed Projects and the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenarios but does not meet the peak hour volume signal warrant. It will also not likely meet the other volume warrants either. Due to the low volumes on Tulare Avenue, it will also not meet the AWSC warrant. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project scenario. 2035 Project (With the Project) Temperance Avenue at Dakota Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 575 feet or convert to dual (2) left turns Lengthen the eastbound left-turn lane to 225 feet Temperance Avenue at Shields Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 350 feet Construct a second northbound right-turn lane to a length of 250 feet Construct a second southbound left-turn lane to a length of 250 feet Construct a second eastbound and westbound through lane Lengthen the westbound left-turn lane to 800 feet Temperance Avenue at Clinton Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 275 feet Construct a second southbound left-turn lane to a length of 250 feet Construct a second eastbound left-turn lane to a length of 200 feet Lengthen the westbound left-turn lane to 350 feet Construct a second westbound left-turn lane to a length of 350 feet Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 107 Temperance Avenue at McKinley Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 375 feet Construct a second northbound left-turn lane to a length of 375 feet Construct a second southbound left-turn lane to a length of 250 feet Lengthen the southbound right-turn lane to 300 feet Lengthen the eastbound left-turn lane to 325 feet Construct a second eastbound left-turn lane to a length of 325 feet Lengthen the eastbound right-turn lane to 275 feet Lengthen the westbound left-turn lane to 400 feet Construct a second westbound left-turn lane to a length of 400 feet Construct a second eastbound and westbound through lane Temperance Avenue at Olive Avenue Optimize cycle length and offsets Lengthen the eastbound left-turn lane to 350 feet Construct a second eastbound left-turn lane to a length of 350 feet Construct a second westbound left-turn lane to a length of 200 feet Construct a second eastbound through lane Temperance Avenue at Belmont Avenue Optimize cycle length and offsets Construct a second northbound, southbound, and westbound left-turn lane to a length of 250 feet Lengthen the eastbound left-turn lane to 300 feet Construct a second eastbound left-turn lane to a length of 300 feet Construct a second eastbound through lane Temperance Avenue at Tulare Avenue Optimize cycle length and offsets Lengthen the southbound left-turn lane to 500 feet or convert to dual (2) left-turns Lengthen the westbound left-turn lane to 275 feet Shields Avenue at Locan Avenue Optimize cycle length and offsets Lengthen the northbound left-turn lane to 225 feet Construct a second northbound, southbound, eastbound, and westbound through lane Construct a second southbound right-turn lane to a length of 273 feet Lengthen the eastbound left-turn lane to 375 feet Construct a second eastbound left-turn lane to a length of 375 feet Shields Avenue at DeWolf Avenue Optimize cycle length and offsets Construct a second northbound, southbound, eastbound, and westbound through lane Armstrong Avenue at Clinton Avenue Optimize cycle length and offsets Construct a second northbound and southbound through lane Lengthen the westbound left-turn lane to 250 feet Armstrong Avenue at Olive Avenue Optimize cycle length and offsets Construct a second northbound and southbound through lane Lengthen the eastbound left-turn lane to 575 feet or convert to dual (2) left-turn lanes Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 108 As stated in Appendix A, the Temperance Avenue at Shields Avenue intersection is an end point of a road segment designated as being evaluated using a peak hour LOS “F” and a second segment designated as being evaluated using a peak hour LOS “E”. As such, this intersection may operate at a LOS “F” without further mitigations and be considered as operating at the adopted level of service standard. Further mitigation of this intersection would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. Two (2) of the failing intersections, Temperance Avenue at Clinton Avenue, and Temperance Avenue at McKinley Avenue, are located in the road segment designated as being evaluated using a peak hour LOS “E” standard. It should be noted that a roadway segment projected to operate at designated level of service threshold can have intersections that may operate below the segment level of service depending on the amount of turning movement conflicts. As such, it is possible that these two (2) intersections could operate at a LOS “F” while the overall segment could operate at a LOS “E”. Again, to potentially mitigate these two (2) intersections would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in the PM peak hour and could only be mitigated if Temperance Avenue was potentially widened from a six (6) lane arterial to an eight (8) lane arterial and additional westbound left and right-turn lanes were added to the intersection. This failure is again due to the projected turning movement conflicts and the large through movement heading to and from SR 180 located directly to the south of this intersection. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the 2035 Project scenario. Conclusions Based on the results of this TIS, the majority of the impacts are caused by the planned growth in the area. Even with the ultimate build out lane configurations, several intersections are projected to operate with a level of service “F” in the 2035 Project scenario. As discussed in Appendix A, the Temperance Avenue at Shields Avenue intersection is an end point of a road segment designated as being evaluated using a peak hour LOS “F” and a second segment designated as being evaluated using a peak hour LOS “E”. As such, this intersection may operate at a LOS “F” without further mitigations and be considered as operating at the adopted level of service standard. Further mitigation of this intersection would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. Two (2) of the failing intersections, Temperance Avenue at Clinton Avenue, and Temperance Avenue at McKinley Avenue, are located in the road segment designated as being evaluated using a peak hour LOS “E” standard. It should be noted that a roadway segment projected to operate at designated level of service threshold can have intersections that may operate below the segment level of service depending on the amount of turning movement conflicts. As such, it is possible that these two (2) intersections could operate at a LOS “F” while the overall segment could operate at a LOS “E”. Again, to mitigate these two (2) intersections would potentially require widening Temperance Avenue from a six (6) lane super arterial to an eight (8) lane super arterial. The Temperance Avenue at Tulare Avenue intersection is projected to operate below the adopted level of service standard in the PM peak hour and could only be mitigated if Temperance Avenue was potentially widened from a six (6) lane super arterial to an eight (8) lane super arterial and additional westbound left and right-turn lanes were added to the intersection. This failure is again due to the projected turning movement conflicts and the large through movement heading to and from State Route (SR) 180 located directly to the south of this intersection. Therefore, the Temperance Avenue at Tulare Avenue intersection is unmitigable in the 2035 Project scenario. Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 109 All turn pocket length extensions shown in this document are a representative snap shot based on the level of service analysis results that are generated by the optimization of the intersection signals. These lengths are subject to change based on reoptimization of signals and ultimately on changes in volumes. Therefore, final decisions on extension of the various turn pockets beyond the City of Fresno standard should be made at the time of intersection modifications based on current volumes and traffic patterns. In addition, the overall system of 11 study intersections is optimized to generate the lowest overall delay to all vehicles in the system. As such some movements and intersections are “sacrificed” to operate at a lower level of service (increased vehicle delay) so that the majority of the vehicles and intersections in the system can operate at the highest level of service (decreased vehicle delay) possible. Traffic Signal Mitigation Impact Fee Assuming the site develops consistent with this TIS, the Project would pay the following Traffic Signal Mitigation Impact Fee (TSMI) and New Growth Area Street Fee (FMSI): TSMI = 349 dus X $475 (fee rate per latest City of Fresno fee schedule) = $165,775 FMSI = 55.1 acres X $28,585 (fee rate per latest City of Fresno fee schedule) = $1,575,033.50 The TSMI fee would at a minimum include the following signals: Temperance Avenue at Dakota Avenue Temperance Avenue at Shields Avenue – signal appears to be complete Temperance Avenue at Clinton Avenue – signal appears to be complete Temperance Avenue at McKinley Avenue Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue – This signal was removed from the TSMI fee program because of its location in the Southeast Growth Area (SEGA) which is currently not allowed for development. However, this signal is a Fresno County requirement for the school development at the northeast corner of Shields Avenue and Locan Avenue Armstrong Avenue at Clinton Avenue Armstrong Avenue at Olive Avenue In addition, the New Growth Area FMSI fee would at a minimum include the following improvements: Travel lanes Medians and median landscaping Parking lanes Bike lanes Curb and gutter Bus bays Irrigation pipes and canals Railroad crossings Soft costs (engineering, plan check, and inspection costs) The streets that are included in the FMSI include: Temperance Avenue – 6-lane super arterial – Jensen Avenue to north of Dakota Avenue Traffic Impact Study for Tract 6224 Fresno, California ND Engineering, PC Page 110 Shields Avenue – 4-lane arterial – west of Fowler Avenue to Locan Avenue Belmont Avenue – 4-lane arterial – west of Clovis Avenue to Temperance Avenue Dakota Avenue – 3-lane/5-lane collector – Fowler Avenue to Temperance Avenue Clinton Avenue – 3-lane collector – west of Sunnyside Avenue to Locan Avenue McKinley Avenue – 3-lane collector – Clovis Avenue to Locan Avenue Olive Avenue – 5-lane collector – west of Clovis Avenue to Temperance Avenue Tulare Avenue – 3-lane collector – Fancher Creek to Fowler Avenue Locan Avenue – 3-lane collector – Clinton Avenue to north of Shields Avenue Armstrong Avenue – 3-lane/5-lane collector – Jensen Avenue to north of Dakota Avenue Again, DeWolf Avenue is located in the SEGA and therefore not allowed for development. Therefore, any improvements that the Project makes to any of these facilities should be credited towards their impact fees. Fair Share Percentage In addition to the analyses requested by the City of Fresno, Fresno County requested a Fair Share Percentage be calculated for the Fowler Avenue at Olive Avenue intersection. The Fair Share Percentage for the Fowler Avenue at Olive Avenue intersections was calculated by using the following formula: Project Trips 20-year Cumulative + Project Volumes The Fair Share Percentage for the Fowler Avenue at Olive Avenue intersection using the AM peak hour volumes would be 0.58% and using the PM peak hour volumes would be 0.66%. ND Engineering, PC APPENDIX A METHODOLOGY METHODOLOGY This TIS was prepared to assess the traffic impacts due to the development of an approximately 57-acre site (Project), which will consist of 349 single family dwelling units. The Project is consistent with the currently adopted City of Fresno General Plan. It is located on the southeast corner of Temperance Avenue and Shields Avenue, in the County of Fresno within the City of Fresno sphere of influence. The Project site is currently in agricultural use with limited structures. In order to prepare the traffic evaluation for the Project, a variety of data and technical assumptions had to be developed. This section of the report describes the various sources, data and technical assumptions used in this evaluation. Sources This report was prepared using information taken from the following sources: 2016 Fresno Major Street Impact Fee Program Nexus Study Update, Economic & Planning Systems, Inc., November 2016. Highway Capacity Manual, 6th Edition, Transportation Research Board, 2016. Fresno General Plan, City of Fresno Planning & Development Department, December 18, 2014. California Manual on Uniform Traffic Control Devices (CA MUTCD) for Streets and Highways, California Department of Transportation, Division of Traffic Operations, March 9, 2018. City of Fresno Active Transportation Plan, Fehr & Peers, December 2016. City of Fresno Master Fee Schedule, MS Amendment #525 (December 2015), March 2017. City-Wide Traffic Signal Mitigation Impact Fee Nexus Analysis for Proposed Fee Update, City of Fresno, Public Works Department, Traffic & Engineering Services Division, September 2016. David Padilla, Associate Transportation Planner, Office of Planning & Local Assistance, Caltrans, Phone/email discussions, 2018. Dirk Tanoury, City of Fresno Public Works Department, Email discussions, 2018. Draft Master Environmental Impact Report General Plan and Development Code Update, City of Fresno, Fresno County, California, FirstCarbon Solutions, July 2014. Fresno Area Express, https://www.fresno.gov/transportation/fax/routes/, November, 2018. Fresno County Rural Transit Agency, https://www.ruraltransit.org/, November 2018. Fresno County Travel Demand Model, Fresno Council of Governments, 2014. Harmanjit Dhaliwal, PE, City of Fresno Public Works Department, Phone/email discussions, 2018. Harpreet Kooner, Department of Public Works and Planning – Design Division, County of Fresno, Phone/email discussions, 2018. Jill Gormley, TE, City Traffic Engineer/Traffic Operations & Planning Manager, City of Fresno, Phone/email discussions, 2018. John Rowland, PE, TE, Peters Engineering Group, Phone/email discussions, 2018. Jose Luis Benavides, PE, TE, Owner, JLB Traffic Engineering, Inc., Phone/email discussions, 2018. Jose M. Valenzuela, Planner, Development and Resource Management Department (DARM), City of Fresno, Phone/email discussions, 2018 Kai Han, TE, Senior Regional Planner, Fresno Council of Governments, Phone/email discussions, 2018. Lang Yu, Fresno Council of Governments, Phone/email discussions, 2018Laural Fawcett, Planner I, Fresno COG, Phone/email discussions, 2018. Recommended Procedures for Using Traffic Projections from the Fresno COG Travel Model, Fresno COG Model Steering Committee, December 2002. Synchro 10.0, Trafficware, 2017. Tong Xiong, Department of Public Works and Planning – Design Division, County of Fresno, Email discussions, 2018. Traffic Impact Study Report Guidelines, City of Fresno Department of Public Works, February, 2006. Transportation Impact Analyses for Site Development, An ITE Recommended Practice, ITE, 2006. Trip Generation, 10th Edition, Volume 2, ITE, 2017. Trip Generation, https://itetripgen.org, 2017. Scenarios The scenarios that were analyzed for this study included: Existing (2018) Traffic Conditions (Without the Project) Existing (2018) Plus Project Traffic Conditions (With the Project) Mitigated Existing (2018) Plus Project Traffic Conditions (With the Project) Existing (2018) Plus Approved/Pending/Proposed Projects Traffic Conditions (Without the Project) Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Traffic Conditions (With the Project) Mitigated Existing (2018) Plus Approved/Pending/Proposed Projects Plus Project Traffic Conditions (With the Project) 2035 Project Traffic Conditions (With the Project) Mitigated 2035 Project Traffic Conditions (With the Project) The Existing (2018) Plus Approved/Pending/Proposed Project Plus Project/2035 Project scenarios reflect cumulative conditions analysis as required by CEQA. Study Locations The study locations evaluated for this Project are as follows: Intersections Temperance Avenue at Dakota Avenue Temperance Avenue at Shields Avenue Temperance Avenue at Clinton Avenue Temperance Avenue at McKinley Avenue Temperance Avenue at Olive Avenue Temperance Avenue at Belmont Avenue Temperance Avenue at Tulare Avenue Shields Avenue at Locan Avenue Shields Avenue at DeWolf Avenue Armstrong Avenue at Clinton Avenue Armstrong Avenue at Olive Avenue Figure 1 shows the intersection analysis locations. In addition, Fresno County requested that a pro-rata share be developed for the Olive Avenue at Fowler Avenue intersection. No analysis of Olive Avenue at Fowler Avenue was requested by either the County of Fresno or the City of Fresno. Analysis Time Periods According to Transportation Impact Analyses for Site Development, the overall purpose of a traffic impact study is to determine the project impacts that are likely to occur to the surrounding street system. In order to accomplish this purpose, you need to determine what occurs when the peak of the project generated traffic overlays the peak of the street traffic. Transportation Impact Analyses for Site Development states “the peak periods [of the adjacent street and highway system] are generally the weekday morning (7-9 a.m.) and evening (4-6 p.m.) peak hours, although local area characteristics occasionally result in other peaks (e.g., at major shopping or recreational centers)”. The peak hours analyzed in this study were: 7:00 to 9:00 AM 4:00 to 6:00 PM These are the standard peak hours of the street typically used for study in the City of Fresno as stated in the Traffic Impact Study Report Guidelines. Traffic Counts According to the City of Fresno Traffic Impact Study Report Guidelines, one of the common rules for counting vehicular traffic is: “Vehicle counts should be conducted on Tuesdays, Wednesdays, or Thursdays during weeks not containing a holiday and conducted in favorable weather conditions.” Table A1 shows the dates and days the existing intersection counts for the existing intersections were taken for this Project. Prior to conducting these counts, it was verified that these were non-holiday weeks. TABLE A1: EXISTING INTERSECTION COUNTS DATES AND DAYS COUNTED Intersections AM Peak Hour PM Peak Hour Day Date Day Date Temperance Avenue at Dakota Avenue Tuesday 6/5/18 Tuesday 6/5/18 Temperance Avenue at Shields Avenue Tuesday 6/5/18 Tuesday 6/5/18 Temperance Avenue at Clinton Avenue Tuesday 6/5/18 Tuesday 6/5/18 Temperance Avenue at McKinley Avenue Tuesday 6/5/18 Tuesday 6/5/18 Temperance Avenue at Olive Avenue Tuesday 6/5/18 Tuesday 6/5/18 Temperance Avenue at Belmont Avenue Tuesday 6/5/18 Tuesday 6/5/18 Temperance Avenue at Tulare Avenue Wednesday 8/5/18 Wednesday 8/5/18 Shields Avenue at Locan Avenue Tuesday 6/5/18 Tuesday 6/5/18 Shields Avenue at DeWolf Avenue1 Wednesday 4/3/18 Wednesday 4/3/18 Armstrong Avenue at Clinton Avenue2 Thursday 1/25/18 Thursday 1/25/18 Armstrong Avenue at Olive Avenue Wednesday 11/14/18 Wednesday 11/14/18 Fowler Avenue at Olive Avenue2 Thursday 1/25/18 Thursday 1/25/18 1 Count taken from Clovis Unified School District Shields-Locan Elementary School TIA, JLB Traffic Engineering, Inc., May 24, 2018 2 Counts taken from Tentative Tract 6214 TIA, JLB Traffic Engineering, Inc., April 13, 2018 As shown in Table A1 all intersection counts were conducted on days that were appropriate to count. The intersection counts are included in Appendix A1. Fresno County Travel Demand Model Background Fresno COG is the State Regional Transportation Planning Agency and the federal Metropolitan Planning Organization for Fresno County. As a transportation planning agency, Fresno COG is responsible for developing and maintaining a microcomputer-based traffic simulation model that represents Fresno County. Modeling activities are monitored by the Model Steering Committee. This Committee includes representatives from local agencies, private consultants, and others interested in the development and application of the Model to local traffic analysis issues. The Committee provides a focused forum for presentation of traffic related issues to local agency planning and traffic engineering staffs as well as project proponents. Since being formed in 1986, the Committee has developed into a valuable resource to both monitor modeling applications and to provide ongoing direction for continued Model development. The current Model was adopted by the Model Steering Committee in 2017 and was developed to analyze proposed land uses, circulation systems, and air quality. This Model covers the entire Fresno County area, and meets or exceeds all State and Federal modeling requirements and is constantly being updated to insure incorporation of the latest planning assumptions. The land use contained in the Model was developed using the land use elements from the City of Fresno, City of Clovis and County of Fresno adopted general plans. If additional in-depth information on the Model is required, it is available at www.fresnocog.org or by contacting the Fresno COG office. Project Model Use The Model was used in this study to develop the following pieces of information: Existing (2018) and 2035 Project primary (new) trip distributions 2035 No Project/“0” Project background growth increments The 2018 and 2035 model years were used to create the 2035 No Project/“0” Project background growth increments for the study area roadways per the Fresno COG adopted methodology1. Copies of the Model request and plots are included in Appendix A2. Project Trip Generation The Project trip generation information was developed from the information provided the applicant using the Institute of Transportation Engineers (ITE) Trip Generation manual and the corresponding software2. Table A2 lists the corresponding land use codes and page numbers as provided for in the Trip Generation manual that were looked at in developing the Project trip generation information for the Project. TABLE A2: ITE TRIP GENERATION DATA MANUAL REFERENCE INFORMATION Land Use Land Use Code Page Number Single Family Detached Housing 210 249-276 1 Recommended Procedures for Using Traffic Projections from the Fresno COG Travel Model, Fresno COG Model Steering Committee, September 2001. 2 Trip Generation, https://itetripgen.org, 2017. Table A3 lists the daily, AM peak of the street, and PM peak of the street average rates and the directional distribution used in the Project assessment. Project trips were actually calculated using the Trip Generation software and therefore there may be some rounding differences in the data used in the analysis and data prepared using the rates shown in Table A3. It should be noted that the trip generation information prepared from either the use of the manual or the software is raw data to be used as a basis for further evaluation by the traffic impact study preparer. The rates shown in Table A3 are based on the number of dwelling units as the independent trip generation variable. Table A4 shows the projected number of daily, AM and PM peak hour trips that are generated by the Project based on the average rate and distributional data shown in Table A3. TABLE A4: PROJECT TRIP GENERATION DATA AM PM Uses Size (du) Daily (trips) Enter (trips) Exit (trips) Enter (trips) Exit (trips) Single Family Detached Housing 349 3,295 64 194 218 128 du = dwelling units A copy of the Trip Generation data software printout is included in Appendix A3. Project Trip Distribution Trip distribution for the Project primary (new) trips was based on Model generated trip distribution data.3 Basically the Model determines the locations of employees/donors/consumers that are likely to access the Project uses. The Model then estimates the roadways that these employees/donors/consumers would likely use to travel to/from the site, and calculates the number of Model generated vehicle trips projected to occur on each roadway. This roadway trip data is then converted to match the ITE based trip generation data developed for the Project. Per Transportation Impact Analyses for Site Development, use of a Model is one of the most commonly accepted methods for estimating trip distribution.4 As stated previously, the Project primary (new) trip distribution data was prepared using the 2018 and 2035 Models. Figure A1 shows the Project primary (new) intersection assignments and Figure A2 shows the Project primary (new) driveway volumes. 3 Project primary (new) trip distribution was based on a Fresno COG Model select zone analysis prepared as part of a full equilibrium run with the congested speed network for 2035. 4 Traffic Access and Impact Studies for Site Development, A Recommended Practice, ITE, Transportation Planners Council Task Force on Traffic Access/Impact Studies, 1991, page 27. TABLE A3: ITE TRIP GENERATION DATA AVERAGE RATE AND DIRECTIONAL DISTRIBUTION DATA Land Use Period Average Rate Directional Distribution (%) Enter Exit Single Family Detached Housing Daily 9.44 50 50 AM Peak of Street 0.74 25 75 PM Peak of Street 0.99 63 37 Engineering, PCDN Figure A1 City of Fresno, California C:\NDEngineering2018\Lemoore Project\Fig4.cdr INTERSECTION PEAK HOUR TRAFFIC VOLUMES Project TripsTemperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 8 (23)19 (11)34 (27)0 (2)15 (51)0 (1) 0 (4)3 (0)8 (0)5 (10)0 (6)6 (5) 0 (4) 1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 15 (51)8 (40)46 (20)34 (29)8 (28)16 (45)39 (29)13 (48) 4 (14)5 (14)11 (31)89 (56)26 (20)20 (40)13 (10) 19 (12) 35 (37)Temperance Avenue4 (13)2 (4)0 (1)5 (3) 12 (8) 1 (0) 2 (13)6 (9)28 (18)13 (38)9 (4)19 (11)0 (3)5 (15)8 (23)1 (2) 18 (11)1 (1)6 (19) 4 (20)0 (2)0 (11)2 (2) 11 (10) 0 (10) 1 (6)8 (7)10 (4)4 (20)27 (8) 19 (12) INTERSECTION PEAK HOUR TRAFFIC VOLUMES Project TripsEngineering, PCDN Figure A2 City of Fresno, California C:\NDEngineering2018\Shields@Temperance\Vicinity Map.cdr N NOT TO SCALE (ROAD WAY ALIGNMENT CONCEPTUAL ONLY) Study Intersections LEGEND #N. Temperance Ave.Janice Ave.Applegate Ave.Clinton Ave. Driveway DrivewayLocan Ave.3 Shields Ave. 1 (2) 18 (11)1 (1)50 (60)15 (56)85 (56) 8 (40)68 (45)7 (20)6 (19) 11 (7) 40 (132)60 (39) 19 (13)46 (20)34 (29)9 (28)89 (56)26 (20)20 (40)13 (10) 19 (12) 35 (37) 13 (48) 4 (14)5 (14)11 (31)15 (51)24 (89)8 (30)41 (27)Driveway Future Traffic Volumes The 2035 No Project/”0” Project forecasted volumes were calculated using growth increment data developed from the 2018 and 2035 No Project/“0” Project Model runs. Approved/Pending/Proposed Project Trips The City of Fresno stated that the Draft Traffic Impact Analysis for the Clovis Unified School District Shields-Locan Elementary School, prepared by JLB Traffic Engineering, Inc, May 24, 2018, was to be used to develop all approved/pending/proposed project trips to be used in the near term background assessment. Therefore, the approved/pending/proposed projects trips used in this study includes the following projects: Clovis Unified School District Shields-Locan Elementary School Tentative Tract (TT) 5171 (portion of) TT 5341 (portion of) TT 5424 TT 5427 TT 5464 TT 5498 TT 5531 (portion of) TT 5592 TT 5605 TT 5626 (portion of) TT 5638 TT 5701A (portion of) TT 5717 (portion of) TT 5913 TT 5953 TT 5998 (portion of) TT 6023 TT 6095 (portion of) TT 6101 TT 6107 (portion of) TT 6112 (portion of) TT 6114 (portion of) TT 6130 TT 6143 TT 6164 TT 6174 TT 6191 TT 6193 TT 6208 TT 6214 Creekside Village Apartments CUSD Fowler-McKinley Elementary School Fancher Creek Town Center (portion of) Neighborhood Shopping Center (portion of) Sanger Education Center Sunnyside Market Figure A3 shows the Approved/Pending/Proposed project trips used in this study. Appendix A4 contains the trip generation/trip distribution data taken from the Clovis Unified School District Shields-Locan Elementary School TIA. Intersection Analysis and Volume Adjustments Peak hour intersections volumes were adjusted, or balanced, between intersections based on a review of potential intervening opportunities to show a “smooth” progression of traffic volumes up and down the corridor. Intersection heavy vehicle percentages were developed from the existing conditions count data at the majority of the study intersection approach locations. Heavy vehicle percentages used in the analysis were the greater of either the counted or the HCM 6th edition 2% default. These percentages were used in all scenarios. Existing peak hour factors taken from the existing count data were used in the existing and near term analyses. A peak hour factor of 0.92 as provided in the HCM 6th edition was used in all intersection analyses for the 2035 scenarios. The 2035 scenario assumes build out of all study intersections with signalization and widening to include at a minimum separate lefts, the designated number of throughs, and separate rights where appropriate. These lane configurations are shown on Figure 16. Signal timing data for Temperance Avenue at Shields Avenue and Temperance Avenue at Clinton Avenue used in the existing and near term analyses were provided by the City of Fresno. Signal timing for intersections that are not currently signalized, the 2035 scenario, and all mitigation scenarios were optimized. In addition, the following signal defaults were used: Minimal Initial – 8 seconds Minimum Gap – 2 seconds Minimum Yellow – 3.5 seconds Minimum All Red – 1 second Minimal Split for Protected Left-turns – 12 seconds 10 pedestrian calls per hour. The existing and mitigated near term signalized study intersections were analyzed as actuated uncoordinated. Actuated signals use vehicle detectors and an actuated controller unit to assign the right of way based on changing traffic demand. The 2035 and mitigated 2035 signalized intersections were analyzed as actuated coordinated. Coordinated signals use system phasing and offsets to provide smooth progression of traffic flow along a corridor. Left-turns at existing and near term signalized intersections were analyzed as “protected”. Left-turns at all future intersections and future scenarios were analyzed as “protected”. Permitted/unprotected lefts are left- turns that are allowed to go at the same time as the opposing direction through and right-turn movements while protected lefts are left-turns that are only allowed to go during their “protected” phase of the signal, and the left-turns are not allowed to go at the same time as the opposing direction through and right-turn movements. Engineering, PCDN Figure A3 City of Fresno, CaliforniaTemperance AvenueOlive Avenue 11 12 4 5 6 8 97 Temperance AvenueOlive AvenueTemperance AvenueDriveway 10 Armstrong AvenueFowlerAvenueArmstrongAvenueTemperance AvenueLocan AvenueDeWolfAvenueOlive Avenue Belmont Avenue McKinley Avenue Clinton Avenue Shields Avenue Shields Avenue Tulare Avenue 57 (106)105 (85)9 (7) 2 (6)151 (134)16 (19)107 (160)17 (24) 41 (76) 23 (31)5 (13)441 (470)4 (4)3 (5)1 2 3 Temperance AvenueTemperance AvenueShields Avenue Clinton Avenue Dakota Avenue 7 (26)125 (146)18 (29) 10 (7) 14 (11)38 (29)156 (148)59 (13)59 (10) 14 (5)7 (19)208 (139)10 (7)151 (141)5 (8)13 (16) 8 (10) 33 (34) 104 (204) 35 (44)56 (24)142 (110)30 (19)32 (43)112 (97)60 (42)Temperance Avenue93 (47)1 (2)1 (4)0 (1)39 (53) 82 (126) 19 (24)28 (20)118 (104)3 (8)83 (132)9 (9)104 (85)5 (11)15 (15) 3 (4) 2 (1)0 (1)60 (110)72 (36) 109 (170) 1 (2) 2 (3) 145 (97) 2 (1)148 (77)9 (13)2 (2)9 (6)15 (14)10 (6)1 (2) 23 (14) 2 (2)23 (16)20 (14)5 (11)15 (6)346 (435)90 (193)0 (6) 531 (186) 13 (15)2 (1)2 (1)8 (11)12 (3) 21 (25) 321 (175) 79 (41) 24 (9)5 (2) 1 (3) INTERSECTION PEAK HOUR TRAFFIC VOLUMES Approved/Pending/Proposed Projects (Intersection Basemap shown on Figure 1) 38 (10) 198 (130) 7 (12) 20 (27) 25 (50) 7 (7) 14 (9) 60 (31) 26 (11) C:\OneDrive\NDEngineering2019\Shields@Temperance\PeakHourTrafficVolAppPendPropProjA2.cdr Signal Warrant Analysis Rural peak hour volume warrants (Warrant 3) were prepared for all unsignalized intersections, as appropriate, based on the methodology presented in the California Manual on Uniform Traffic Control Devices (CA MUTCD) for Streets and Highways, section 4C.04, pages 830, 831, and 837. According to the CA MUTCD, “the satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal.” Therefore prior to making a final determination on installation of a proposed signal, a thorough engineering investigation, including collision history, should be conducted. Queuing Analysis Queuing analysis was completed using Synchro. Synchro printouts provide the 95th percentile maximum queue lengths in vehicles for unsignalized intersections and in feet for signalized. The queue lengths for unsignalized intersections were then converted from vehicles to feet. According to the Synchro manual, “the 95th percentile queue is the maximum back of queue with 95th percentile traffic volumes.” The queue lengths shown on the printouts are the queues for each lane movement. Level of Service Analysis Methods Unsignalized and signalized intersection analyses were completed using Synchro, which incorporates the HCM 6th edition methodologies. Synchro allows for optimization of signals to provide for the greatest reduction in overall intersection delay. This optimization process can result in different signal cycle lengths for both the AM and PM peak hours of a given scenario and across all scenarios. The changing of the signal cycle length somewhat reflects the agency process whereby the agency will adjust intersection signal cycle lengths for differing traffic conditions based on current count data. Level of Service For analysis purposes, the HCM 6th edition defines six levels of service for various facility types. The six levels are given letter designations ranging from “A” to “F”, with “A” representing the best operating conditions and “F” the worst. Quantifiable measures of effectiveness that best describe the quality of operation on the subject facility type are used to determine the facilities level of service. For signalized and unsignalized intersections, the quantifiable measure of effectiveness is average control delay.5 Intersections For AWSC and signalized intersections, “the average control delay per vehicle is estimated for each lane group and aggregated for each approach and for the intersections as a whole”. Level of service for the AWSC and signalized intersection is then based on the aggregated intersection delay. Control delay for two-way stop- controlled (TWSC) intersections, which have stop signs on only the minor street approaches, is also per vehicle but is computed for the stop-controlled or minor street movements only since theoretically the through movements on the major street are not experiencing any delay. Since there is no aggregation of delay for a TWSC intersection, there is no intersection level of service as a whole, only levels of service for the individual minor movements. The minor movements generally consist of separate lefts on the major street approaches and all movements on both minor street approaches. Table A4 shows the six levels of service and their corresponding ranges of average control delay for both signalized and unsignalized intersections. Table A4 also contains a brief traffic flow description for 5 Control delay, according to the Highway Capacity Manual 6th edition, includes initial acceleration delay, queue move-up time, stopped delay, and final acceleration delay. signalized intersections for each level of service category. The level of service diagrams provided throughout the report show the levels of service for the study intersections. The levels of service shown for signalized intersections are representative of the overall level of service for that intersection. For TWSC intersections, the level of service shown on the maps is the level of service for the worst operating movement at that intersection as opposed to the overall intersection level of service. TABLE A4: INTERSECTION LEVEL OF SERVICE DESCRIPTION Intersections Signalized Unsignalized1 Level of Service Conditions Signalized Intersection Description Delay (secs/veh) Delay (secs/veh) “A” Free Flow Users experience very low delay. Progression is favorable and most vehicles do not stop at all. < 10.0 < 10.0 “B” Stable Operations Vehicles travel with good progression. Some vehicles stop, causing slight delay. > 10.0 to 20.0 > 10.0 to 15.0 “C” Stable Operations Higher delays result from fair progression. A significant number of vehicles stop, although many continue to pass through the intersection without stopping. > 20.0 to 35.0 > 15.0 to 25.0 “D” Approaching Unstable Congestion is noticeable. Progression is unfavorable, with more vehicles stopping rather than passing through the intersection. > 35.0 to 55.0 > 25.0 to 35.0 “E” Unstable Operations Traffic volumes are at capacity. Users experience poor progression and long delays. > 55.0 to 80.0 > 35.0 to 50.0 “F” Forced Flow Intersection’s capacity is oversaturated, causing poor progression and unusually long delays. > 80.0 > 50.0 Source: Highway Capacity Manual 6th edition, Transportation Research Board. 1 Unsignalized intersections include TWSC and AWSC Level of Service Standards The City of Fresno has established four (4) Traffic Impact Zones (TIZ) that have varying level of service standards for the roadways within those individual TIZs. The Project study area falls within TIZ III, which has an adopted peak hour segment LOS standard of “D”. However, per the MEIR, the following segments are projected to exceed the peak hour TIS III LOS “D” standard with implementation of the General Plan: Temperance Avenue – Ashlan Avenue to Shields Avenue – LOS “F” Temperance Avenue – Shields Avenue to McKinley Avenue – LOS “E” These roadway segments and all intersections associated with them will be evaluated using a LOS “F” or LOS “E” standard as appropriate. These study intersections include the following: Temperance Avenue at Shields Avenue – LOS “F” or LOS “E” Temperance Avenue at Clinton Avenue – LOS “E” Temperance Avenue at McKinley Avenue – LOS “E” All remaining study intersections will be evaluated using the LOS “D” standard. ND Engineering, PC APPENDIX A-1 2018 TRAFFIC COUNTS Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 354233106311426070170 7:15 AM - 7:30 AM 6 89 1 5 3 140 12 1 17 2 2 0 11 1 27 0 7:30 AM - 7:45 AM 59312151763801205140300 7:45 AM - 8:00 AM 6916391352521657082100 8:00 AM - 8:15 AM 8 87 4 0 6 139 22 1 12 3 11 1 5 3 10 1 8:15 AM - 8:30 AM 2785247792812111100 8:30 AM - 8:45 AM 3750456891213041150 8:45 AM - 9:00 AM 065144677492624260 TOTAL 33 632 20 23 49 908 125 12 90 16 42 5 44 10 125 1 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 987428673332601491 4:15 PM - 4:30 PM 1011772156273687122120 4:30 PM - 4:45 PM 610970116381777022120 4:45 PM - 5:00 PM 6121502069103674021130 5:00 PM - 5:15 PM 611652147212152400290 5:15 PM - 5:30 PM 21066120686164303240 5:30 PM - 5:45 PM 41306116629264307180 5:45 PM - 6:00 PM 611390187592845043110 TOTAL 49 899 49 8 122 538 64 16 47 38 39 1 21 17 78 1 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 25 360 12 10 33 590 97 4 57 10 25 2 28 6 77 1 4:15 PM - 5:15 PM 28 463 24 4 60 266 37 8 24 24 22 1 6 7 46 0 PHF Trucks PHF AM 0.871 1.3% PM 37 266 60 0.917 PM 0.954 1.3% AM 97 590 33 0.786 PHF 0.833 0.821 AM PM 24 57 77 46 24 10 6 7 22 25 28 6 PM AM PHF 0.712 0.922 PHF 0.964 25 360 12 AM 0.961 28 463 24 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave Dakota AveDakota Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ Dakota Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7866 -119.6640 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 7 38 13 3 3 80 31 0 12 60 13 2 40 90 9 2 7:15 AM - 7:30 AM 17 59 16 9 2 87 59 2 29 74 11 3 39 111 11 1 7:30 AM - 7:45 AM 8 66 16 3 3 96 57 2 24 68 28 7 49 119 15 2 7:45 AM - 8:00 AM 18 75 27 2 7 86 58 3 20 50 25 2 46 112 11 1 8:00 AM - 8:15 AM 14 79 18 1 9 105 49 2 12 36 20 1 33 85 10 1 8:15 AM - 8:30 AM 27 55 17 7 4 54 19 2 17 24 13 0 24 52 9 0 8:30 AM - 8:45 AM 12 62 13 5 1 61 14 2 14 21 14 5 20 45 7 0 8:45 AM - 9:00 AM 18 57 10 2 8 42 25 2 8 22 14 2 20 43 3 2 TOTAL 121 491 130 32 37 611 312 15 136 355 138 22 271 657 75 9 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 15 67 16 2 19 44 14 2 26 44 14 0 10 29 11 5 4:15 PM - 4:30 PM 7 96 37 1 10 42 16 2 38 76 10 0 11 33 10 1 4:30 PM - 4:45 PM 15 81 30 0 7 54 12 1 27 57 17 0 13 33 11 0 4:45 PM - 5:00 PM 10 90 17 2 11 48 13 3 40 71 18 1 12 43 6 0 5:00 PM - 5:15 PM 11 91 32 3 8 52 16 0 38 85 12 0 15 36 4 0 5:15 PM - 5:30 PM 11 75 33 1 8 45 10 0 37 101 17 0 12 30 7 0 5:30 PM - 5:45 PM 14 106 25 1 15 51 22 1 39 72 8 2 19 42 6 0 5:45 PM - 6:00 PM 16 97 33 0 12 50 19 2 30 61 12 0 18 39 8 0 TOTAL 99 703 223 10 90 386 122 11 275 567 108 3 110 285 63 6 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 57 279 77 15 21 374 223 9 85 228 84 13 167 427 47 5 5:00 PM - 6:00 PM 52 369 123 5 43 198 67 3 144 319 49 2 64 147 25 0 PHF Trucks PHF AM 0.942 2.0% PM 67 198 43 0.875 PM 0.955 0.6% AM 223 374 21 0.948 PHF 0.826 0.827 AM PM 144 85 47 25 319 228 427 147 49 84 167 64 PM AM PHF 0.876 0.881 PHF 0.86 57 279 77 AM 0.932 52 369 123 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave Shields AveShields Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ Shields Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7794 -119.6640 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 11591493121626612111360 7:15 AM - 7:30 AM 4 65 4 7 7 104 24 0 4 12 4 1 4 15 10 0 7:30 AM - 7:45 AM 3 76 11 2 16 139 24 9 2 13 3 0 10 18 15 0 7:45 AM - 8:00 AM 127426 2 648218 2 4 23 0 0 133540 2 8:00 AM - 8:15 AM 138626 5 529313 3 2 29 3 2 364446 3 8:15 AM - 8:30 AM 8 56 13 7 16 78 4 1 3 19 4 0 8 17 37 1 8:30 AM - 8:45 AM 559651380247831711180 8:45 AM - 9:00 AM 371112136256310119981 TOTAL 59 546 111 39 184 759 96 27 31 120 19 7 98 162 180 7 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 58513475911714903690 4:15 PM - 4:30 PM 4129100362313710087120 4:30 PM - 4:45 PM 399180 5703 01013140 6 2120 4:45 PM - 5:00 PM 51118236853691508641 5:00 PM - 5:15 PM 611482478201011706241 5:15 PM - 5:30 PM 510418176920108903380 5:30 PM - 5:45 PM 21131311263301356082110 5:45 PM - 6:00 PM 213390278839105154130 TOTAL 32 888 97 10 43 547 27 8 68 77 75 1 47 32 73 2 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 36 292 76 16 148 392 59 15 11 84 10 2 67 114 138 6 5:00 PM - 6:00 PM 15 464 48 4 25 288 15 3 42 34 27 1 22 11 36 1 PHF Trucks PHF AM 0.805 2.7% PM 15 288 25 0.932 PM 0.924 0.9% AM 59 392 148 0.837 PHF 0.92 0.772 AM PM 42 11 138 36 34 84 114 11 27 10 67 22 PM AM PHF 0.633 0.784 PHF 0.808 36 292 76 AM 0.915 15 464 48 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave Clinton AveClinton Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ Clinton Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7721 -119.6641 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 07046156125020000140123 7:15 AM - 7:30 AM 06141811108020000100105 7:30 AM - 7:45 AM 083356161350100000130110 7:45 AM - 8:00 AM 082297885040000160221 8:00 AM - 8:15 AM 087201015119030000120212 8:15 AM - 8:30 AM 063116688020000120154 8:30 AM - 8:45 AM 060812117801000009062 8:45 AM - 9:00 AM 073959680600009072 TOTAL 05791996982806039000095010419 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 010719716610300009082 4:15 PM - 4:30 PM 0128173175900000012061 4:30 PM - 4:45 PM 011624288303000015083 4:45 PM - 5:00 PM 011417310720200008080 5:00 PM - 5:15 PM 012116488200000010080 5:15 PM - 5:30 PM 01231911468010000130101 5:30 PM - 5:45 PM 01171841466010000130100 5:45 PM - 6:00 PM 013818187504000012061 TOTAL 096414825955660140000920648 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 031312531504470190000510648 5:00 PM - 6:00 PM 0499711044291060000480342 PHF Trucks PHF AM 0.896 5.5% PM 0 291 44 0.931 PM 0.960 1.8% AM 0 447 50 0.823 PHF ##### #####AM PM 0 0 64 34 00 00 0 0 51 48 PM AM PHF 0.757 0.891 PHF 0.928 0 313 125 AM 0.913 0 499 71 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave McKinley Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ McKinley Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7649 -119.6641 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 4 8413 9 110726 1 2111 2 4 3325 7 0 7:15 AM - 7:30 AM 0 83 10 5 0 93 24 0 17 11 1 2 37 40 2 5 7:30 AM - 7:45 AM 3919 4 210527418143 338416 1 7:45 AM - 8:00 AM 6 78 12 4 3 89 26 2 21 17 11 1 37 47 8 5 8:00 AM - 8:15 AM 8 84 11 2 2 90 18 3 12 14 14 2 33 29 6 1 8:15 AM - 8:30 AM 2631035851648640271400 8:30 AM - 8:45 AM 1 56 7 4 2 65 24 3 10 7 4 2 16 17 3 3 8:45 AM - 9:00 AM 3661033591858442181441 TOTAL 27 605 82 34 18 693 179 22 115 84 43 16 239 227 36 16 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 2 108 9 3 3 51 13 2 17 12 4 1 14 20 3 0 4:15 PM - 4:30 PM 3 125 21 0 5 63 9 1 17 14 2 2 15 8 2 2 4:30 PM - 4:45 PM 5 117 23 2 5 76 11 3 20 17 5 0 23 4 2 0 4:45 PM - 5:00 PM 0 110 14 3 4 67 11 2 19 16 0 0 9 10 4 0 5:00 PM - 5:15 PM 2 114 13 2 5 70 6 1 23 22 2 0 13 9 3 0 5:15 PM - 5:30 PM 2 126 23 1 8 69 11 0 22 24 2 0 14 13 0 4 5:30 PM - 5:45 PM 0 114 16 1 4 63 14 0 21 17 3 1 15 8 1 0 5:45 PM - 6:00 PM 4 130 15 1 3 68 19 3 23 18 6 0 13 12 4 1 TOTAL 18 944 134 13 37 527 94 12 162 140 24 4 116 84 19 7 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 13 336 44 22 6 394 103 7 77 53 17 10 145 153 23 11 5:00 PM - 6:00 PM 8 484 67 5 20 270 50 4 89 81 13 1 55 42 8 5 PHF Trucks PHF AM 0.955 3.7% PM 50 270 20 0.944 PM 0.942 1.3% AM 103 394 6 0.938 PHF 0.953 0.75 AM PM 89 77 23 8 81 53 153 42 13 17 145 55 PM AM PHF 0.872 0.905 PHF 0.954 13 336 44 AM 0.925 8 484 67 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave Olive AveOlive Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ Olive Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7575 -119.6640 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 2 71 9 2 3 132 5 3 14 15 3 6 20 15 9 6 7:15 AM - 7:30 AM 3 66 13 5 2 117 3 3 15 11 14 0 28 26 6 3 7:30 AM - 7:45 AM 9 74 9 4 3 126 10 4 20 9 5 0 23 30 8 2 7:45 AM - 8:00 AM 9 63 5 3 14 109 11 2 9 25 14 5 25 34 11 3 8:00 AM - 8:15 AM 8 74 2 3 7 121 12 3 9 12 6 0 23 19 17 1 8:15 AM - 8:30 AM 6 53 6 3 13 104 5 4 12 11 7 3 25 14 6 0 8:30 AM - 8:45 AM 2 44 5 3 9 71 7 6 10 10 9 1 17 12 10 3 8:45 AM - 9:00 AM 3 55 2 2 7 72 7 7 13 10 5 2 16 17 8 4 TOTAL 42 500 51 25 58 852 60 32 102 103 63 17 177 167 75 22 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 4 99 8 2 3 61 7 2 10 18 8 0 20 14 10 0 4:15 PM - 4:30 PM 1 135 11 0 9 69 7 2 19 22 6 1 8 17 10 3 4:30 PM - 4:45 PM 210612 1 1080 8 2 1532 9 1 101311 1 4:45 PM - 5:00 PM 110112 3 1363 5 1 1031 8 1 1223 6 0 5:00 PM - 5:15 PM 1 115 11 1 8 73 5 1 9 36 11 1 14 19 7 1 5:15 PM - 5:30 PM 8 124 9 0 9 65 10 3 8 27 8 0 11 11 12 0 5:30 PM - 5:45 PM 510613 1 1460 8 2 1618 7 0 121511 1 5:45 PM - 6:00 PM 14 114 4 1 12 71 7 1 12 20 5 0 13 19 15 0 TOTAL 36 900 80 9 78 542 57 14 99 204 62 4 100 131 82 6 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 29 277 29 15 26 473 36 12 53 57 39 5 99 109 42 9 4:15 PM - 5:15 PM 5 457 46 5 40 285 25 6 53 121 34 4 44 72 34 5 PHF Trucks PHF AM 0.964 3.2% PM 25 285 40 0.893 PM 0.968 1.6% AM 36 473 26 0.955 PHF 0.929 0.776 AM PM 53 53 42 34 121 57 109 72 34 39 99 44 PM AM PHF 0.893 0.915 PHF 0.91 29 277 29 AM 0.864 5 457 46 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave Belmont AveBelmont Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ Belmont Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7503 -119.6640 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 0652321570300113011 7:15 AM - 7:30 AM 0511211850400007001 7:30 AM - 7:45 AM 0620301780500003010 7:45 AM - 8:00 AM 0610111360100005020 8:00 AM - 8:15 AM 0482011030400005010 8:15 AM - 8:30 AM 0595401000100008010 8:30 AM - 8:45 AM 055243920600003000 8:45 AM - 9:00 AM 050250700400001011 TOTAL 0 451 14 22 8 1021 0 28 001135073 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 01051140950300005000 4:15 PM - 4:30 PM 0125411670000003020 4:30 PM - 4:45 PM 0121611740400003000 4:45 PM - 5:00 PM 11251110750100005000 5:00 PM - 5:15 PM 0136501840100005010 5:15 PM - 5:30 PM 014210211050220007030 5:30 PM - 5:45 PM 01308101020100004040 5:45 PM - 6:00 PM 099202700000005020 TOTAL 1983571066720122000370120 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 8:00 AM 0239394656013001118042 4:45 PM - 5:45 PM 1533344236605200021080 PHF Trucks PHF AM 0.944 2.7% PM 0 366 2 0.868 PM 0.895 0.9% AM 0 656 4 0.887 PHF 0.25 0.25 AM PM 20 48 00 00 0 1 18 21 PM AM PHF 0.786 0.725 PHF 0.903 0 239 3 AM 0.934 1 533 34 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Temperance Ave Temperance Ave Tulare AveTulare Ave Northbound Westbound Turning Movement Report Southbound Temperance Ave @ Tulare Ave Fresno Wednesday, August 15, 2018 Clear Eastbound 36.7436 -119.6640 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 055031464020520425532 7:15 AM - 7:30 AM 014171177021661117020 7:30 AM - 7:45 AM 0 3 15 0 14 15 68 0 13 70 3 0 8 89 3 1 7:45 AM - 8:00 AM 1 15 12 1 4 34 42 1 18 51 11 1 23 81 2 1 8:00 AM - 8:15 AM 0 18 15 0 4 41 48 2 12 29 8 3 15 52 1 0 8:15 AM - 8:30 AM 614811627012231123520 8:30 AM - 8:45 AM 0230052307140113611 8:45 AM - 9:00 AM 034011130115192142410 TOTAL 7 61 66 3 34 137 379 4 118 324 26 12 56 442 15 5 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 06602115125280013633 4:15 PM - 4:30 PM 09501219046461122811 4:30 PM - 4:45 PM 1161401014035341013060 4:45 PM - 5:00 PM 07403424037360102722 5:00 PM - 5:15 PM 06505319148501102810 5:15 PM - 5:30 PM 09600013055480122350 5:30 PM - 5:45 PM 18101623032492202740 5:45 PM - 6:00 PM 011504127034381001330 TOTAL 2 72 46 0 17 17 154 2 312 329 6 6 6 212 25 6 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 1 37 46 2 29 101 235 3 64 216 23 5 47 292 8 2 4:45 PM - 5:45 PM 1 30 16 0 9 13 79 1 172 183 3 5 2 105 12 2 PHF Trucks PHF AM 0.913 1.1% PM 79 13 9 0.815 PM 0.941 1.3% AM 235 101 29 0.941 PHF 0.869 0.861 AM PM 172 64 8 12 183 216 292 105 323 472 PM AM PHF 0.818 0.96 PHF 0.636 1 37 46 AM 0.783 1 30 16 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Locan Ave Locan Ave Shields AveShields Ave Northbound Westbound Turning Movement Report Southbound Shields Ave @ Locan Ave Fresno Tuesday, June 05, 2018 Clear Eastbound 36.7794 -119.6550 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: ND Engineering 800-975-6938 Phone/Fax 6807 Leameadow www.metrotrafficdata.com Dallas, TX 75248 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 3 23 21 1 0 38 92 2 10 29 0 1 5 58 2 0 7:15 AM - 7:30 AM 3 32 10 0 5 64 124 3 8 28 1 5 19 56 0 2 7:30 AM - 7:45 AM 12 31 29 1 8 72 96 1 12 27 0 8 23 43 5 0 7:45 AM - 8:00 AM 24 58 37 0 8 42 94 3 12 28 3 2 28 68 13 3 8:00 AM - 8:15 AM 29 29 35 2 4 52 70 1 14 19 3 2 28 59 7 2 8:15 AM - 8:30 AM 322613316514191155422 8:30 AM - 8:45 AM 511301204924204115101 8:45 AM - 9:00 AM 290121426010271423333 TOTAL 81 215 141 6 31 333 616 13 74 197 13 24 111 422 32 13 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 2 60 10 1 3 29 21 1 15 38 1 1 4 27 5 1 4:15 PM - 4:30 PM 1 59 13 1 3 21 17 2 35 27 3 1 5 22 3 0 4:30 PM - 4:45 PM 2 54 16 0 2 30 23 2 29 33 4 0 4 22 1 0 4:45 PM - 5:00 PM 1 87 22 0 2 31 21 6 41 29 1 0 1 29 0 1 5:00 PM - 5:15 PM 0 54 13 2 4 26 18 0 36 35 1 1 2 31 0 0 5:15 PM - 5:30 PM 5 79 15 1 2 23 24 1 39 38 0 1 3 24 2 0 5:30 PM - 5:45 PM 0 71 11 0 3 19 33 0 32 36 5 1 6 30 2 2 5:45 PM - 6:00 PM 9 50 17 1 3 20 22 0 25 27 5 2 3 25 0 0 TOTAL 20 514 117 6 22 199 179 12 252 263 20 7 28 210 13 4 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 68 150 111 3 25 230 384 8 46 102 7 17 98 226 25 7 4:45 PM - 5:45 PM 6 291 61 3 11 99 96 7 148 138 7 3 12 114 4 3 PHF Trucks PHF AM 0.887 2.4% PM 96 99 11 0.936 PM 0.931 1.6% AM 384 230 25 0.828 PHF 0.951 0.901 AM PM 148 46 25 4 138 102 226 114 7 7 98 12 PM AM PHF 0.8 0.855 PHF 0.691 68 150 111 AM 0.814 6 291 61 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Armstrong Ave Armstrong Ave Olive AveOlive Ave Northbound Westbound Turning Movement Report Southbound Olive Ave @ Armstrong Ave Fresno Wednesday, November 14, 2018 Clear Eastbound 36.7574 -119.6731 ND Engineering, PC APPENDIX A-2 FRESNO COG MODEL DATA 2018 Model Data 2018 Model Data 2018 Model Data 2018 Model Data 2018 Model Data 2018 Model Data 2035 Model Data 2035 Model Data 2035 Model Data 2035 Model Data 2035 Model Data ND Engineering, PC APPENDIX A-3 PROJECT TRIP GENERATION DATA ND Engineering, PC APPENDIX A-4 APPROVED/PENDING/PROPOSED PROJECT DATA LEONARD AVEDeWOLF AVETEMPERANCE AVELOCAN AVEARMSTRONG AVEDAKOTA AVE ASHLAN AVE SHIELDS AVE GETTYSBURG AVE CLINTON AVE 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions LEGEND 004-058 - 05/01/18 - JR N Not To Scale = STUDY INTERSECTION# = PROJECT LOCATION 1 2 3 423(7)Ashlan AveLocan AveAshlan AveLocan Ave &1.12(3)92(27)5(1) 30(7)30(7)Shields AveDeWolf AveShields AveDeWolf Ave &4. 5(1) 2(1)11(2)Shields AveTemperance AveShields AveTemperance Ave &2. 2(1) 83(24) 2(0)88(25)2(1)2(1)Shields AveLocan AveShields AveLocan Ave &3. 38(9) 22(5) CUSD Shields-Locan Elementary School Project Only Trips Figure 4 = STUDY SEGMENT = AM PROJECT ONLY TRIPS = PM PROJECT ONLY TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 23 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 CUSD Shields-Locan Elementary School Draft Traffic Impact Analysis May 24, 2018 Near Term plus Project Traffic Conditions Description of Approved and Pipeline Projects Approved and Pipeline Projects consist of developments that are either under construction, built but not fully occupied, are not built but have final site development review (SDR) approval, or for which the lead agency or responsible agencies have knowledge of. The City of Fresno, County of Fresno and Caltrans staff were consulted throughout the preparation of this TIA regarding approved and/or known projects that could potentially impact the study intersections. JLB staff conducted a reconnaissance of the surrounding area to confirm the Near Term Projects. Subsequently, it was agreed that the Near Term Projects listed in Table VI were approved, near approval, or in the pipeline within the proximity of the proposed Project. The trip generation listed in Table VI is that which is anticipated to be added to the streets and highways by these projects between the time of the preparation of this report and five years after buildout of the proposed Project. As shown in Table VI, the total trip generation for the Near Term Projects is 122,993 daily trips, 9,872 AM peak hour trips and 12,041 PM peak hour trips. Figure 6 illustrates the location of the approved, near approval, or pipeline projects and their combined trip assignment to the study intersections and segments under the Near Term plus Project Traffic Conditions scenario. Table VI: Near Term Projects’ Trip Generation Approved Project Location Approved or Pipeline Project Name Daily Trips AM Peak Hour PM Peak Hour A TT 5171 (portion of)1 1,086 85 114 B TT 5341 (portion of)2 1,322 104 139 C TT 54242 1,369 107 144 D TT 54272 3,238 254 340 E TT 54642 1,746 137 183 F TT 54981 755 59 79 G TT 5531 (portion of)1 1,189 93 125 H TT 55922 2,436 191 255 I TT 56052 802 63 84 J TT 5626 (portion of)1 387 30 41 K TT 56382 4,295 337 450 L TT 5701A (portion of)1 123 23 13 M TT 5717 (portion of)3 7,834 489 776 N TT 59133 1,029 81 108 O TT 59531 887 70 93 P TT 5998 (portion of)1 736 58 77 Q TT 60231 3,578 280 375 R TT 6095 (portion of)1 765 60 80 S TT 61011 1,048 82 110 T TT 6107 (portion of)1 1,605 126 168 U TT 6112 (portion of)1 519 41 54 V TT 6114 (portion of)1 878 69 92 W TT 61301 1,650 275 314 www.JLBtraffic.com 1300 E. Shaw Ave., Ste. 103 Fresno, CA 93710 Page | 24 Traffic Engineering, Transportation Planning, & Parking Solutions info@JLBtraffic.com (559) 570-8991 CUSD Shields-Locan Elementary School Draft Traffic Impact Analysis May 24, 2018 Table VI: Near Term Projects’ Trip Generation (cont.) Approved Project Location Approved or Pipeline Project Name Daily Trips AM Peak Hour PM Peak Hour X TT 6143 (portion of)1 1,520 119 159 Y TT 61641 425 33 45 Z TT 61741 689 54 72 AA TT 61914 1,038 81 109 AB TT 61931 1,510 118 158 AC TT 62081 396 31 42 AD TT 62144 1,982 155 208 AE Creekside Village Apartments1 1,457 92 111 AF CUSD Fowler-McKinley Elementary School1 1,418 503 128 AG Fancher Creek Town Center (portion of)1 62,596 3,251 5,942 AH Neighborhood Shopping Center (portion of)1 2,065 148 159 AI Sanger Education Center1 7,597 2,135 640 AJ Sunnyside Market1 1,023 38 54 Total Approved and Pipeline Project Trips 122,993 9,872 12,041 Note: 1 = Trip Generation prepared by JLB Traffic Engineering, Inc. based on readily available information 2 = Trip Generation based on Peters Engineering Group Traffic Impact Analysis Report 3 = Trip Generation based on TJKM Traffic Impact Analysis Report 4 = Trip Generation based on JLB Traffic Engineering, Inc. Traffic Impact Analysis Report Traffic Signal Warrants Peak hour traffic signal warrants, as appropriate, were prepared for the unsignalized intersections in the Near Term plus Project Traffic Conditions scenario. These warrants are found in Appendix J. The effects of right-turning traffic from the minor approach onto the major approach were taken into account using engineering judgement pursuant to the CA MUTCD guidelines for the preparation of traffic signal warrants. Under this scenario, the intersections of Locan Avenue and Shields Avenue and DeWolf Avenue and Shields Avenue satisfy the peak hour signal warrant during both peak periods. Based on the signal warrant and engineering judgement, signalization of these intersections is recommended. LEONARD AVEDeWOLF AVETEMPERANCE AVELOCAN AVEARMSTRONG AVEDAKOTA AVE ASHLAN AVE SHIELDS AVE GETTYSBURG AVE CLINTON AVE 1300 E. Shaw Ave., Ste. 103, Fresno, CA 93710 PHONE:(559) 570-8991, EMAIL: info@JLBtraffic.com, www.JLBtraffic.com Traffic Engineering, Transportation Planning & Parking Solutions LEGEND 004-058 - 05/04/18 - JR N Not To Scale = STUDY INTERSECTION# = PROJECT LOCATION 1 2 3 430(17)24(17)10(22)48(32)Ashlan AveLocan AveAshlan AveLocan Ave &1.20(9)9(7)20(14) 280(199) 45(53) 143(280) 26(9)71(48)Shields AveDeWolf AveShields AveDeWolf Ave &4.0(1)151(108) 3(1) 91(129) 45(56)58(23)161(116)23(20)70(45)Shields AveTemperance AveShields AveTemperance Ave &2.126(108)25(13)23(29) 259(164) 87(42) 15(27) 112(204) 39(35)66(58)8(15)11(7)Shields AveLocan AveShields AveLocan Ave &3.19(18)12(8)215(141) 7(15) 1(3) 125(178) 58(24) CUSD Shields-Locan Elementary School Near Term Projects' Trip Assignment Figure 6 = STUDY SEGMENT = AM NEAR TERM TRIPS = PM NEAR TERM TRIPS XX (XX) = SIGNALIZED INTERSECTION = STOP SIGN X = NEAR TERM PROJECT LOCATION A B C D E F O H I AE Y S V J K AH M N GR P Q T U W X Z AA AB AC AD AJ AIAG AF L ND Engineering, PC APPENDIX B ACCIDENT RATE SHEETS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =4 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 12,681 DATE OF COUNT =06/05/18 CALCULATIONS: 4X RI = == =0.17 5.0 X 365 X 12,681 SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection SIGNALS 4 WAY STOP NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) MEB RV NI X 1,000,000 T X 365 X ADT Temperance and Dakota INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:4 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp Rural BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate NO CONTROLS Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) SIGNALS 4 WAY FLASHERS 4 WAY STOP SIGNALS STOP/YIELD SIGNS (EXC 4WAY) T X 365 X ADT 1,000,000 4,000,000 23,142,825 NI X 1,000,000 BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =3 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 19,851 DATE OF COUNT =06/05/18 CALCULATIONS: 3X RI = == =0.08 5.0 X 365 X 19,851T X 365 X ADT 1,000,000 3,000,000 36,228,075 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT Temperance and Shields INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:SIGNAL For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =5 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 13,250 DATE OF COUNT =06/05/18 CALCULATIONS: 5X RI = == =0.21 5.0 X 365 X 13,250T X 365 X ADT 1,000,000 5,000,000 24,181,250 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT Temperance and Clinton INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:SIGNAL For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =11 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 11,039 DATE OF COUNT =06/05/18 CALCULATIONS: 11 X RI = == =0.55 5.0 X 365 X 11,039T X 365 X ADT 1,000,000 11,000,000 20,146,175 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT Temperance and McKinley INTERSECTION TYPE:T-INTERSECTION CONTROL TYPE:STOP SIGN For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =6 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 14,459 DATE OF COUNT =06/05/18 CALCULATIONS: 6X RI = == =0.23 5.0 X 365 X 14,459 STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural MEB NI X 1,000,000 T X 365 X ADT Temperance and Olive INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:4 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP T X 365 X ADT 1,000,000 6,000,000 26,387,675 NI X 1,000,000 BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =13 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 13,467 DATE OF COUNT =06/05/18 CALCULATIONS: 13 X RI = == =0.53 5.0 X 365 X 13,467T X 365 X ADT 1,000,000 13,000,000 24,577,275 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT Temperance and Belmont INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:4 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP 4 WAY STOP SIGNALS BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =4 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 11,121 DATE OF COUNT =06/05/18 CALCULATIONS: 4X RI = == =0.20 5.0 X 365 X 11,121 SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate 4 WAY STOP 4 WAY STOP SIGNALS SIGNALS 4 WAY FLASHERS STOP/YIELD SIGNS (EXC 4WAY) BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) MEB NI X 1,000,000 T X 365 X ADT Temperance and Tulare INTERSECTION TYPE:T-INTERSECTION CONTROL TYPE:STOP SIGN For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP T X 365 X ADT 1,000,000 4,000,000 20,295,825 NI X 1,000,000 BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =8 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 9,479 DATE OF COUNT =06/05/18 CALCULATIONS: 8X RI = == =0.46 5.0 X 365 X 9,479T X 365 X ADT 1,000,000 8,000,000 17,299,175 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT SHIELDS AND LOCAN INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:2 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP 4 WAY STOP SIGNALS BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =0 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 10,102 DATE OF COUNT =06/05/18 CALCULATIONS: 0X RI = == =0.00 5.0 X 365 X 10,102 STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural MEB NI X 1,000,000 T X 365 X ADT Shields and Dewolf INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:4 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP T X 365 X ADT 1,000,000 0 18,436,150 NI X 1,000,000 BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =0 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 9,305 DATE OF COUNT =06/05/18 CALCULATIONS: 0X RI = == =0.00 5.0 X 365 X 9,305T X 365 X ADT 1,000,000 0 16,981,625 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT Armstrong and Clinton INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:4 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS BY:DATE:12/2/2018 LOCATION: AREA TYPE: BASE RATES RATE GROUP BASE RATE ADT FACTOR PERCENT FATALS PERCENT INJURIES PERCENT F + I INTERSECTION TYPE*AREA TYPE I 01 0.09 0.000 2.8 47.2 50.0 F, M AND S RURAL I 02 0.22 0.000 2.5 43.4 45.9 F, M AND S RURAL I 03 0.55 0.000 0.8 33.2 33.2 F, M AND S RURAL I 04 0.58 0.000 1.0 38.0 39.0 F, M AND S RURAL I 05 0.49 0.000 0.3 25.2 25.5 F, M AND S RURAL I 06 0.31 0.000 0.8 32.1 32.1 F, M AND S SUBURBAN I 07 0.23 0.000 1.9 39.0 40.9 F, M AND S SUBURBAN I 08 0.27 0.000 1.8 32.9 34.7 F, M AND S SUBURBAN I 09 0.43 0.000 0.4 36.1 36.5 F, M AND S SUBURBAN I 10 0.34 0.000 0.8 31.2 32.1 F, M AND S SUBURBAN I 11 0.04 0.000 2.6 37.3 37.3 F, M AND S URBAN I 12 0.13 0.000 1.1 43.8 45.0 F, M AND S URBAN I 13 0.19 0.000 0.4 29.2 29.2 F, M AND S URBAN I 14 0.24 0.000 0.5 44.6 45.0 F, M AND S URBAN I 15 0.22 0.000 1.0 34.6 35.6 F, M AND S URBAN I 16 0.11 0.000 1.6 47.0 48.6 T, Y AND Z RURAL I 17 0.16 0.000 1.8 39.5 41.3 T, Y AND Z RURAL I 18 0.33 0.000 4.8 47.6 52.4 T, Y AND Z RURAL I 19 0.22 0.000 0.8 42.6 43.3 T, Y AND Z RURAL I 20 0.39 0.000 0.6 37.1 37.6 T, Y AND Z RURAL I 21 0.39 0.000 0.5 35.5 35.9 T, Y AND Z SUBURBAN I 22 0.14 0.000 1.2 38.2 39.3 T, Y AND Z SUBURBAN I 23 0.28 0.000 1.7 22.2 22.2 T, Y AND Z SUBURBAN I 24 0.28 0.000 0.4 37.2 37.5 T, Y AND Z SUBURBAN I 25 0.24 0.000 2.9 34.4 34.4 T, Y AND Z SUBURBAN I 26 0.05 0.000 0.9 29.5 30.4 T, Y AND Z URBAN I 27 0.08 0.000 1.0 45.1 46.1 T, Y AND Z URBAN I 28 0.04 0.000 1.1 16.7 16.7 T, Y AND Z URBAN I 29 0.19 0.000 0.4 46.8 47.1 T, Y AND Z URBAN I 30 0.14 0.000 2.6 31.6 34.2 T, Y AND Z URBAN RATE CALCULATION FORMULA RI = WHERE:RI = INTERSECTION ACCIDENT RATE NI = TOTAL NUMBER OF ACCIDENTS ADT = AVERAGE DAILY "ENTERING" TRAFFIC T = ANALYSIS PERIOD, IN YEARS INFORMATION SOURCES TOTAL NUMBER OF REPORTED ACCIDENTS =1 TIME RANGE OF ACCIDENT RECORDS 01/01/13 TO 12/31/17 = 5.00 YEARS TOTAL ADT ENTERING INTERSECTION 13,326 DATE OF COUNT =06/05/18 CALCULATIONS: 1X RI = == =0.04 5.0 X 365 X 13,326T X 365 X ADT 1,000,000 1,000,000 24,319,950 NI X 1,000,000 MEB NI X 1,000,000 T X 365 X ADT Armstrong and Olive INTERSECTION TYPE:FOUR-LEGGED CONTROL TYPE:4 Way Stop For highway project 0.50 mile in length, the base rate is in accidents per million vehicle miles. For highway projects < 0.50 mile in length, the base rate is in accidents per million vehicles and the Values listed are to be reduced by one-half. Ramps - - - - - - - - - - - - Accidents/Million Vehicles (MV) Traversing the Ramp INTERSECTION ACCIDENT RATE ANALYSIS ADT Factor = Value to be added to the base rate "0.60/" means 0.60 DIVIDED by ADT, in thousands; i.e., with 5,000 ADT, 0.12 would be added to the base rate CONTROL TYPE STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP BASED ON BASIC EXPECTED ACCIDENT RATE TABLES F0R HIGHWAYS, INTERSECTIONS & RAMPS, CALTRANS, 2007. 4 WAY STOP SIGNALS 4 WAY FLASHERS 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY FLASHERS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) STOP/YIELD SIGNS (EXC 4WAY) Rural Highway Segments - - - - - Accidents/Million Vehicle Miles (MVM) For intersection and ramp projects, the base rate is in - - - - - Accidents/Million Vehicle Miles (MVM) 4 WAY STOP 4 WAY STOP SIGNALS SIGNALS 4 WAY FLASHERS NO CONTROLS Intersections - - - - - - - - - - Accidents/Million Vehicles (MV) Entering the Intersection NO CONTROLS BASIC EXPECTED ACCIDENT RATE TABLE FOR INTERSECTIONS "0.017" means 0.017 TIMES ADT, in thousands, i.e., with 20,000 ADT, 0.34 would be added to the base rate STOP/YIELD SIGNS (EXC 4WAY) SIGNALS NO CONTROLS STOP/YIELD SIGNS (EXC 4WAY) 4 WAY STOP SIGNALS 4 WAY STOP 4 WAY FLASHERS NO CONTROLS SIGNALS 4 WAY FLASHERS ND Engineering, PC APPENDIX C EXISTING (2018) CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Existing AM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 1 Intersection Intersection Delay, s/veh170.4 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 57 10 25 29 6 77 26 366 12 33 577 97 Future Vol, veh/h 57 10 25 29 6 77 26 366 12 33 577 97 Peak Hour Factor 0.82 0.82 0.82 0.71 0.71 0.71 0.96 0.96 0.96 0.79 0.79 0.79 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 70 12 30 41 8 108 27 381 13 42 730 123 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 15.8 14.2 17.3 289.3 HCM LOS C B C F Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 62% 100% 0% 100% 0% Vol Thru, %0% 100% 91% 11% 0% 7% 0% 86% Vol Right, %0% 0% 9% 27% 0% 93% 0% 14% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 26 244 134 92 29 83 33 674 LT Vol 26 0 0 57 29 0 33 0 Through Vol 0 244 122 10 0 6 0 577 RT Vol 0 0 12 25 0 77 0 97 Lane Flow Rate 27 254 140 112 41 117 42 853 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.059 0.515 0.28 0.263 0.099 0.246 0.086 1.614 Departure Headway (Hd) 8.872 8.357 8.293 9.704 9.997 8.805 7.422 6.81 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 406 435 435 372 361 410 482 537 Service Time 6.572 6.057 5.993 7.404 7.697 6.505 5.183 4.57 HCM Lane V/C Ratio 0.067 0.584 0.322 0.301 0.114 0.285 0.087 1.588 HCM Control Delay 12.1 19.6 14.2 15.8 13.8 14.4 10.9 302.9 HCM Lane LOS B C B C B B B F HCM 95th-tile Q 0.2 2.9 1.1 1 0.3 1 0.3 47 Existing AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 101 275 95 178 485 52 73 319 99 23 402 239 v/c Ratio 0.36 0.64 0.21 0.68 0.54 0.10 0.32 0.36 0.12 0.20 0.27 0.30 Control Delay 51.2 43.1 2.9 61.9 36.7 0.4 52.6 21.3 0.3 53.5 22.2 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.2 43.1 2.9 61.9 36.7 0.4 52.6 21.3 0.3 53.5 22.2 4.2 Queue Length 50th (ft) 32 167 0 60 155 0 24 113 0 15 92 0 Queue Length 95th (ft) 61 230 10 #118 202 0 50 252 0 44 156 53 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 294 669 642 273 1270 654 273 890 851 141 1482 802 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.34 0.41 0.15 0.65 0.38 0.08 0.27 0.36 0.12 0.16 0.27 0.30 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 84 228 79 157 427 46 63 274 85 22 382 227 Future Volume (veh/h) 84 228 79 157 427 46 63 274 85 22 382 227 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 101 275 95 178 485 52 73 319 99 23 402 239 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 212 381 322 244 778 347 182 859 728 51 1511 674 Arrive On Green 0.06 0.20 0.20 0.07 0.22 0.22 0.05 0.46 0.46 0.03 0.43 0.43 Sat Flow, veh/h 3456 1870 1581 3456 3554 1585 3456 1870 1585 1781 3554 1585 Grp Volume(v), veh/h 101 275 95 178 485 52 73 319 99 23 402 239 Grp Sat Flow(s),veh/h/ln 1728 1870 1581 1728 1777 1585 1728 1870 1585 1781 1777 1585 Q Serve(g_s), s 2.8 13.6 5.0 5.0 12.2 2.1 2.0 11.0 3.6 1.3 7.2 6.9 Cycle Q Clear(g_c), s 2.8 13.6 5.0 5.0 12.2 2.1 2.0 11.0 3.6 1.3 7.2 6.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 212 381 322 244 778 347 182 859 728 51 1511 674 V/C Ratio(X)0.48 0.72 0.29 0.73 0.62 0.15 0.40 0.37 0.14 0.45 0.27 0.35 Avail Cap(c_a), veh/h 280 682 576 280 1295 578 280 859 728 144 1511 674 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.8 36.7 33.3 45.0 34.9 21.0 45.3 17.4 15.4 47.2 18.4 9.0 Incr Delay (d2), s/veh 0.6 9.4 1.9 6.3 3.1 0.8 0.5 1.2 0.4 2.4 0.4 1.5 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 1.2 6.9 2.0 2.3 5.4 1.0 0.9 4.6 1.3 0.6 2.8 3.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.4 46.2 35.2 51.3 38.0 21.8 45.8 18.6 15.8 49.6 18.8 10.4 LnGrp LOS D D D D D C D B B D B B Approach Vol, veh/h 471 715 491 664 Approach Delay, s/veh 43.8 40.1 22.1 16.9 Approach LOS D D C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 48.0 12.0 26.9 8.5 51.4 12.9 26.0 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 * 5.9 Max Green Setting (Gmax), s8.0 42.0 8.0 36.0 8.0 38.0 8.0 * 36 Max Q Clear Time (g_c+I1), s4.0 9.2 4.8 14.2 3.3 13.0 7.0 15.6 Green Ext Time (p_c), s 0.0 7.0 0.0 7.3 0.0 4.2 0.0 4.4 Intersection Summary HCM 6th Ctrl Delay 30.5 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Existing AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 12 122 106 381 44 360 94 188 542 v/c Ratio 0.06 0.30 0.54 0.65 0.23 0.65 0.17 0.93 0.79 Control Delay 36.3 24.8 46.4 23.1 37.9 32.5 3.6 85.0 36.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.3 24.8 46.4 23.1 37.9 32.5 3.6 85.0 36.2 Queue Length 50th (ft) 5 46 45 114 18 137 0 84 232 Queue Length 95th (ft) 21 71 82 138 54 #306 14 #254 #576 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 203 921 203 880 203 554 549 203 688 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 0.06 0.13 0.52 0.43 0.22 0.65 0.17 0.93 0.79 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 9 84 10 67 114 126 36 292 76 158 392 63 Future Volume (veh/h) 9 84 10 67 114 126 36 292 76 158 392 63 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 12 109 13 106 181 200 44 360 94 188 467 75 Peak Hour Factor 0.77 0.77 0.77 0.63 0.63 0.63 0.81 0.81 0.81 0.84 0.84 0.84 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 42 380 45 165 243 268 112 534 451 196 522 84 Arrive On Green 0.02 0.23 0.23 0.09 0.30 0.30 0.06 0.29 0.29 0.11 0.34 0.34 Sat Flow, veh/h 1767 1627 194 1767 800 884 1767 1856 1567 1767 1559 250 Grp Volume(v), veh/h 12 0 122 106 0 381 44 360 94 188 0 542 Grp Sat Flow(s),veh/h/ln 1767 0 1821 1767 0 1684 1767 1856 1567 1767 0 1810 Q Serve(g_s), s 0.5 0.0 4.2 4.4 0.0 15.6 1.8 13.1 3.5 8.1 0.0 21.8 Cycle Q Clear(g_c), s 0.5 0.0 4.2 4.4 0.0 15.6 1.8 13.1 3.5 8.1 0.0 21.8 Prop In Lane 1.00 0.11 1.00 0.52 1.00 1.00 1.00 0.14 Lane Grp Cap(c), veh/h 42 0 425 165 0 511 112 534 451 196 0 606 V/C Ratio(X)0.29 0.00 0.29 0.64 0.00 0.75 0.39 0.67 0.21 0.96 0.00 0.89 Avail Cap(c_a), veh/h 196 0 880 196 0 814 196 534 451 196 0 606 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.7 0.0 24.1 33.4 0.0 24.0 34.4 24.1 20.7 33.8 0.0 24.1 Incr Delay (d2), s/veh 1.4 0.0 1.0 2.9 0.0 5.9 0.8 6.7 1.1 51.6 0.0 18.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 1.8 1.9 0.0 6.5 0.8 6.2 1.3 6.0 0.0 11.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.1 0.0 25.1 36.4 0.0 29.9 35.2 30.8 21.7 85.4 0.0 42.3 LnGrp LOS D A C D A C D C C F A D Approach Vol, veh/h 134 487 498 730 Approach Delay, s/veh 26.3 31.3 29.5 53.4 Approach LOS C C C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.9 32.3 5.8 29.5 12.5 28.7 11.2 24.2 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s3.8 23.8 2.5 17.6 10.1 15.1 6.4 6.2 Green Ext Time (p_c), s 0.0 0.0 0.0 4.5 0.0 2.6 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 39.1 HCM 6th LOS D Existing AM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 6 Intersection Int Delay, s/veh 3.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 51 64 313 125 50 447 Future Vol, veh/h 51 64 313 125 50 447 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 76 76 93 93 82 82 Heavy Vehicles, % 6 6 6 6 6 6 Mvmt Flow 67 84 337 134 61 545 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1071 404 0 0 471 0 Stage 1 404 - - - - - Stage 2 667 - - - - - Critical Hdwy 6.46 6.26 - - 4.16 - Critical Hdwy Stg 1 5.46 - - - - - Critical Hdwy Stg 2 5.46 - - - - - Follow-up Hdwy 3.5543.354 - -2.254 - Pot Cap-1 Maneuver240 638 - - 1070 - Stage 1 666 - - - - - Stage 2 503 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver220 638 - - 1070 - Mov Cap-2 Maneuver220 - - - - - Stage 1 666 - - - - - Stage 2 462 - - - - - Approach WB NB SB HCM Control Delay, s23.2 0 0.9 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 346 1070 - HCM Lane V/C Ratio - -0.4370.057 - HCM Control Delay (s) - - 23.2 8.6 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 2.1 0.2 - Existing AM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 7 Intersection Intersection Delay, s/veh 74.2 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 77 98 17 145 193 23 13 336 44 6 394 103 Future Vol, veh/h 77 98 17 145 193 23 13 336 44 6 394 103 Peak Hour Factor 0.75 0.75 0.75 0.87 0.87 0.87 0.95 0.95 0.95 0.94 0.94 0.94 Heavy Vehicles, % 4 4 4 4 4 4 4 4 4 4 4 4 Mvmt Flow 103 131 23 167 222 26 14 354 46 6 419 110 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 32.9 82.6 82 81.3 HCM LOS D F F F Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %3% 40% 40% 1% 0% Vol Thru, %85% 51% 53% 98% 0% Vol Right, %11% 9% 6% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 393 192 361 400 103 LT Vol 13 77 145 6 0 Through Vol 336 98 193 394 0 RT Vol 44 17 23 0 103 Lane Flow Rate 414 256 415 426 110 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.019 0.689 1.022 1.075 0.255 Departure Headway (Hd) 9.291 10.166 9.255 9.41 8.672 Convergence, Y/N Yes Yes Yes Yes Yes Cap 393 358 394 387 416 Service Time 7.291 8.166 7.255 7.11 6.372 HCM Lane V/C Ratio 1.053 0.715 1.053 1.101 0.264 HCM Control Delay 82 32.9 82.6 98.5 14.3 HCM Lane LOS F D F F B HCM 95th-tile Q 12.6 4.9 12.8 14.3 1 Existing AM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 8 Intersection Intersection Delay, s/veh44.5 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 53 57 39 99 109 42 29 277 29 26 473 36 Future Vol, veh/h 53 57 39 99 109 42 29 277 29 26 473 36 Peak Hour Factor 0.78 0.78 0.78 0.89 0.89 0.89 0.91 0.91 0.91 0.95 0.95 0.95 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 68 73 50 111 122 47 32 304 32 27 498 38 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay14.9 19.1 26.7 78.8 HCM LOS B C D F Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %9% 48% 0% 48% 0% 5% Vol Thru, %83% 52% 0% 52% 0% 88% Vol Right, %9% 0%100% 0%100% 7% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 335 110 39 208 42 535 LT Vol 29 53 0 99 0 26 Through Vol 277 57 0 109 0 473 RT Vol 29 0 39 0 42 36 Lane Flow Rate 368 141 50 234 47 563 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 0.720.3340.1060.5340.0961.051 Departure Headway (Hd) 7.248.9397.9578.5897.6136.721 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 504 405 453 423 474 541 Service Time 5.246.6395.6576.2895.3134.744 HCM Lane V/C Ratio 0.730.348 0.110.5530.0991.041 HCM Control Delay 26.7 16.1 11.6 20.7 11.1 78.8 HCM Lane LOS D C B C B F HCM 95th-tile Q 5.8 1.4 0.4 3.1 0.3 16.3 Existing AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 9 Intersection Int Delay, s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 22 0 5 0 288 4 5 736 0 Future Vol, veh/h 0 0 1 22 0 5 0 288 4 5 736 0 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 25 25 25 79 79 79 90 90 90 89 89 89 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 0 0 4 28 0 6 0 320 4 6 827 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1164 1163 827 1163 1161 322 827 0 0 324 0 0 Stage 1 839 839 - 322 322 - - - - - - - Stage 2 325 324 - 841 839 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.5274.0273.3273.5274.0273.3272.227 - -2.227 - - Pot Cap-1 Maneuver171 194 370 171 194 717 800 - - 1230 - - Stage 1 359 380 - 688 649 - - - - - - - Stage 2 685 648 - 358 380 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver168 192 370 168 192 717 800 - - 1230 - - Mov Cap-2 Maneuver168 192 - 168 192 - - - - - - - Stage 1 359 377 - 688 649 - - - - - - - Stage 2 679 648 - 351 377 - - - - - - - Approach EB WB NB SB HCM Control Delay, s14.8 27.2 0 0.1 HCM LOS B D Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 800 - - 370 196 1230 - - HCM Lane V/C Ratio - - -0.0110.1740.005 - - HCM Control Delay (s) 0 - - 14.8 27.2 7.9 0 - HCM Lane LOS A - - B D A A - HCM 95th %tile Q(veh) 0 - - 0 0.6 0 - - Existing AM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 10 Intersection Int Delay, s/veh 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 64 222 23 46 284 7 1 37 47 28 101 235 Future Vol, veh/h 64 222 23 46 284 7 1 37 47 28 101 235 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 82 82 82 64 64 63 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 74 258 27 56 346 9 2 58 75 30 107 250 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 355 0 0 285 0 0 1061 887 272 949 896 351 Stage 1 - - - - - - 420 420 - 463 463 - Stage 2 - - - - - - 641 467 - 486 433 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1204 - - 1277 - - 202 283 767 240 280 692 Stage 1 - - - - - - 611 589 - 579 564 - Stage 2 - - - - - - 463 562 - 563 582 - Platoon blocked, % - -- - Mov Cap-1 Maneuver1204 - - 1277 - - 79 251 767 163 248 692 Mov Cap-2 Maneuver - - - - - - 79 251 - 163 248 - Stage 1 - - - - - - 574 553 - 544 533 - Stage 2 - - - - - - 223 531 - 427 546 - Approach EB WB NB SB HCM Control Delay, s1.7 1.1 19.2 24.1 HCM LOS C C Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h) 386 1204 - - 1277 - - 223 692 HCM Lane V/C Ratio 0.3470.062 - -0.044 - -0.6150.361 HCM Control Delay (s) 19.2 8.2 - - 7.9 0 - 44 13.1 HCM Lane LOS C A - - A A - E B HCM 95th %tile Q(veh) 1.5 0.2 - - 0.1 - - 3.6 1.6 Existing AM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 11 Intersection Intersection Delay, s/veh 39 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 207 86 11 0 94 13 24 221 2 19 263 214 Future Vol, veh/h 207 86 11 0 94 13 24 221 2 19 263 214 Peak Hour Factor 0.91 0.91 0.91 0.93 0.93 0.93 0.79 0.79 0.79 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 227 95 12 0 101 14 30 280 3 23 313 255 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 23.8 13.7 20.1 62.5 HCM LOS C B C F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %10% 68% 0% 4% Vol Thru, %89% 28% 88% 53% Vol Right, %1% 4% 12% 43% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 247 304 107 496 LT Vol 24 207 0 19 Through Vol 221 86 94 263 RT Vol 2 11 13 214 Lane Flow Rate 313 334 115 590 Geometry Grp 1 1 1 1 Degree of Util (X)0.601 0.668 0.251 1.002 Departure Headway (Hd) 7.033 7.309 7.994 6.109 Convergence, Y/N Yes Yes Yes Yes Cap 516 498 452 590 Service Time 5.033 5.309 5.994 4.201 HCM Lane V/C Ratio 0.607 0.671 0.254 1 HCM Control Delay 20.1 23.8 13.7 62.5 HCM Lane LOS C C B F HCM 95th-tile Q 3.9 4.9 1 14.8 Existing AM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 12 Intersection Intersection Delay, s/veh38.4 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 55 18 57 131 33 16 153 10 42 423 47 Future Vol, veh/h 30 55 18 57 131 33 16 153 10 42 423 47 Peak Hour Factor 0.83 0.83 0.83 0.75 0.75 0.75 0.73 0.73 0.73 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 36 66 22 76 175 44 22 210 14 50 504 56 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay13.1 18.4 15.2 62.5 HCM LOS B C C F Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %9% 29% 26% 8% Vol Thru, %85% 53% 59% 83% Vol Right, %6% 17% 15% 9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 179 103 221 512 LT Vol 16 30 57 42 Through Vol 153 55 131 423 RT Vol 10 18 33 47 Lane Flow Rate 245 124 295 610 Geometry Grp 1 1 1 1 Degree of Util (X) 0.4540.2550.5611.006 Departure Headway (Hd)6.6717.5036.8535.939 Convergence, Y/N Yes Yes Yes Yes Cap 537 481 525 610 Service Time 4.7535.5034.9293.998 HCM Lane V/C Ratio 0.4560.2580.562 1 HCM Control Delay 15.2 13.1 18.4 62.5 HCM Lane LOS C B C F HCM 95th-tile Q 2.3 1 3.4 15.3 Existing AM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex am.synPage 13 Intersection Intersection Delay, s/veh33.2 Intersection LOS D Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 46 102 7 98 226 25 68 150 111 25 230 384 Future Vol, veh/h 46 102 7 98 226 25 68 150 111 25 230 384 Peak Hour Factor 0.90 0.90 0.90 0.80 0.80 0.80 0.69 0.69 0.69 0.83 0.83 0.83 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 51 113 8 123 283 31 99 217 161 30 277 463 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay15.9 27.7 27.6 43.6 HCM LOS C D D E Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %31% 0%100% 0%100% 0% 10% 0% Vol Thru, %69% 0% 0% 94% 0% 90% 90% 0% Vol Right, %0%100% 0% 6% 0% 10% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 218 111 46 109 98 251 255 384 LT Vol 68 0 46 0 98 0 25 0 Through Vol 150 0 0 102 0 226 230 0 RT Vol 0 111 0 7 0 25 0 384 Lane Flow Rate 316 161 51 121 122 314 307 463 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.7620.3440.1420.317 0.310.7410.6910.941 Departure Headway (Hd)8.6777.6899.9929.4219.201 8.618.205 7.43 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 420 465 361 384 393 424 442 490 Service Time 6.3775.4897.7047.1336.901 6.315.905 5.13 HCM Lane V/C Ratio 0.7520.3460.1410.315 0.310.7410.6950.945 HCM Control Delay 34.3 14.5 14.4 16.5 16 32.2 27.3 54.5 HCM Lane LOS D B B C C D D F HCM 95th-tile Q 6.3 1.5 0.5 1.3 1.3 6 5.1 11.4 Existing PM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 1 Intersection Intersection Delay, s/veh 14.8 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 24 24 23 6 7 46 29 473 24 60 272 37 Future Vol, veh/h 24 24 23 6 7 46 29 473 24 60 272 37 Peak Hour Factor 0.83 0.83 0.83 0.92 0.92 0.92 0.96 0.96 0.96 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 29 29 28 7 8 50 30 493 25 65 296 40 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 11.8 10.6 14.5 16.5 HCM LOS B B B C Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 34% 100% 0% 100% 0% Vol Thru, %0% 100% 87% 34% 0% 13% 0% 88% Vol Right, %0% 0% 13% 32% 0% 87% 0% 12% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 29 315 182 71 6 53 60 309 LT Vol 29 0 0 24 6 0 60 0 Through Vol 0 315 158 24 0 7 0 272 RT Vol 0 0 24 23 0 46 0 37 Lane Flow Rate 30 328 189 86 7 58 65 336 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.056 0.562 0.319 0.176 0.015 0.111 0.125 0.587 Departure Headway (Hd) 6.664 6.159 6.066 7.4 8.071 6.946 6.88 6.291 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 536 585 590 482 441 513 520 571 Service Time 4.422 3.917 3.823 5.184 5.862 4.735 4.642 4.052 HCM Lane V/C Ratio 0.056 0.561 0.32 0.178 0.016 0.113 0.125 0.588 HCM Control Delay 9.8 16.6 11.7 11.8 11 10.6 10.6 17.7 HCM Lane LOS A C B B B B B C HCM 95th-tile Q 0.2 3.5 1.4 0.6 0 0.4 0.4 3.8 Existing PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 170 384 63 78 167 27 56 388 132 49 219 74 v/c Ratio 0.32 0.70 0.11 0.36 0.28 0.07 0.26 0.52 0.18 0.43 0.16 0.11 Control Delay 41.3 39.2 0.4 52.3 36.2 0.3 50.3 27.9 4.3 60.3 22.3 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.3 39.2 0.4 52.3 36.2 0.3 50.3 27.9 4.3 60.3 22.3 0.3 Queue Length 50th (ft) 47 225 0 25 52 0 18 194 0 31 49 0 Queue Length 95th (ft) #110 295 0 51 67 0 40 319 35 #76 82 0 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 525 694 682 219 1318 682 219 753 724 113 1394 700 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.32 0.55 0.09 0.36 0.13 0.04 0.26 0.52 0.18 0.43 0.16 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 141 319 52 69 147 24 52 361 123 43 193 65 Future Volume (veh/h) 141 319 52 69 147 24 52 361 123 43 193 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 170 384 63 78 167 27 56 388 132 49 219 74 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.93 0.93 0.93 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 770 488 413 189 330 147 168 747 633 81 1373 611 Arrive On Green 0.22 0.26 0.26 0.05 0.09 0.09 0.05 0.40 0.40 0.05 0.39 0.39 Sat Flow, veh/h 3456 1870 1585 3456 3554 1585 3456 1870 1585 1781 3554 1581 Grp Volume(v), veh/h 170 384 63 78 167 27 56 388 132 49 219 74 Grp Sat Flow(s),veh/h/ln 1728 1870 1585 1728 1777 1585 1728 1870 1585 1781 1777 1581 Q Serve(g_s), s 3.9 18.3 2.2 2.1 4.3 1.2 1.5 15.1 3.7 2.6 3.9 1.3 Cycle Q Clear(g_c), s 3.9 18.3 2.2 2.1 4.3 1.2 1.5 15.1 3.7 2.6 3.9 1.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 770 488 413 189 330 147 168 747 633 81 1373 611 V/C Ratio(X)0.22 0.79 0.15 0.41 0.51 0.18 0.33 0.52 0.21 0.60 0.16 0.12 Avail Cap(c_a), veh/h 770 683 579 216 1299 579 216 747 633 112 1373 611 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.4 32.9 15.9 43.8 41.4 27.2 44.1 21.8 9.3 44.9 19.2 3.6 Incr Delay (d2), s/veh 0.1 10.5 0.7 0.5 4.6 2.3 0.4 2.6 0.7 2.7 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 1.5 9.2 1.1 0.9 2.0 0.7 0.6 6.6 1.9 1.1 1.5 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.5 43.4 16.6 44.3 45.9 29.4 44.5 24.3 10.0 47.5 19.5 4.0 LnGrp LOS C D B D D C D C B D B A Approach Vol, veh/h 617 272 576 342 Approach Delay, s/veh 37.1 43.8 23.0 20.1 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.3 43.0 27.2 14.2 10.1 44.3 11.1 30.3 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 5.3 Max Green Setting (Gmax), s6.0 37.0 6.0 35.0 6.0 37.0 6.0 35.0 Max Q Clear Time (g_c+I1), s3.5 5.9 5.9 6.3 4.6 17.1 4.1 20.3 Green Ext Time (p_c), s 0.0 3.0 0.0 2.6 0.0 4.9 0.0 4.7 Intersection Summary HCM 6th Ctrl Delay 30.4 HCM 6th LOS C Existing PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 46 66 28 60 16 504 52 20 323 v/c Ratio 0.17 0.16 0.10 0.15 0.06 0.43 0.05 0.07 0.28 Control Delay 30.2 12.9 30.5 9.4 30.7 19.6 0.1 30.7 17.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.2 12.9 30.5 9.4 30.7 19.6 0.1 30.7 17.4 Queue Length 50th (ft) 10 8 6 3 3 77 0 4 43 Queue Length 95th (ft) 62 41 37 24 30 #572 0 35 #311 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 293 1265 293 1203 293 1159 1033 293 1153 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 0.16 0.05 0.10 0.05 0.05 0.43 0.05 0.07 0.28 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 42 34 27 22 11 36 15 464 48 19 288 12 Future Volume (veh/h) 42 34 27 22 11 36 15 464 48 19 288 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 46 37 29 28 14 46 16 504 52 20 310 13 Peak Hour Factor 0.92 0.92 0.92 0.78 0.78 0.78 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 130 147 115 90 49 162 56 727 617 68 705 30 Arrive On Green 0.07 0.15 0.15 0.05 0.13 0.13 0.03 0.39 0.39 0.04 0.40 0.40 Sat Flow, veh/h 1781 972 762 1781 383 1260 1781 1870 1585 1781 1782 75 Grp Volume(v), veh/h 46 0 66 28 0 60 16 504 52 20 0 323 Grp Sat Flow(s),veh/h/ln 1781 0 1733 1781 0 1644 1781 1870 1585 1781 0 1857 Q Serve(g_s), s 1.4 0.0 1.9 0.9 0.0 1.9 0.5 12.7 1.2 0.6 0.0 7.2 Cycle Q Clear(g_c), s 1.4 0.0 1.9 0.9 0.0 1.9 0.5 12.7 1.2 0.6 0.0 7.2 Prop In Lane 1.00 0.44 1.00 0.77 1.00 1.00 1.00 0.04 Lane Grp Cap(c), veh/h 130 0 262 90 0 212 56 727 617 68 0 735 V/C Ratio(X)0.35 0.00 0.25 0.31 0.00 0.28 0.29 0.69 0.08 0.29 0.00 0.44 Avail Cap(c_a), veh/h 268 0 1134 268 0 1075 268 727 617 268 0 735 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.0 0.0 21.2 25.9 0.0 22.3 26.8 14.5 10.9 26.5 0.0 12.5 Incr Delay (d2), s/veh 0.6 0.0 1.4 0.7 0.0 2.0 1.0 5.4 0.3 0.9 0.0 1.9 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 0.5 0.0 0.8 0.3 0.0 0.8 0.2 5.2 0.4 0.3 0.0 2.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 25.6 0.0 22.5 26.6 0.0 24.3 27.8 19.8 11.2 27.3 0.0 14.4 LnGrp LOS C A C C A C C B B C A B Approach Vol, veh/h 112 88 572 343 Approach Delay, s/veh 23.8 25.0 19.3 15.2 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.8 29.1 8.1 13.6 6.2 28.7 6.8 14.9 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s2.5 9.2 3.4 3.9 2.6 14.7 2.9 3.9 Green Ext Time (p_c), s 0.0 3.0 0.0 0.6 0.0 3.5 0.0 0.7 Intersection Summary HCM 6th Ctrl Delay 18.9 HCM 6th LOS B Existing PM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 6 Intersection Int Delay, s/veh 2.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 48 34 499 71 44 291 Future Vol, veh/h 48 34 499 71 44 291 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 89 89 91 91 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 54 38 548 78 47 313 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 994 587 0 0 626 0 Stage 1 587 - - - - - Stage 2 407 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.5183.318 - -2.218 - Pot Cap-1 Maneuver272 510 - - 956 - Stage 1 556 - - - - - Stage 2 672 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver256 510 - - 956 - Mov Cap-2 Maneuver256 - - - - - Stage 1 556 - - - - - Stage 2 632 - - - - - Approach WB NB SB HCM Control Delay, s20.5 0 1.2 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 323 956 - HCM Lane V/C Ratio - -0.2850.049 - HCM Control Delay (s) - - 20.5 9 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 1.2 0.2 - Existing PM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 7 Intersection Intersection Delay, s/veh 37.1 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 89 98 13 55 57 8 8 484 67 20 270 50 Future Vol, veh/h 89 98 13 55 57 8 8 484 67 20 270 50 Peak Hour Factor 0.95 0.95 0.95 0.91 0.91 0.91 0.93 0.93 0.93 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 94 103 14 60 63 9 9 520 72 21 287 53 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 15.6 13.6 61.5 17.8 HCM LOS C B F C Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %1% 45% 46% 7% 0% Vol Thru, %87% 49% 47% 93% 0% Vol Right, %12% 7% 7% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 559 200 120 290 50 LT Vol 8 89 55 20 0 Through Vol 484 98 57 270 0 RT Vol 67 13 8 0 50 Lane Flow Rate 601 211 132 309 53 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.001 0.424 0.277 0.59 0.091 Departure Headway (Hd) 5.996 7.254 7.561 6.88 6.128 Convergence, Y/N Yes Yes Yes Yes Yes Cap 601 495 472 521 582 Service Time 4.051 5.332 5.652 4.646 3.894 HCM Lane V/C Ratio 1 0.426 0.28 0.593 0.091 HCM Control Delay 61.5 15.6 13.6 19.2 9.5 HCM Lane LOS F C B C A HCM 95th-tile Q 15 2.1 1.1 3.8 0.3 Existing PM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 8 Intersection Intersection Delay, s/veh41.8 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 53 121 34 44 72 34 5 457 46 40 285 25 Future Vol, veh/h 53 121 34 44 72 34 5 457 46 40 285 25 Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.86 0.86 0.86 0.89 0.89 0.89 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 57 130 37 48 78 37 6 531 53 45 320 28 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay15.8 13.9 70.7 24.6 HCM LOS C B F C Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %1% 30% 0% 38% 0% 11% Vol Thru, %90% 70% 0% 62% 0% 81% Vol Right, %9% 0%100% 0%100% 7% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 508 174 34 116 34 350 LT Vol 5 53 0 44 0 40 Through Vol 457 121 0 72 0 285 RT Vol 46 0 34 0 34 25 Lane Flow Rate 591 187 37 126 37 393 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 1.0310.4170.073 0.290.075 0.71 Departure Headway (Hd)6.2818.3097.4238.576 7.656.749 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 585 436 486 421 471 539 Service Time 4.2816.0095.1236.276 5.354.749 HCM Lane V/C Ratio 1.010.4290.0760.2990.0790.729 HCM Control Delay 70.7 16.8 10.7 14.7 11 24.6 HCM Lane LOS F C B B B C HCM 95th-tile Q 16 2 0.2 1.2 0.2 5.7 Existing PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 9 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 0 0 22 0 8 1 547 35 2 376 0 Future Vol, veh/h 2 0 0 22 0 8 1 547 35 2 376 0 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 25 25 25 72 72 72 93 93 93 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 0 31 0 11 1 588 38 2 432 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1051 1064 432 1045 1045 607 432 0 0 626 0 0 Stage 1 436 436 - 609 609 - - - - - - - Stage 2 615 628 - 436 436 - - - - - - - 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 3.5184.0183.3183.5184.0183.3182.218 - -2.218 - - Pot Cap-1 Maneuver205 223 624 207 229 496 1128 - - 956 - - Stage 1 599 580 - 482 485 - - - - - - - Stage 2 479 476 - 599 580 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver200 222 624 206 228 496 1128 - - 956 - - Mov Cap-2 Maneuver200 222 - 206 228 - - - - - - - Stage 1 598 578 - 482 485 - - - - - - - Stage 2 468 476 - 597 578 - - - - - - - Approach EB WB NB SB HCM Control Delay, s23.7 22.8 0 0 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1128 - - 200 244 956 - - HCM Lane V/C Ratio 0.001 - - 0.040.1710.002 - - HCM Control Delay (s) 8.2 0 - 23.7 22.8 8.8 0 - HCM Lane LOS A A - C C A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.6 0 - - Existing PM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 10 Intersection Int Delay, s/veh 5.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 172 208 3 2 105 12 1 30 18 11 13 79 Future Vol, veh/h 172 208 3 2 105 12 1 30 18 11 13 79 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 96 96 96 78 78 78 81 81 81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 198 239 3 2 109 13 1 38 23 14 16 98 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 122 0 0 242 0 0 814 763 241 787 758 116 Stage 1 - - - - - - 637 637 - 120 120 - Stage 2 - - - - - - 177 126 - 667 638 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1465 - - 1324 - - 297 334 798 309 336 936 Stage 1 - - - - - - 465 471 - 884 796 - Stage 2 - - - - - - 825 792 - 448 471 - Platoon blocked, % - -- - Mov Cap-1 Maneuver1465 - - 1324 - - 228 288 798 242 290 936 Mov Cap-2 Maneuver - - - - - - 228 288 - 242 290 - Stage 1 - - - - - - 402 407 - 765 794 - Stage 2 - - - - - - 723 790 - 341 407 - Approach EB WB NB SB HCM Control Delay, s3.5 0.1 16.6 11.8 HCM LOS C B Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h) 374 1465 - - 1324 - - 266 936 HCM Lane V/C Ratio 0.1680.135 - -0.002 - -0.1110.104 HCM Control Delay (s) 16.6 7.8 - - 7.7 0 - 20.2 9.3 HCM Lane LOS C A - - A A - C A HCM 95th %tile Q(veh) 0.6 0.5 - - 0 - - 0.4 0.3 Existing PM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 11 Intersection Intersection Delay, s/veh 11 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 150 79 13 1 29 15 19 204 2 8 122 68 Future Vol, veh/h 150 79 13 1 29 15 19 204 2 8 122 68 Peak Hour Factor 0.90 0.90 0.90 0.77 0.77 0.77 0.90 0.90 0.90 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 167 88 14 1 38 19 21 227 2 9 133 74 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 11.9 9 11.1 10.2 HCM LOS B A B B Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %8% 62% 2% 4% Vol Thru, %91% 33% 64% 62% Vol Right, %1% 5% 33% 34% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 225 242 45 198 LT Vol 19 150 1 8 Through Vol 204 79 29 122 RT Vol 2 13 15 68 Lane Flow Rate 250 269 58 215 Geometry Grp 1 1 1 1 Degree of Util (X)0.361 0.398 0.088 0.3 Departure Headway (Hd) 5.198 5.326 5.404 5.021 Convergence, Y/N Yes Yes Yes Yes Cap 698 675 662 717 Service Time 3.198 3.356 3.444 3.052 HCM Lane V/C Ratio 0.358 0.399 0.088 0.3 HCM Control Delay 11.1 11.9 9 10.2 HCM Lane LOS B B A B HCM 95th-tile Q 1.6 1.9 0.3 1.3 Existing PM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 12 Intersection Intersection Delay, s/veh11.6 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 64 98 13 6 30 7 10 307 13 12 128 14 Future Vol, veh/h 64 98 13 6 30 7 10 307 13 12 128 14 Peak Hour Factor 0.78 0.78 0.78 0.65 0.65 0.65 0.91 0.91 0.91 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 82 126 17 9 46 11 11 337 14 13 139 15 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay11.3 9.3 13 10 HCM LOS B A B A Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %3% 37% 14% 8% Vol Thru, %93% 56% 70% 83% Vol Right, %4% 7% 16% 9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 330 175 43 154 LT Vol 10 64 6 12 Through Vol 307 98 30 128 RT Vol 13 13 7 14 Lane Flow Rate 363 224 66 167 Geometry Grp 1 1 1 1 Degree of Util (X) 0.5060.3390.1040.244 Departure Headway (Hd)5.0195.4455.6375.241 Convergence, Y/N Yes Yes Yes Yes Cap 722 660 634 685 Service Time 3.0193.4813.6823.275 HCM Lane V/C Ratio 0.5030.3390.1040.244 HCM Control Delay 13 11.3 9.3 10 HCM Lane LOS B B A A HCM 95th-tile Q 2.9 1.5 0.3 1 Existing PM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031219 tract 6224 ex pm.synPage 13 Intersection Intersection Delay, s/veh14.6 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 148 138 7 12 114 4 6 291 61 11 99 96 Future Vol, veh/h 148 138 7 12 114 4 6 291 61 11 99 96 Peak Hour Factor 0.95 0.95 0.95 0.85 0.85 0.85 0.81 0.81 0.81 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 156 145 7 14 134 5 7 359 75 12 105 102 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay12.8 12.3 18.6 10.9 HCM LOS B B C B Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %2% 0%100% 0%100% 0% 10% 0% Vol Thru, %98% 0% 0% 95% 0% 97% 90% 0% Vol Right, %0%100% 0% 5% 0% 3% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 297 61 148 145 12 118 110 96 LT Vol 6 0 148 0 12 0 11 0 Through Vol 291 0 0 138 0 114 99 0 RT Vol 0 61 0 7 0 4 0 96 Lane Flow Rate 367 75 156 153 14 139 117 102 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.6520.1190.3150.286 0.030.2720.2220.172 Departure Headway (Hd)6.4065.6857.2796.735 7.697.0546.8316.065 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 561 626 491 530 468 505 522 586 Service Time 4.1833.4625.0664.522 5.394.8544.626 3.86 HCM Lane V/C Ratio 0.654 0.120.3180.289 0.030.2750.2240.174 HCM Control Delay 20.5 9.2 13.4 12.2 10.6 12.5 11.6 10.1 HCM Lane LOS C A B B B B B B HCM 95th-tile Q 4.7 0.4 1.3 1.2 0.1 1.1 0.8 0.6 ND Engineering, PC APPENDIX D EXISTING (2018) CONDITIONS SIGNAL WARRANTS TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. Engineering, PCDN 71112 8951111 DAKOTA 40 EXISTING (2018) TEMPERANCE R.D.02/15/19 50 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 82115 905935 MCKINLEY 45 EXISTING TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 200361 899896 OLIVE 45 EXISTING TEMPERANCE R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 208250 858870 BELMONT 45 EXISTING TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 50 45 3027 9611032 TULARE EXISTING TEMPERANCE R.D.02/15/19 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 103364 502646 LOCAN EXISTING SHIELDS R.D.02/15/19 45 X X R.D.02/11/19 45 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 242304 423743 DEWOLF EXISTING SHIELDS R.D.02/15/19 45 X X R.D.02/11/19 45 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 175221 484 CLINTON EXISTING R.D.02/15/19 X X 02/11/19 691 CLINTON EXISTING ARMSTRONG R.D.02/15/19 45 X X 02/11/19 45 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) 300 500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES R.D. EXISTING (2018) R.D.02/15/19R.D.02/15/1902/11/19 Engineering, PCDN 293349 EXISTING R.D.02/15/19 X 02/11/19 564968 OLIVE 45 EXISTING ARMSTRONG R.D.02/15/19 45 X X 02/11/19 ND Engineering, PC APPENDIX E EXISTING (2018) PLUS PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Existing + Project AM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 1 Intersection Intersection Delay, s/veh184.7 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 57 10 25 29 6 77 26 405 12 33 593 97 Future Vol, veh/h 57 10 25 29 6 77 26 405 12 33 593 97 Peak Hour Factor 0.82 0.82 0.82 0.71 0.71 0.71 0.96 0.96 0.96 0.79 0.79 0.79 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 70 12 30 41 8 108 27 422 13 42 751 123 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 16.2 14.5 19 318.3 HCM LOS C B C F Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 62% 100% 0% 100% 0% Vol Thru, %0% 100% 92% 11% 0% 7% 0% 86% Vol Right, %0% 0% 8% 27% 0% 93% 0% 14% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 26 270 147 92 29 83 33 690 LT Vol 26 0 0 57 29 0 33 0 Through Vol 0 270 135 10 0 6 0 593 RT Vol 0 0 12 25 0 77 0 97 Lane Flow Rate 27 281 153 112 41 117 42 873 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.059 0.571 0.308 0.267 0.1 0.25 0.088 1.682 Departure Headway (Hd) 8.996 8.481 8.422 9.938 10.233 9.037 7.542 6.932 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 401 428 430 364 352 400 474 524 Service Time 6.696 6.181 6.122 7.638 7.933 6.737 5.305 4.694 HCM Lane V/C Ratio 0.067 0.657 0.356 0.308 0.116 0.292 0.089 1.666 HCM Control Delay 12.3 21.9 14.8 16.2 14.1 14.7 11 333 HCM Lane LOS B C B C B B B F HCM 95th-tile Q 0.2 3.5 1.3 1.1 0.3 1 0.3 50.3 Existing + Project AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 101 290 100 218 507 67 177 349 122 35 407 239 v/c Ratio 0.37 0.68 0.22 0.84 0.64 0.15 0.70 0.41 0.15 0.31 0.29 0.31 Control Delay 52.0 45.4 3.2 77.7 40.9 0.7 65.1 23.8 1.1 57.1 23.7 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.0 45.4 3.2 77.7 40.9 0.7 65.1 23.8 1.1 57.1 23.7 4.3 Queue Length 50th (ft) 34 181 0 76 166 0 61 165 0 23 97 0 Queue Length 95th (ft) 61 243 13 #156 211 0 #111 277 4 60 157 53 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 281 631 614 258 1199 625 258 859 828 133 1399 770 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.46 0.16 0.84 0.42 0.11 0.69 0.41 0.15 0.26 0.29 0.31 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Project AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 84 241 83 192 446 59 152 300 105 33 387 227 Future Volume (veh/h) 84 241 83 192 446 59 152 300 105 33 387 227 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 101 290 100 218 507 67 177 349 122 35 407 239 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 241 392 332 268 792 353 240 839 711 66 1444 644 Arrive On Green 0.07 0.21 0.21 0.08 0.22 0.22 0.07 0.45 0.45 0.04 0.41 0.41 Sat Flow, veh/h 3456 1870 1581 3456 3554 1585 3456 1870 1585 1781 3554 1585 Grp Volume(v), veh/h 101 290 100 218 507 67 177 349 122 35 407 239 Grp Sat Flow(s),veh/h/ln 1728 1870 1581 1728 1777 1585 1728 1870 1585 1781 1777 1585 Q Serve(g_s), s 2.9 15.0 5.5 6.4 13.4 2.9 5.2 13.1 4.8 2.0 7.9 7.5 Cycle Q Clear(g_c), s 2.9 15.0 5.5 6.4 13.4 2.9 5.2 13.1 4.8 2.0 7.9 7.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 241 392 332 268 792 353 240 839 711 66 1444 644 V/C Ratio(X)0.42 0.74 0.30 0.81 0.64 0.19 0.74 0.42 0.17 0.53 0.28 0.37 Avail Cap(c_a), veh/h 268 652 551 268 1238 552 268 839 711 138 1444 644 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.0 38.2 34.5 46.9 36.4 21.7 47.2 19.3 17.0 48.9 20.6 10.2 Incr Delay (d2), s/veh 0.4 10.0 1.9 16.3 3.3 1.0 7.5 1.5 0.5 2.5 0.5 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 1.2 7.6 2.2 3.3 5.9 1.4 2.4 5.6 1.7 0.9 3.1 3.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.5 48.2 36.4 63.3 39.7 22.7 54.7 20.8 17.5 51.4 21.0 11.8 LnGrp LOS D D D E D C D C B D C B Approach Vol, veh/h 491 792 648 681 Approach Delay, s/veh 45.4 44.7 29.4 19.4 Approach LOS D D C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.9 48.0 13.1 28.3 9.5 52.4 13.9 27.6 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 * 5.9 Max Green Setting (Gmax), s8.0 42.0 8.0 36.0 8.0 38.0 8.0 * 36 Max Q Clear Time (g_c+I1), s7.2 9.9 4.9 15.4 4.0 15.1 8.4 17.0 Green Ext Time (p_c), s 0.0 7.1 0.0 7.5 0.0 4.6 0.0 4.5 Intersection Summary HCM 6th Ctrl Delay 34.5 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Existing + Project AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 22 122 106 381 44 379 94 198 637 v/c Ratio 0.12 0.27 0.55 0.66 0.24 0.70 0.18 1.01 0.96 Control Delay 38.9 23.4 49.3 24.9 40.1 36.5 3.6 106.2 56.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.9 23.4 49.3 24.9 40.1 36.5 3.6 106.2 56.8 Queue Length 50th (ft) 9 46 45 114 18 146 0 89 ~335 Queue Length 95th (ft) 32 71 82 138 54 #331 14 #269 #703 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 197 894 197 856 197 538 536 197 667 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 0.11 0.14 0.54 0.45 0.22 0.70 0.18 1.01 0.96 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Project AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 17 84 10 67 114 126 36 307 76 166 426 109 Future Volume (veh/h) 17 84 10 67 114 126 36 307 76 166 426 109 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 22 109 13 106 181 200 44 379 94 198 507 130 Peak Hour Factor 0.77 0.77 0.77 0.63 0.63 0.63 0.81 0.81 0.81 0.84 0.84 0.84 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 69 404 48 163 241 266 111 523 442 192 466 120 Arrive On Green 0.04 0.25 0.25 0.09 0.30 0.30 0.06 0.28 0.28 0.11 0.33 0.33 Sat Flow, veh/h 1767 1627 194 1767 800 884 1767 1856 1567 1767 1424 365 Grp Volume(v), veh/h 22 0 122 106 0 381 44 379 94 198 0 637 Grp Sat Flow(s),veh/h/ln 1767 0 1821 1767 0 1684 1767 1856 1567 1767 0 1789 Q Serve(g_s), s 0.9 0.0 4.2 4.5 0.0 15.9 1.9 14.4 3.6 8.5 0.0 25.6 Cycle Q Clear(g_c), s 0.9 0.0 4.2 4.5 0.0 15.9 1.9 14.4 3.6 8.5 0.0 25.6 Prop In Lane 1.00 0.11 1.00 0.52 1.00 1.00 1.00 0.20 Lane Grp Cap(c), veh/h 69 0 452 163 0 508 111 523 442 192 0 586 V/C Ratio(X)0.32 0.00 0.27 0.65 0.00 0.75 0.40 0.72 0.21 1.03 0.00 1.09 Avail Cap(c_a), veh/h 192 0 863 192 0 798 192 523 442 192 0 586 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.5 0.0 23.7 34.2 0.0 24.6 35.1 25.3 21.4 34.8 0.0 26.2 Incr Delay (d2), s/veh 1.0 0.0 0.9 3.5 0.0 6.0 0.8 8.5 1.1 72.7 0.0 62.9 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 0.4 0.0 1.8 2.0 0.0 6.7 0.8 6.9 1.3 7.3 0.0 19.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 37.5 0.0 24.5 37.7 0.0 30.7 36.0 33.8 22.5 107.4 0.0 89.2 LnGrp LOS D A C D A C D C C F A F Approach Vol, veh/h 144 487 517 835 Approach Delay, s/veh 26.5 32.2 31.9 93.5 Approach LOS C C C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.9 32.3 7.0 29.8 12.5 28.7 11.2 25.7 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s3.9 27.6 2.9 17.9 10.5 16.4 6.5 6.2 Green Ext Time (p_c), s 0.0 0.0 0.0 4.5 0.0 2.3 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 57.5 HCM 6th LOS E Existing + Project AM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 6 Intersection Int Delay, s/veh 3.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 51 64 328 125 50 481 Future Vol, veh/h 51 64 328 125 50 481 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 76 76 93 93 82 82 Heavy Vehicles, % 6 6 6 6 6 6 Mvmt Flow 67 84 353 134 61 587 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1129 420 0 0 487 0 Stage 1 420 - - - - - Stage 2 709 - - - - - Critical Hdwy 6.46 6.26 - - 4.16 - Critical Hdwy Stg 1 5.46 - - - - - Critical Hdwy Stg 2 5.46 - - - - - Follow-up Hdwy 3.5543.354 - -2.254 - Pot Cap-1 Maneuver222 625 - - 1056 - Stage 1 654 - - - - - Stage 2 481 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver203 625 - - 1056 - Mov Cap-2 Maneuver203 - - - - - Stage 1 654 - - - - - Stage 2 440 - - - - - Approach WB NB SB HCM Control Delay, s25.4 0 0.8 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 325 1056 - HCM Lane V/C Ratio - -0.4660.058 - HCM Control Delay (s) - - 25.4 8.6 0 HCM Lane LOS - - D A A HCM 95th %tile Q(veh) - - 2.4 0.2 - Existing + Project AM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 7 Intersection Intersection Delay, s/veh 85.4 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 79 98 17 145 193 23 13 349 44 6 422 109 Future Vol, veh/h 79 98 17 145 193 23 13 349 44 6 422 109 Peak Hour Factor 0.75 0.75 0.75 0.87 0.87 0.87 0.95 0.95 0.95 0.94 0.94 0.94 Heavy Vehicles, % 4 4 4 4 4 4 4 4 4 4 4 4 Mvmt Flow 105 131 23 167 222 26 14 367 46 6 449 116 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 33.6 84.4 93.2 103.6 HCM LOS D F F F Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %3% 41% 40% 1% 0% Vol Thru, %86% 51% 53% 99% 0% Vol Right, %11% 9% 6% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 406 194 361 428 109 LT Vol 13 79 145 6 0 Through Vol 349 98 193 422 0 RT Vol 44 17 23 0 109 Lane Flow Rate 427 259 415 455 116 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.056 0.689 1.025 1.157 0.271 Departure Headway (Hd) 9.434 10.437 9.47 9.488 8.75 Convergence, Y/N Yes Yes Yes Yes Yes Cap 389 349 386 387 413 Service Time 7.434 8.437 7.47 7.188 6.45 HCM Lane V/C Ratio 1.098 0.742 1.075 1.176 0.281 HCM Control Delay 93.2 33.6 84.4 126.2 14.7 HCM Lane LOS F D F F B HCM 95th-tile Q 13.7 4.9 12.7 17.1 1.1 Existing + Project AM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 8 Intersection Intersection Delay, s/veh54.2 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 58 57 39 99 109 42 29 285 29 26 492 45 Future Vol, veh/h 58 57 39 99 109 42 29 285 29 26 492 45 Peak Hour Factor 0.78 0.78 0.78 0.89 0.89 0.89 0.91 0.91 0.91 0.95 0.95 0.95 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 74 73 50 111 122 47 32 313 32 27 518 47 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay15.5 19.6 28.6 99.7 HCM LOS C C D F Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %8% 50% 0% 48% 0% 5% Vol Thru, %83% 50% 0% 52% 0% 87% Vol Right, %8% 0%100% 0%100% 8% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 343 115 39 208 42 563 LT Vol 29 58 0 99 0 26 Through Vol 285 57 0 109 0 492 RT Vol 29 0 39 0 42 45 Lane Flow Rate 377 147 50 234 47 593 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 0.740.3540.1070.5410.0971.115 Departure Headway (Hd)7.4059.126 8.138.7767.7986.771 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 490 397 444 414 462 539 Service Time 5.4056.826 5.836.4765.4984.825 HCM Lane V/C Ratio 0.769 0.370.1130.5650.102 1.1 HCM Control Delay 28.6 16.7 11.8 21.3 11.3 99.7 HCM Lane LOS D C B C B F HCM 95th-tile Q 6.1 1.6 0.4 3.1 0.3 19.1 Existing + Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 9 Intersection Int Delay, s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 22 0 5 0 296 4 5 755 0 Future Vol, veh/h 0 0 1 22 0 5 0 296 4 5 755 0 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 25 25 25 79 79 79 90 90 90 89 89 89 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 0 0 4 28 0 6 0 329 4 6 848 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1194 1193 848 1193 1191 331 848 0 0 333 0 0 Stage 1 860 860 - 331 331 - - - - - - - Stage 2 334 333 - 862 860 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.5274.0273.3273.5274.0273.3272.227 - -2.227 - - Pot Cap-1 Maneuver163 186 360 163 187 708 785 - - 1221 - - Stage 1 349 371 - 680 643 - - - - - - - Stage 2 678 642 - 348 371 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver160 184 360 160 185 708 785 - - 1221 - - Mov Cap-2 Maneuver160 184 - 160 185 - - - - - - - Stage 1 349 368 - 680 643 - - - - - - - Stage 2 672 642 - 341 368 - - - - - - - Approach EB WB NB SB HCM Control Delay, s15.1 28.5 0 0.1 HCM LOS C D Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 785 - - 360 187 1221 - - HCM Lane V/C Ratio - - -0.0110.1830.005 - - HCM Control Delay (s) 0 - - 15.1 28.5 8 0 - HCM Lane LOS A - - C D A A - HCM 95th %tile Q(veh) 0 - - 0 0.6 0 - - Existing + Project AM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 10 Intersection Int Delay, s/veh 10.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 65 240 23 46 290 7 1 37 47 28 101 236 Future Vol, veh/h 65 240 23 46 290 7 1 37 47 28 101 236 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 82 82 82 64 64 63 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 76 279 27 56 354 9 2 58 75 30 107 251 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 363 0 0 306 0 0 1095 920 293 982 929 359 Stage 1 - - - - - - 445 445 - 471 471 - Stage 2 - - - - - - 650 475 - 511 458 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1196 - - 1255 - - 191 271 746 228 268 685 Stage 1 - - - - - - 592 575 - 573 560 - Stage 2 - - - - - - 458 557 - 545 567 - Platoon blocked, % - -- - Mov Cap-1 Maneuver1196 - - 1255 - - 72 240 746 153 237 685 Mov Cap-2 Maneuver - - - - - - 72 240 - 153 237 - Stage 1 - - - - - - 554 538 - 536 529 - Stage 2 - - - - - - 218 526 - 410 531 - Approach EB WB NB SB HCM Control Delay, s1.6 1.1 20.2 25.8 HCM LOS C D Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h) 370 1196 - - 1255 - - 212 685 HCM Lane V/C Ratio 0.3620.063 - -0.045 - -0.6470.367 HCM Control Delay (s) 20.2 8.2 - - 8 0 - 48.7 13.3 HCM Lane LOS C A - - A A - E B HCM 95th %tile Q(veh) 1.6 0.2 - - 0.1 - - 3.9 1.7 Existing + Project AM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 11 Intersection Intersection Delay, s/veh 45.5 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 212 98 12 0 98 13 24 221 2 19 263 216 Future Vol, veh/h 212 98 12 0 98 13 24 221 2 19 263 216 Peak Hour Factor 0.91 0.91 0.91 0.93 0.93 0.93 0.79 0.79 0.79 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 233 108 13 0 105 14 30 280 3 23 313 257 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 27 14.2 21.2 75.7 HCM LOS D B C F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %10% 66% 0% 4% Vol Thru, %89% 30% 88% 53% Vol Right, %1% 4% 12% 43% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 247 322 111 498 LT Vol 24 212 0 19 Through Vol 221 98 98 263 RT Vol 2 12 13 216 Lane Flow Rate 313 354 119 593 Geometry Grp 1 1 1 1 Degree of Util (X)0.616 0.716 0.266 1.047 Departure Headway (Hd) 7.255 7.441 8.234 6.359 Convergence, Y/N Yes Yes Yes Yes Cap 500 488 439 575 Service Time 5.255 5.441 6.234 4.359 HCM Lane V/C Ratio 0.626 0.725 0.271 1.031 HCM Control Delay 21.2 27 14.2 75.7 HCM Lane LOS C D B F HCM 95th-tile Q 4.1 5.7 1.1 16.7 Existing + Project AM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 12 Intersection Intersection Delay, s/veh47.7 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 59 18 76 158 33 16 153 14 42 423 47 Future Vol, veh/h 30 59 18 76 158 33 16 153 14 42 423 47 Peak Hour Factor 0.83 0.83 0.83 0.75 0.75 0.75 0.73 0.73 0.73 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 36 71 22 101 211 44 22 210 19 50 504 56 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay13.8 23.9 16.5 81.7 HCM LOS B C C F Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %9% 28% 28% 8% Vol Thru, %84% 55% 59% 83% Vol Right, %8% 17% 12% 9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 183 107 267 512 LT Vol 16 30 76 42 Through Vol 153 59 158 423 RT Vol 14 18 33 47 Lane Flow Rate 251 129 356 610 Geometry Grp 1 1 1 1 Degree of Util (X) 0.477 0.270.6781.068 Departure Headway (Hd)7.1567.9187.1326.305 Convergence, Y/N Yes Yes Yes Yes Cap 506 456 509 579 Service Time 5.1565.9185.1324.305 HCM Lane V/C Ratio 0.4960.2830.6991.054 HCM Control Delay 16.5 13.8 23.9 81.7 HCM Lane LOS C B C F HCM 95th-tile Q 2.5 1.1 5.1 17.7 Existing + Project AM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep am.synPage 13 Intersection Intersection Delay, s/veh36.4 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 46 103 7 98 232 25 68 155 111 25 240 392 Future Vol, veh/h 46 103 7 98 232 25 68 155 111 25 240 392 Peak Hour Factor 0.90 0.90 0.90 0.80 0.80 0.80 0.69 0.69 0.69 0.83 0.83 0.83 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 51 114 8 123 290 31 99 225 161 30 289 472 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay16.1 29.6 29.6 48.9 HCM LOS C D D E Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %30% 0%100% 0%100% 0% 9% 0% Vol Thru, %70% 0% 0% 94% 0% 90% 91% 0% Vol Right, %0%100% 0% 6% 0% 10% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 223 111 46 110 98 257 265 392 LT Vol 68 0 46 0 98 0 25 0 Through Vol 155 0 0 103 0 232 240 0 RT Vol 0 111 0 7 0 25 0 392 Lane Flow Rate 323 161 51 122 122 321 319 472 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.7870.3520.1430.3240.3120.7670.7250.972 Departure Headway (Hd)8.7687.88310.1049.5349.2878.6978.2937.519 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 417 458 356 379 390 418 437 486 Service Time 6.4685.583 7.827.2496.9876.3975.9935.219 HCM Lane V/C Ratio 0.7750.3520.1430.3220.3130.768 0.730.971 HCM Control Delay 37 14.8 14.5 16.8 16.1 34.8 30 61.6 HCM Lane LOS E B B C C D D F HCM 95th-tile Q 6.8 1.6 0.5 1.4 1.3 6.4 5.7 12.4 Existing + Project PM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 1 Intersection Intersection Delay, s/veh 17.1 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 24 24 23 6 7 46 29 502 24 60 317 37 Future Vol, veh/h 24 24 23 6 7 46 29 502 24 60 317 37 Peak Hour Factor 0.83 0.83 0.83 0.92 0.92 0.92 0.96 0.96 0.96 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 29 29 28 7 8 50 30 523 25 65 345 40 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 12.2 11 16 20.4 HCM LOS B B C C Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 34% 100% 0% 100% 0% Vol Thru, %0% 100% 87% 34% 0% 13% 0% 90% Vol Right, %0% 0% 13% 32% 0% 87% 0% 10% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 29 335 191 71 6 53 60 354 LT Vol 29 0 0 24 6 0 60 0 Through Vol 0 335 167 24 0 7 0 317 RT Vol 0 0 24 23 0 46 0 37 Lane Flow Rate 30 349 199 86 7 58 65 385 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.057 0.611 0.344 0.184 0.015 0.117 0.126 0.684 Departure Headway (Hd) 6.817 6.311 6.222 7.751 8.437 7.308 6.981 6.402 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 523 568 574 465 427 493 511 562 Service Time 4.595 4.088 4 5.451 6.141 5.012 4.761 4.181 HCM Lane V/C Ratio 0.057 0.614 0.347 0.185 0.016 0.118 0.127 0.685 HCM Control Delay 10 18.6 12.3 12.2 11.3 11 10.8 22 HCM Lane LOS A C B B B B B C HCM 95th-tile Q 0.2 4.1 1.5 0.7 0 0.4 0.4 5.2 Existing + Project PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 170 442 80 120 181 39 116 410 175 84 235 74 v/c Ratio 0.27 0.81 0.14 0.60 0.31 0.10 0.58 0.60 0.26 0.82 0.19 0.11 Control Delay 40.3 46.5 0.5 61.9 38.1 0.5 60.9 31.7 7.6 100.4 24.1 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.3 46.5 0.5 61.9 38.1 0.5 60.9 31.7 7.6 100.4 24.1 0.4 Queue Length 50th (ft) 47 269 0 41 59 0 39 222 15 57 56 0 Queue Length 95th (ft) #110 347 0 #75 72 0 #74 339 63 #146 87 0 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 635 632 635 199 1201 635 199 687 672 103 1270 650 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.27 0.70 0.13 0.60 0.15 0.06 0.58 0.60 0.26 0.82 0.19 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Project PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 141 367 66 106 159 34 108 381 163 74 207 65 Future Volume (veh/h) 141 367 66 106 159 34 108 381 163 74 207 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 170 442 80 120 181 39 116 410 175 84 235 74 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.93 0.93 0.93 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 845 532 451 198 346 154 197 697 591 106 1298 577 Arrive On Green 0.24 0.28 0.28 0.06 0.10 0.10 0.06 0.37 0.37 0.06 0.37 0.37 Sat Flow, veh/h 3456 1870 1585 3456 3554 1585 3456 1870 1585 1781 3554 1581 Grp Volume(v), veh/h 170 442 80 120 181 39 116 410 175 84 235 74 Grp Sat Flow(s),veh/h/ln 1728 1870 1585 1728 1777 1585 1728 1870 1585 1781 1777 1581 Q Serve(g_s), s 4.0 22.4 2.9 3.4 4.9 1.9 3.3 17.8 5.7 4.7 4.6 1.4 Cycle Q Clear(g_c), s 4.0 22.4 2.9 3.4 4.9 1.9 3.3 17.8 5.7 4.7 4.6 1.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 845 532 451 198 346 154 197 697 591 106 1298 577 V/C Ratio(X)0.20 0.83 0.18 0.61 0.52 0.25 0.59 0.59 0.30 0.80 0.18 0.13 Avail Cap(c_a), veh/h 845 646 548 205 1228 548 205 697 591 106 1298 577 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.4 33.9 15.6 46.6 43.5 28.0 46.6 25.5 11.7 47.0 21.9 4.0 Incr Delay (d2), s/veh 0.0 12.7 0.7 3.3 4.7 3.3 2.6 3.6 1.3 31.1 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 1.6 11.5 1.5 1.5 2.3 1.0 1.4 8.1 2.9 2.9 1.8 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.4 46.6 16.3 49.9 48.2 31.3 49.2 29.1 12.9 78.2 22.2 4.4 LnGrp LOS C D B D D C D C B E C A Approach Vol, veh/h 692 340 701 393 Approach Delay, s/veh 39.1 46.9 28.4 30.8 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.5 43.0 30.7 15.2 11.7 43.8 11.7 34.1 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 5.3 Max Green Setting (Gmax), s6.0 37.0 6.0 35.0 6.0 37.0 6.0 35.0 Max Q Clear Time (g_c+I1), s5.3 6.6 6.0 6.9 6.7 19.8 5.4 24.4 Green Ext Time (p_c), s 0.0 3.2 0.0 2.9 0.0 5.1 0.0 4.4 Intersection Summary HCM 6th Ctrl Delay 35.3 HCM 6th LOS D Existing + Project PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 89 66 28 60 16 560 52 51 375 v/c Ratio 0.34 0.15 0.12 0.16 0.07 0.63 0.06 0.21 0.37 Control Delay 36.6 14.3 35.1 11.0 35.1 28.6 0.1 35.3 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.6 14.3 35.1 11.0 35.1 28.6 0.1 35.3 19.2 Queue Length 50th (ft) 35 11 11 5 6 220 0 20 89 Queue Length 95th (ft) #114 41 38 24 30 #654 0 68 #384 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 270 1099 254 1048 254 894 826 254 1014 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 0.33 0.06 0.11 0.06 0.06 0.63 0.06 0.20 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Project PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 82 34 27 22 11 36 15 515 48 47 317 32 Future Volume (veh/h) 82 34 27 22 11 36 15 515 48 47 317 32 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 89 37 29 28 14 46 16 560 52 51 341 34 Peak Hour Factor 0.92 0.92 0.92 0.78 0.78 0.78 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 181 168 132 88 46 152 55 671 569 135 675 67 Arrive On Green 0.10 0.17 0.17 0.05 0.12 0.12 0.03 0.36 0.36 0.08 0.40 0.40 Sat Flow, veh/h 1781 972 762 1781 383 1260 1781 1870 1585 1781 1673 167 Grp Volume(v), veh/h 89 0 66 28 0 60 16 560 52 51 0 375 Grp Sat Flow(s),veh/h/ln 1781 0 1733 1781 0 1644 1781 1870 1585 1781 0 1840 Q Serve(g_s), s 2.9 0.0 2.0 0.9 0.0 2.0 0.5 16.8 1.3 1.7 0.0 9.4 Cycle Q Clear(g_c), s 2.9 0.0 2.0 0.9 0.0 2.0 0.5 16.8 1.3 1.7 0.0 9.4 Prop In Lane 1.00 0.44 1.00 0.77 1.00 1.00 1.00 0.09 Lane Grp Cap(c), veh/h 181 0 300 88 0 199 55 671 569 135 0 743 V/C Ratio(X)0.49 0.00 0.22 0.32 0.00 0.30 0.29 0.83 0.09 0.38 0.00 0.51 Avail Cap(c_a), veh/h 247 0 1046 247 0 992 247 671 569 247 0 743 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.0 0.0 21.8 28.1 0.0 24.6 29.0 18.0 13.0 27.0 0.0 13.7 Incr Delay (d2), s/veh 0.8 0.0 1.0 0.8 0.0 2.3 1.1 11.7 0.3 0.6 0.0 2.4 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 1.1 0.0 0.8 0.4 0.0 0.8 0.2 8.1 0.4 0.7 0.0 3.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.8 0.0 22.8 28.9 0.0 26.9 30.1 29.7 13.3 27.6 0.0 16.1 LnGrp LOS C A C C A C C C B C A B Approach Vol, veh/h 155 88 628 426 Approach Delay, s/veh 25.1 27.5 28.3 17.5 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.9 31.4 10.2 13.7 8.6 28.7 7.0 16.9 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s2.5 11.4 4.9 4.0 3.7 18.8 2.9 4.0 Green Ext Time (p_c), s 0.0 3.2 0.0 0.6 0.0 1.9 0.0 0.7 Intersection Summary HCM 6th Ctrl Delay 24.3 HCM 6th LOS C Existing + Project PM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 6 Intersection Int Delay, s/veh 2.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 48 34 550 71 46 318 Future Vol, veh/h 48 34 550 71 46 318 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 89 89 91 91 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 54 38 604 78 49 342 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1083 643 0 0 682 0 Stage 1 643 - - - - - Stage 2 440 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.5183.318 - -2.218 - Pot Cap-1 Maneuver240 473 - - 911 - Stage 1 523 - - - - - Stage 2 649 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver224 473 - - 911 - Mov Cap-2 Maneuver224 - - - - - Stage 1 523 - - - - - Stage 2 606 - - - - - Approach WB NB SB HCM Control Delay, s23.4 0 1.2 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 287 911 - HCM Lane V/C Ratio - -0.3210.054 - HCM Control Delay (s) - - 23.4 9.2 0 HCM Lane LOS - - C A A HCM 95th %tile Q(veh) - - 1.3 0.2 - Existing + Project PM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 7 Intersection Intersection Delay, s/veh 50.9 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 102 98 13 55 57 8 8 522 67 20 288 59 Future Vol, veh/h 102 98 13 55 57 8 8 522 67 20 288 59 Peak Hour Factor 0.95 0.95 0.95 0.91 0.91 0.91 0.93 0.93 0.93 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 107 103 14 60 63 9 9 561 72 21 306 63 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 16.6 14 89.9 18.9 HCM LOS C B F C Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %1% 48% 46% 6% 0% Vol Thru, %87% 46% 47% 94% 0% Vol Right, %11% 6% 7% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 597 213 120 308 59 LT Vol 8 102 55 20 0 Through Vol 522 98 57 288 0 RT Vol 67 13 8 0 59 Lane Flow Rate 642 224 132 328 63 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.096 0.448 0.276 0.619 0.106 Departure Headway (Hd) 6.147 7.565 7.955 7.107 6.355 Convergence, Y/N Yes Yes Yes Yes Yes Cap 597 480 455 511 567 Service Time 4.147 5.565 5.955 4.807 4.055 HCM Lane V/C Ratio 1.075 0.467 0.29 0.642 0.111 HCM Control Delay 89.9 16.6 14 20.7 9.8 HCM Lane LOS F C B C A HCM 95th-tile Q 19.4 2.3 1.1 4.2 0.4 Existing + Project PM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 8 Intersection Intersection Delay, s/veh53.7 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 68 121 34 44 72 34 5 480 46 43 296 29 Future Vol, veh/h 68 121 34 44 72 34 5 480 46 43 296 29 Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.86 0.86 0.86 0.89 0.89 0.89 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 73 130 37 48 78 37 6 558 53 48 333 33 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay17.3 14.4 94.3 29.6 HCM LOS C B F D Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %1% 36% 0% 38% 0% 12% Vol Thru, %90% 64% 0% 62% 0% 80% Vol Right, %9% 0%100% 0%100% 8% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 531 189 34 116 34 368 LT Vol 5 68 0 44 0 43 Through Vol 480 121 0 72 0 296 RT Vol 46 0 34 0 34 29 Lane Flow Rate 617 203 37 126 37 413 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 1.1040.4620.0740.2960.078 0.77 Departure Headway (Hd)6.4398.5757.6598.899 7.976.973 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 562 423 471 406 452 521 Service Time 4.486.2755.3596.599 5.674.973 HCM Lane V/C Ratio 1.098 0.480.079 0.310.0820.793 HCM Control Delay 94.3 18.4 11 15.3 11.3 29.6 HCM Lane LOS F C B C B D HCM 95th-tile Q 19.2 2.4 0.2 1.2 0.3 6.9 Existing + Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 9 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 0 0 22 0 8 1 570 35 2 387 0 Future Vol, veh/h 2 0 0 22 0 8 1 570 35 2 387 0 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 25 25 25 72 72 72 93 93 93 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 0 31 0 11 1 613 38 2 445 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1089 1102 445 1083 1083 632 445 0 0 651 0 0 Stage 1 449 449 - 634 634 - - - - - - - Stage 2 640 653 - 449 449 - - - - - - - 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 3.5184.0183.3183.5184.0183.3182.218 - -2.218 - - Pot Cap-1 Maneuver193 212 613 195 217 480 1115 - - 935 - - Stage 1 589 572 - 467 473 - - - - - - - Stage 2 464 464 - 589 572 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver188 211 613 194 216 480 1115 - - 935 - - Mov Cap-2 Maneuver188 211 - 194 216 - - - - - - - Stage 1 588 570 - 467 473 - - - - - - - Stage 2 453 464 - 587 570 - - - - - - - Approach EB WB NB SB HCM Control Delay, s25 24 0 0 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1115 - - 188 231 935 - - HCM Lane V/C Ratio 0.001 - -0.043 0.180.002 - - HCM Control Delay (s) 8.2 0 - 25 24 8.9 0 - HCM Lane LOS A A - D C A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.6 0 - - Existing + Project PM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 10 Intersection Int Delay, s/veh 5.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 174 219 3 2 124 12 1 30 18 11 13 80 Future Vol, veh/h 174 219 3 2 124 12 1 30 18 11 13 80 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 96 96 96 78 78 78 81 81 81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 200 252 3 2 129 13 1 38 23 14 16 99 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 142 0 0 255 0 0 851 800 254 824 795 136 Stage 1 - - - - - - 654 654 - 140 140 - Stage 2 - - - - - - 197 146 - 684 655 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1441 - - 1310 - - 280 318 785 292 320 913 Stage 1 - - - - - - 456 463 - 863 781 - Stage 2 - - - - - - 805 776 - 439 463 - Platoon blocked, % - -- - Mov Cap-1 Maneuver1441 - - 1310 - - 213 273 785 226 275 913 Mov Cap-2 Maneuver - - - - - - 213 273 - 226 275 - Stage 1 - - - - - - 393 399 - 743 779 - Stage 2 - - - - - - 702 774 - 332 399 - Approach EB WB NB SB HCM Control Delay, s3.5 0.1 17.3 12.1 HCM LOS C B Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h) 356 1441 - - 1310 - - 250 913 HCM Lane V/C Ratio 0.1760.139 - -0.002 - -0.1190.108 HCM Control Delay (s) 17.3 7.9 - - 7.8 0 - 21.3 9.4 HCM Lane LOS C A - - A A - C A HCM 95th %tile Q(veh) 0.6 0.5 - - 0 - - 0.4 0.4 Existing + Project PM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 11 Intersection Intersection Delay, s/veh 11.3 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 153 87 13 1 42 15 20 204 2 8 122 72 Future Vol, veh/h 153 87 13 1 42 15 20 204 2 8 122 72 Peak Hour Factor 0.90 0.90 0.90 0.77 0.77 0.77 0.90 0.90 0.90 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 170 97 14 1 55 19 22 227 2 9 133 78 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 12.3 9.3 11.4 10.5 HCM LOS B A B B Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %9% 60% 2% 4% Vol Thru, %90% 34% 72% 60% Vol Right, %1% 5% 26% 36% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 226 253 58 202 LT Vol 20 153 1 8 Through Vol 204 87 42 122 RT Vol 2 13 15 72 Lane Flow Rate 251 281 75 220 Geometry Grp 1 1 1 1 Degree of Util (X)0.368 0.421 0.115 0.312 Departure Headway (Hd) 5.279 5.391 5.514 5.119 Convergence, Y/N Yes Yes Yes Yes Cap 681 669 649 703 Service Time 3.311 3.422 3.556 3.152 HCM Lane V/C Ratio 0.369 0.42 0.116 0.313 HCM Control Delay 11.4 12.3 9.3 10.5 HCM Lane LOS B B A B HCM 95th-tile Q 1.7 2.1 0.4 1.3 Existing + Project PM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 12 Intersection Intersection Delay, s/veh12.6 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 64 118 13 18 38 7 10 307 33 12 128 14 Future Vol, veh/h 64 118 13 18 38 7 10 307 33 12 128 14 Peak Hour Factor 0.78 0.78 0.78 0.65 0.65 0.65 0.91 0.91 0.91 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 82 151 17 28 58 11 11 337 36 13 139 15 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay12.2 10 14.4 10.5 HCM LOS B A B B Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %3% 33% 29% 8% Vol Thru, %88% 61% 60% 83% Vol Right, %9% 7% 11% 9% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 350 195 63 154 LT Vol 10 64 18 12 Through Vol 307 118 38 128 RT Vol 33 13 7 14 Lane Flow Rate 385 250 97 167 Geometry Grp 1 1 1 1 Degree of Util (X) 0.552 0.390.1580.256 Departure Headway (Hd)5.1655.6125.8715.502 Convergence, Y/N Yes Yes Yes Yes Cap 696 640 609 651 Service Time 3.2043.6553.9263.551 HCM Lane V/C Ratio 0.5530.3910.1590.257 HCM Control Delay 14.4 12.2 10 10.5 HCM Lane LOS B B A B HCM 95th-tile Q 3.4 1.8 0.6 1 Existing + Project PM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 ep pm.synPage 13 Intersection Intersection Delay, s/veh15.9 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 158 144 7 16 119 4 6 301 67 11 103 103 Future Vol, veh/h 158 144 7 16 119 4 6 301 67 11 103 103 Peak Hour Factor 0.95 0.95 0.95 0.85 0.85 0.85 0.81 0.81 0.81 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 166 152 7 19 140 5 7 372 83 12 110 110 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay13.5 12.9 21 11.4 HCM LOS B B C B Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %2% 0%100% 0%100% 0% 10% 0% Vol Thru, %98% 0% 0% 95% 0% 97% 90% 0% Vol Right, %0%100% 0% 5% 0% 3% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 307 67 158 151 16 123 114 103 LT Vol 6 0 158 0 16 0 11 0 Through Vol 301 0 0 144 0 119 103 0 RT Vol 0 67 0 7 0 4 0 103 Lane Flow Rate 379 83 166 159 19 145 121 110 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.7010.1360.3480.3080.0410.2950.2390.193 Departure Headway (Hd)6.663 5.947.5266.9837.8727.3357.1066.341 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 546 607 479 515 455 491 506 565 Service Time 4.363 3.645.264 4.725.6145.0784.846 4.08 HCM Lane V/C Ratio 0.6940.1370.3470.3090.0420.2950.2390.195 HCM Control Delay 23.5 9.6 14.2 12.8 11 13.1 12.1 10.6 HCM Lane LOS C A B B B B B B HCM 95th-tile Q 5.5 0.5 1.5 1.3 0.1 1.2 0.9 0.7 ND Engineering, PC APPENDIX F EXISTING (2018) PLUS PROJECT CONDITIONS SIGNAL WARRANTS TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT R.D.R.D. Engineering, PCDN 71112 9691166 DAKOTA 40 TEMPERANCE 02/15/19 50 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT Engineering, PCDN 82115 985984 MCKINLEY 45 EXISTING TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT Engineering, PCDN 213361 964943 OLIVE 45 TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT Engineering, PCDN 223250 899906 BELMONT 45 TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT Engineering, PCDN 3027 9951059 TULARE 50 TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 1 LANE (MAJOR) & 1 LANE (MINOR) 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT Engineering, PCDN 104365 534671 LOCAN 45 EXISTING SHIELDS R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT Engineering, PCDN 253322 428745 DEWOLF 45SHIELDS R.D.02/15/19 45 X X R.D.02/11/19 1 LANE (MAJOR) & 1 LANE (MINOR) TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) Engineering, PCDN ARMSTRONG R.D.02/15/19 X R.D.02/11/19 195267 504695 CLINTON 45 R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 309355 591991 OLIVE 45 ARMSTRONG R.D.02/15/19 X 02/11/19 02/15/19 45 X X 02/11/19 R.D. ND Engineering, PC APPENDIX G MITIGATED EXISTING (2018) PLUS PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Mitigated Existing + Project AM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 1 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 70 42 41 116 27 422 13 42 874 v/c Ratio 0.48 0.16 0.29 0.42 0.19 0.20 0.01 0.30 0.82 Control Delay 60.2 20.2 54.1 14.0 52.0 13.4 0.0 54.3 28.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.2 20.2 54.1 14.0 52.0 13.4 0.0 54.3 28.8 Queue Length 50th (ft) 44 7 26 5 17 71 0 26 472 Queue Length 95th (ft) #97 32 56 26 53 150 0 63 #829 Internal Link Dist (ft)165 163 2549 254 Turn Bay Length (ft) 200 200 250 250 255 Base Capacity (vph) 147 537 143 557 143 2073 954 143 1068 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 0.48 0.08 0.29 0.21 0.19 0.20 0.01 0.29 0.82 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 57 10 25 29 6 77 26 405 12 33 593 97 Future Volume (veh/h) 57 10 25 29 6 77 26 405 12 33 593 97 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 0.95 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 70 12 30 41 8 108 27 422 12 42 751 123 Peak Hour Factor 0.82 0.82 0.82 0.71 0.71 0.71 0.96 0.96 0.96 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 128 68 170 100 13 181 77 1782 794 101 808 132 Arrive On Green 0.07 0.14 0.14 0.06 0.13 0.13 0.04 0.50 0.50 0.06 0.52 0.52 Sat Flow, veh/h 1781 472 1180 1781 105 1416 1781 3554 1583 1781 1567 257 Grp Volume(v), veh/h 70 0 42 41 0 116 27 422 12 42 0 874 Grp Sat Flow(s),veh/h/ln 1781 0 1652 1781 0 1521 1781 1777 1583 1781 0 1824 Q Serve(g_s), s 3.5 0.0 2.1 2.1 0.0 6.7 1.4 6.3 0.4 2.1 0.0 41.5 Cycle Q Clear(g_c), s 3.5 0.0 2.1 2.1 0.0 6.7 1.4 6.3 0.4 2.1 0.0 41.5 Prop In Lane 1.00 0.71 1.00 0.93 1.00 1.00 1.00 0.14 Lane Grp Cap(c), veh/h 128 0 237 100 0 195 77 1782 794 101 0 940 V/C Ratio(X)0.55 0.00 0.18 0.41 0.00 0.60 0.35 0.24 0.02 0.41 0.00 0.93 Avail Cap(c_a), veh/h 159 0 555 155 0 508 155 2099 935 155 0 1077 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 41.8 0.0 35.0 42.5 0.0 38.3 43.3 13.1 11.7 42.4 0.0 21.0 Incr Delay (d2), s/veh 3.6 0.0 0.4 2.7 0.0 2.9 2.7 0.1 0.0 2.7 0.0 12.7 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 1.6 0.0 0.8 1.0 0.0 2.6 0.6 2.2 0.1 1.0 0.0 18.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.4 0.0 35.4 45.1 0.0 41.2 46.0 13.2 11.7 45.1 0.0 33.8 LnGrp LOS D A D D A D D B B D A C Approach Vol, veh/h 112 157 461 916 Approach Delay, s/veh 41.6 42.2 15.1 34.3 Approach LOS D D B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.1 52.9 10.3 18.8 9.8 54.2 11.8 17.3 Change Period (Y+Rc), s 5.8 6.2 5.1 5.4 5.8 6.2 5.1 5.4 Max Green Setting (Gmax), s8.1 55.0 8.1 31.3 8.1 55.0 8.3 31.1 Max Q Clear Time (g_c+I1), s4.1 8.3 4.1 4.1 3.4 43.5 5.5 8.7 Green Ext Time (p_c), s 0.0 2.7 0.0 0.2 0.0 4.5 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 30.2 HCM 6th LOS C Mitigated Existing + Project AM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 101 290 100 218 507 67 177 349 122 35 407 239 v/c Ratio 0.34 0.68 0.22 0.77 0.64 0.15 0.70 0.41 0.15 0.32 0.29 0.31 Control Delay 51.4 46.7 3.4 68.6 42.0 0.7 65.5 24.3 1.2 58.6 24.3 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.4 46.7 3.4 68.6 42.0 0.7 65.5 24.3 1.2 58.6 24.3 4.4 Queue Length 50th (ft) 34 186 0 77 171 0 62 170 0 24 100 0 Queue Length 95th (ft) 61 249 14 #147 216 0 #111 280 5 61 160 53 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 302 618 603 288 1211 629 262 857 825 130 1393 768 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.47 0.17 0.76 0.42 0.11 0.68 0.41 0.15 0.27 0.29 0.31 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 84 241 83 192 446 59 152 300 105 33 387 227 Future Volume (veh/h) 84 241 83 192 446 59 152 300 105 33 387 227 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 101 290 100 218 507 67 177 349 122 35 407 239 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 249 390 330 280 793 354 239 841 713 65 1448 646 Arrive On Green 0.07 0.21 0.21 0.08 0.22 0.22 0.07 0.45 0.45 0.04 0.41 0.41 Sat Flow, veh/h 3456 1870 1581 3456 3554 1585 3456 1870 1585 1781 3554 1585 Grp Volume(v), veh/h 101 290 100 218 507 67 177 349 122 35 407 239 Grp Sat Flow(s),veh/h/ln 1728 1870 1581 1728 1777 1585 1728 1870 1585 1781 1777 1585 Q Serve(g_s), s 2.9 15.2 5.6 6.5 13.5 2.9 5.3 13.2 4.8 2.0 8.0 7.6 Cycle Q Clear(g_c), s 2.9 15.2 5.6 6.5 13.5 2.9 5.3 13.2 4.8 2.0 8.0 7.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 249 390 330 280 793 354 239 841 713 65 1448 646 V/C Ratio(X)0.41 0.74 0.30 0.78 0.64 0.19 0.74 0.42 0.17 0.54 0.28 0.37 Avail Cap(c_a), veh/h 264 642 543 300 1258 561 274 841 713 136 1448 646 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.5 38.8 35.0 47.2 36.9 22.1 47.9 19.5 17.2 49.6 20.8 10.2 Incr Delay (d2), s/veh 0.4 10.2 2.0 10.2 3.3 1.0 7.1 1.5 0.5 2.5 0.5 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 1.2 7.8 2.3 3.1 6.0 1.4 2.4 5.7 1.7 0.9 3.2 3.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.9 49.1 37.0 57.4 40.2 23.1 54.9 21.0 17.7 52.2 21.3 11.9 LnGrp LOS D D D E D C D C B D C B Approach Vol, veh/h 491 792 648 681 Approach Delay, s/veh 46.2 43.5 29.7 19.6 Approach LOS D D C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.0 48.7 13.5 28.7 9.5 53.1 14.4 27.8 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 * 5.9 Max Green Setting (Gmax), s8.3 42.7 8.0 37.1 8.0 44.0 9.1 * 36 Max Q Clear Time (g_c+I1), s7.3 10.0 4.9 15.5 4.0 15.2 8.5 17.2 Green Ext Time (p_c), s 0.0 7.1 0.0 7.7 0.0 5.0 0.0 4.5 Intersection Summary HCM 6th Ctrl Delay 34.3 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Project AM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 22 122 106 381 44 379 94 198 637 v/c Ratio 0.14 0.32 0.69 0.71 0.29 0.64 0.16 0.76 0.81 Control Delay 46.6 29.9 67.9 33.3 49.2 35.7 1.4 60.1 36.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.6 29.9 67.9 33.3 49.2 35.7 1.4 60.1 36.2 Queue Length 50th (ft) 11 58 57 159 23 169 0 101 298 Queue Length 95th (ft) 35 86 #93 176 60 315 0 #232 #646 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 154 746 154 716 154 591 593 290 789 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 0.14 0.16 0.69 0.53 0.29 0.64 0.16 0.68 0.81 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 17 84 10 67 114 126 36 307 76 166 426 109 Future Volume (veh/h) 17 84 10 67 114 126 36 307 76 166 426 109 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 22 109 13 106 181 200 44 379 94 198 507 130 Peak Hour Factor 0.77 0.77 0.77 0.63 0.63 0.63 0.81 0.81 0.81 0.84 0.84 0.84 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 66 394 47 143 228 252 104 590 498 232 556 143 Arrive On Green 0.04 0.24 0.24 0.08 0.29 0.29 0.06 0.32 0.32 0.13 0.39 0.39 Sat Flow, veh/h 1767 1627 194 1767 800 884 1767 1856 1568 1767 1424 365 Grp Volume(v), veh/h 22 0 122 106 0 381 44 379 94 198 0 637 Grp Sat Flow(s),veh/h/ln 1767 0 1821 1767 0 1684 1767 1856 1568 1767 0 1789 Q Serve(g_s), s 1.1 0.0 5.0 5.4 0.0 19.3 2.2 16.1 4.0 10.1 0.0 31.1 Cycle Q Clear(g_c), s 1.1 0.0 5.0 5.4 0.0 19.3 2.2 16.1 4.0 10.1 0.0 31.1 Prop In Lane 1.00 0.11 1.00 0.52 1.00 1.00 1.00 0.20 Lane Grp Cap(c), veh/h 66 0 441 143 0 481 104 590 498 232 0 699 V/C Ratio(X)0.33 0.00 0.28 0.74 0.00 0.79 0.42 0.64 0.19 0.85 0.00 0.91 Avail Cap(c_a), veh/h 153 0 731 153 0 676 153 590 498 288 0 699 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 43.2 0.0 28.4 41.4 0.0 30.4 41.9 27.0 22.8 39.2 0.0 26.6 Incr Delay (d2), s/veh 1.1 0.0 0.9 13.8 0.0 8.5 1.0 5.3 0.8 15.6 0.0 18.3 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 0.5 0.0 2.2 2.8 0.0 8.5 1.0 7.5 1.5 5.2 0.0 15.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.3 0.0 29.3 55.2 0.0 38.9 42.9 32.3 23.7 54.8 0.0 44.9 LnGrp LOS D A C E A D D C C D A D Approach Vol, veh/h 144 487 517 835 Approach Delay, s/veh 31.6 42.4 31.6 47.2 Approach LOS C D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.4 42.7 7.4 32.6 16.1 36.0 11.5 28.6 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.0 36.0 8.0 37.0 15.0 29.0 8.0 37.0 Max Q Clear Time (g_c+I1), s4.2 33.1 3.1 21.3 12.1 18.1 7.4 7.0 Green Ext Time (p_c), s 0.0 1.8 0.0 4.0 0.1 3.9 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 40.8 HCM 6th LOS D Mitigated Existing + Project AM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 7 Intersection Int Delay, s/veh 3.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 51 64 328 125 50 481 Future Vol, veh/h 51 64 328 125 50 481 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 76 76 93 93 82 82 Heavy Vehicles, % 6 6 6 6 6 6 Mvmt Flow 67 84 353 134 61 587 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1129 420 0 0 487 0 Stage 1 420 - - - - - Stage 2 709 - - - - - Critical Hdwy 6.46 6.26 - - 4.16 - Critical Hdwy Stg 1 5.46 - - - - - Critical Hdwy Stg 2 5.46 - - - - - Follow-up Hdwy 3.5543.354 - -2.254 - Pot Cap-1 Maneuver222 625 - - 1056 - Stage 1 654 - - - - - Stage 2 481 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver203 625 - - 1056 - Mov Cap-2 Maneuver203 - - - - - Stage 1 654 - - - - - Stage 2 440 - - - - - Approach WB NB SB HCM Control Delay, s25.4 0 0.8 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 325 1056 - HCM Lane V/C Ratio - -0.4660.058 - HCM Control Delay (s) - - 25.4 8.6 0 HCM Lane LOS - - D A A HCM 95th %tile Q(veh) - - 2.4 0.2 - Mitigated Existing + Project AM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 8 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 105 154 167 248 14 413 6 449 116 v/c Ratio 0.49 0.43 0.64 0.52 0.07 0.60 0.03 0.65 0.17 Control Delay 41.2 27.3 44.4 27.5 34.5 25.2 34.3 26.8 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.2 27.3 44.4 27.5 34.5 25.2 34.3 26.8 2.7 Queue Length 50th (ft) 40 52 63 89 5 123 2 140 0 Queue Length 95th (ft) 96 96 #205 178 27 #389 16 #440 21 Internal Link Dist (ft)2568 478 2539 2603 Turn Bay Length (ft) 200 200 250 250 250 Base Capacity (vph) 224 734 267 781 202 684 202 691 685 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 0.47 0.21 0.63 0.32 0.07 0.60 0.03 0.65 0.17 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 98 17 145 193 23 13 349 44 6 422 109 Future Volume (veh/h) 79 98 17 145 193 23 13 349 44 6 422 109 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 Adj Flow Rate, veh/h 105 131 23 167 222 26 14 367 46 6 449 116 Peak Hour Factor 0.75 0.75 0.75 0.87 0.87 0.87 0.95 0.95 0.95 0.94 0.94 0.94 Percent Heavy Veh, % 4 4 4 4 4 4 4 4 4 4 4 4 Cap, veh/h 175 241 42 207 285 33 48 623 78 22 689 584 Arrive On Green 0.10 0.16 0.16 0.12 0.18 0.18 0.03 0.39 0.39 0.01 0.37 0.37 Sat Flow, veh/h 1753 1525 268 1753 1617 189 1753 1604 201 1753 1841 1560 Grp Volume(v), veh/h 105 0 154 167 0 248 14 0 413 6 449 116 Grp Sat Flow(s),veh/h/ln 1753 0 1793 1753 0 1807 1753 0 1805 1753 1841 1560 Q Serve(g_s), s 4.0 0.0 5.5 6.5 0.0 9.1 0.5 0.0 12.6 0.2 14.0 3.5 Cycle Q Clear(g_c), s 4.0 0.0 5.5 6.5 0.0 9.1 0.5 0.0 12.6 0.2 14.0 3.5 Prop In Lane 1.00 0.15 1.00 0.10 1.00 0.11 1.00 1.00 Lane Grp Cap(c), veh/h 175 0 284 207 0 319 48 0 702 22 689 584 V/C Ratio(X)0.60 0.00 0.54 0.81 0.00 0.78 0.29 0.00 0.59 0.27 0.65 0.20 Avail Cap(c_a), veh/h 224 0 722 267 0 772 202 0 702 202 689 584 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.9 0.0 26.9 29.9 0.0 27.3 33.1 0.0 16.8 34.0 18.0 14.7 Incr Delay (d2), s/veh 3.3 0.0 1.6 13.1 0.0 4.1 3.3 0.0 3.6 6.5 4.8 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.7 0.0 2.3 3.2 0.0 3.9 0.3 0.0 5.1 0.1 6.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.2 0.0 28.5 42.9 0.0 31.4 36.5 0.0 20.4 40.4 22.8 15.5 LnGrp LOS C A C D A C D A C D C B Approach Vol, veh/h 259 415 427 571 Approach Delay, s/veh 30.4 36.1 21.0 21.5 Approach LOS C D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.3 32.8 13.6 16.8 7.3 31.8 12.3 18.1 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 26.0 10.6 28.0 8.0 26.0 8.9 29.7 Max Q Clear Time (g_c+I1), s2.2 14.6 8.5 7.5 2.5 16.0 6.0 11.1 Green Ext Time (p_c), s 0.0 1.7 0.1 0.7 0.0 2.1 0.1 1.2 Intersection Summary HCM 6th Ctrl Delay 26.3 HCM 6th LOS C Mitigated Existing + Project AM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 10 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 74 73 50 111 122 47 32 345 27 565 v/c Ratio 0.35 0.23 0.12 0.51 0.38 0.12 0.15 0.43 0.13 0.70 Control Delay 39.9 29.3 0.6 45.1 31.6 0.6 37.1 19.6 37.0 26.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.9 29.3 0.6 45.1 31.6 0.6 37.1 19.6 37.0 26.4 Queue Length 50th (ft) 28 27 0 44 46 0 12 86 10 167 Queue Length 95th (ft) 76 60 0 #150 104 0 47 258 42 #536 Internal Link Dist (ft)507 663 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 Base Capacity (vph) 212 690 684 216 693 686 209 858 209 857 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 0.35 0.11 0.07 0.51 0.18 0.07 0.15 0.40 0.13 0.66 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 11 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 58 57 39 99 109 42 29 285 29 26 492 45 Future Volume (veh/h) 58 57 39 99 109 42 29 285 29 26 492 45 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 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 74 73 50 111 122 47 32 313 32 27 518 47 Peak Hour Factor 0.78 0.78 0.78 0.89 0.89 0.89 0.91 0.91 0.91 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 162 233 198 191 264 223 96 606 62 84 601 54 Arrive On Green 0.09 0.13 0.13 0.11 0.14 0.14 0.05 0.37 0.37 0.05 0.36 0.36 Sat Flow, veh/h 1767 1856 1572 1767 1856 1572 1767 1656 169 1767 1673 152 Grp Volume(v), veh/h 74 73 50 111 122 47 32 0 345 27 0 565 Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1856 1572 1767 0 1825 1767 0 1824 Q Serve(g_s), s 2.5 2.3 1.8 3.8 3.8 1.7 1.1 0.0 9.4 0.9 0.0 18.3 Cycle Q Clear(g_c), s 2.5 2.3 1.8 3.8 3.8 1.7 1.1 0.0 9.4 0.9 0.0 18.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.09 1.00 0.08 Lane Grp Cap(c), veh/h 162 233 198 191 264 223 96 0 667 84 0 655 V/C Ratio(X)0.46 0.31 0.25 0.58 0.46 0.21 0.33 0.00 0.52 0.32 0.00 0.86 Avail Cap(c_a), veh/h 225 730 619 228 733 621 223 0 902 223 0 902 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 27.3 25.3 25.1 27.0 25.0 24.1 28.9 0.0 15.8 29.2 0.0 18.9 Incr Delay (d2), s/veh 2.0 0.8 0.7 2.8 1.3 0.5 2.0 0.0 0.6 2.2 0.0 6.5 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 1.0 0.9 0.6 1.6 1.6 0.6 0.5 0.0 3.4 0.4 0.0 7.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.3 26.0 25.7 29.7 26.3 24.6 30.9 0.0 16.4 31.4 0.0 25.4 LnGrp LOS C C C C C C C A B C A C Approach Vol, veh/h 197 280 377 592 Approach Delay, s/veh 27.2 27.4 17.6 25.6 Approach LOS C C B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.4 29.0 12.3 13.8 8.9 28.6 11.2 14.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 31.4 8.2 25.0 8.0 31.4 8.1 25.1 Max Q Clear Time (g_c+I1), s2.9 11.4 5.8 4.3 3.1 20.3 4.5 5.8 Green Ext Time (p_c), s 0.0 1.8 0.0 0.4 0.0 2.5 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 24.1 HCM 6th LOS C Mitigated Existing + Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 12 Intersection Int Delay, s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 22 0 5 0 296 4 5 755 0 Future Vol, veh/h 0 0 1 22 0 5 0 296 4 5 755 0 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 25 25 25 79 79 79 90 90 90 89 89 89 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 0 0 4 28 0 6 0 329 4 6 848 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1194 1193 848 1193 1191 331 848 0 0 333 0 0 Stage 1 860 860 - 331 331 - - - - - - - Stage 2 334 333 - 862 860 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.5274.0273.3273.5274.0273.3272.227 - -2.227 - - Pot Cap-1 Maneuver163 186 360 163 187 708 785 - - 1221 - - Stage 1 349 371 - 680 643 - - - - - - - Stage 2 678 642 - 348 371 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver160 184 360 160 185 708 785 - - 1221 - - Mov Cap-2 Maneuver160 184 - 160 185 - - - - - - - Stage 1 349 368 - 680 643 - - - - - - - Stage 2 672 642 - 341 368 - - - - - - - Approach EB WB NB SB HCM Control Delay, s15.1 28.5 0 0.1 HCM LOS C D Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 785 - - 360 187 1221 - - HCM Lane V/C Ratio - - -0.0110.1830.005 - - HCM Control Delay (s) 0 - - 15.1 28.5 8 0 - HCM Lane LOS A - - C D A A - HCM 95th %tile Q(veh) 0 - - 0 0.6 0 - - Mitigated Existing + Project AM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 13 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 76 306 56 363 2 133 30 107 251 v/c Ratio 0.23 0.49 0.18 0.60 0.01 0.31 0.10 0.22 0.42 Control Delay 31.8 20.8 32.8 24.2 34.0 16.5 33.1 22.3 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 31.8 20.8 32.8 24.2 34.0 16.5 33.1 22.3 6.1 Queue Length 50th (ft) 21 70 15 88 1 18 8 30 0 Queue Length 95th (ft) 84 212 65 249 6 44 45 94 58 Internal Link Dist (ft)2528 2598 168 294 Turn Bay Length (ft) 250 250 200 273 273 Base Capacity (vph) 372 1218 310 1183 310 971 310 1029 987 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 0.20 0.25 0.18 0.31 0.01 0.14 0.10 0.10 0.25 Intersection Summary Mitigated Existing + Project AM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 65 240 23 46 290 7 1 37 47 28 101 236 Future Volume (veh/h) 65 240 23 46 290 7 1 37 47 28 101 236 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 76 279 27 56 354 9 2 58 75 30 107 251 Peak Hour Factor 0.86 0.86 0.86 0.82 0.82 0.82 0.64 0.64 0.63 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 182 438 42 151 457 12 8 118 153 96 391 331 Arrive On Green 0.10 0.26 0.26 0.08 0.25 0.25 0.00 0.16 0.16 0.05 0.21 0.21 Sat Flow, veh/h 1781 1679 162 1781 1816 46 1781 740 958 1781 1870 1585 Grp Volume(v), veh/h 76 0 306 56 0 363 2 0 133 30 107 251 Grp Sat Flow(s),veh/h/ln 1781 0 1841 1781 0 1862 1781 0 1698 1781 1870 1585 Q Serve(g_s), s 2.1 0.0 7.8 1.6 0.0 9.5 0.1 0.0 3.8 0.9 2.5 7.8 Cycle Q Clear(g_c), s 2.1 0.0 7.8 1.6 0.0 9.5 0.1 0.0 3.8 0.9 2.5 7.8 Prop In Lane 1.00 0.09 1.00 0.02 1.00 0.56 1.00 1.00 Lane Grp Cap(c), veh/h 182 0 481 151 0 469 8 0 271 96 391 331 V/C Ratio(X)0.42 0.00 0.64 0.37 0.00 0.77 0.26 0.00 0.49 0.31 0.27 0.76 Avail Cap(c_a), veh/h 325 0 1084 271 0 1039 271 0 812 271 895 758 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 22.2 0.0 17.2 22.8 0.0 18.3 26.1 0.0 20.2 24.0 17.5 19.6 Incr Delay (d2), s/veh 1.5 0.0 1.4 1.5 0.0 2.8 16.4 0.0 1.4 1.8 0.4 3.6 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 0.8 0.0 2.9 0.6 0.0 3.6 0.1 0.0 1.4 0.4 0.9 2.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.7 0.0 18.6 24.3 0.0 21.1 42.5 0.0 21.6 25.8 17.9 23.1 LnGrp LOS C A B C A C D A C C B C Approach Vol, veh/h 382 419 135 388 Approach Delay, s/veh 19.7 21.5 21.9 21.9 Approach LOS B C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.2 14.2 10.3 20.0 5.6 16.8 10.8 19.5 Change Period (Y+Rc), s 5.4 5.8 5.8 * 6.2 5.4 5.8 5.4 6.2 Max Green Setting (Gmax), s8.0 25.2 8.0 * 31 8.0 25.2 9.6 29.4 Max Q Clear Time (g_c+I1), s2.9 5.8 3.6 9.8 2.1 9.8 4.1 11.5 Green Ext Time (p_c), s 0.0 0.6 0.0 1.5 0.0 1.2 0.1 1.7 Intersection Summary HCM 6th Ctrl Delay 21.1 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Project AM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 15 Lane Group EBL EBT WBT NBL NBT SBL SBT Lane Group Flow (vph) 233 121 119 30 283 23 570 v/c Ratio 0.73 0.18 0.40 0.16 0.36 0.12 0.76 Control Delay 50.3 16.7 34.2 41.7 22.1 41.4 30.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 50.3 16.7 34.2 41.7 22.1 41.4 30.8 Queue Length 50th (ft) 102 32 48 13 84 10 197 Queue Length 95th (ft) #317 79 108 43 202 38 #535 Internal Link Dist (ft)2598 234 299 264 Turn Bay Length (ft) 250 200 200 Base Capacity (vph) 319 862 674 185 779 185 750 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.73 0.14 0.18 0.16 0.36 0.12 0.76 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 212 98 12 0 98 13 24 221 2 19 263 216 Future Volume (veh/h) 212 98 12 0 98 13 24 221 2 19 263 216 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 233 108 13 0 105 14 30 280 3 23 313 257 Peak Hour Factor 0.91 0.91 0.91 0.93 0.93 0.93 0.79 0.79 0.79 0.84 0.84 0.84 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 277 563 68 2 176 23 89 695 7 73 349 286 Arrive On Green 0.16 0.34 0.34 0.00 0.11 0.11 0.05 0.38 0.38 0.04 0.37 0.37 Sat Flow, veh/h 1781 1638 197 1781 1616 215 1781 1847 20 1781 950 780 Grp Volume(v), veh/h 233 0 121 0 0 119 30 0 283 23 0 570 Grp Sat Flow(s),veh/h/ln 1781 0 1835 1781 0 1832 1781 0 1867 1781 0 1730 Q Serve(g_s), s 9.3 0.0 3.4 0.0 0.0 4.5 1.2 0.0 8.1 0.9 0.0 22.6 Cycle Q Clear(g_c), s 9.3 0.0 3.4 0.0 0.0 4.5 1.2 0.0 8.1 0.9 0.0 22.6 Prop In Lane 1.00 0.11 1.00 0.12 1.00 0.01 1.00 0.45 Lane Grp Cap(c), veh/h 277 0 631 2 0 200 89 0 702 73 0 635 V/C Ratio(X)0.84 0.00 0.19 0.00 0.00 0.60 0.34 0.00 0.40 0.32 0.00 0.90 Avail Cap(c_a), veh/h 338 0 852 196 0 704 196 0 821 196 0 760 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 29.9 0.0 16.8 0.0 0.0 30.9 33.4 0.0 16.7 33.9 0.0 21.8 Incr Delay (d2), s/veh 14.8 0.0 0.1 0.0 0.0 2.8 2.2 0.0 0.4 2.4 0.0 12.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.7 0.0 1.3 0.0 0.0 2.0 0.5 0.0 3.1 0.4 0.0 10.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.6 0.0 16.9 0.0 0.0 33.7 35.6 0.0 17.1 36.4 0.0 33.8 LnGrp LOS D A B A A C D A B D A C Approach Vol, veh/h 354 119 313 593 Approach Delay, s/veh 35.2 33.7 18.9 33.9 Approach LOS D C B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.4 33.2 0.0 31.2 9.0 32.5 17.1 14.1 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.4 5.8 5.8 6.2 Max Green Setting (Gmax), s8.0 32.0 8.0 33.8 8.0 32.0 13.8 28.0 Max Q Clear Time (g_c+I1), s2.9 10.1 0.0 5.4 3.2 24.6 11.3 6.5 Green Ext Time (p_c), s 0.0 1.4 0.0 0.5 0.0 2.1 0.2 0.5 Intersection Summary HCM 6th Ctrl Delay 30.8 HCM 6th LOS C Mitigated Existing + Project AM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 17 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 36 93 101 255 22 229 50 560 v/c Ratio 0.16 0.26 0.45 0.49 0.10 0.33 0.23 0.73 Control Delay 35.5 23.2 41.4 25.5 35.1 21.9 36.2 29.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.5 23.2 41.4 25.5 35.1 21.9 36.2 29.6 Queue Length 50th (ft) 12 25 34 63 7 72 16 150 Queue Length 95th (ft) 45 64 90 150 28 130 58 #485 Internal Link Dist (ft)176 2597 70 117 Turn Bay Length (ft) 200 200 200 200 Base Capacity (vph) 221 713 224 719 221 765 221 765 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 0.16 0.13 0.45 0.35 0.10 0.30 0.23 0.73 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 59 18 76 158 33 16 153 14 42 423 47 Future Volume (veh/h) 30 59 18 76 158 33 16 153 14 42 423 47 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 36 71 22 101 211 44 22 210 19 50 504 56 Peak Hour Factor 0.83 0.83 0.83 0.75 0.75 0.75 0.73 0.73 0.73 0.84 0.84 0.84 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 187 58 191 276 58 73 532 48 133 577 64 Arrive On Green 0.06 0.14 0.14 0.11 0.18 0.18 0.04 0.32 0.32 0.07 0.35 0.35 Sat Flow, veh/h 1781 1370 424 1781 1501 313 1781 1690 153 1781 1654 184 Grp Volume(v), veh/h 36 0 93 101 0 255 22 0 229 50 0 560 Grp Sat Flow(s),veh/h/ln 1781 0 1794 1781 0 1814 1781 0 1843 1781 0 1837 Q Serve(g_s), s 1.2 0.0 2.9 3.3 0.0 8.2 0.7 0.0 5.9 1.6 0.0 17.5 Cycle Q Clear(g_c), s 1.2 0.0 2.9 3.3 0.0 8.2 0.7 0.0 5.9 1.6 0.0 17.5 Prop In Lane 1.00 0.24 1.00 0.17 1.00 0.08 1.00 0.10 Lane Grp Cap(c), veh/h 107 0 245 191 0 334 73 0 581 133 0 641 V/C Ratio(X)0.34 0.00 0.38 0.53 0.00 0.76 0.30 0.00 0.39 0.37 0.00 0.87 Avail Cap(c_a), veh/h 233 0 733 236 0 745 233 0 799 233 0 796 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 27.6 0.0 24.0 25.8 0.0 23.7 28.5 0.0 16.4 26.9 0.0 18.6 Incr Delay (d2), s/veh 1.8 0.0 1.0 2.3 0.0 3.6 2.3 0.0 0.4 1.7 0.0 8.9 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 0.5 0.0 1.2 1.4 0.0 3.4 0.3 0.0 2.2 0.7 0.0 7.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.4 0.0 25.0 28.1 0.0 27.3 30.8 0.0 16.8 28.7 0.0 27.6 LnGrp LOS C A C C A C C A B C A C Approach Vol, veh/h 129 356 251 610 Approach Delay, s/veh 26.2 27.6 18.0 27.7 Approach LOS C C B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.0 25.1 12.0 14.1 7.9 27.1 9.1 17.1 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 26.5 8.1 25.0 8.0 26.5 8.0 25.1 Max Q Clear Time (g_c+I1), s3.6 7.9 5.3 4.9 2.7 19.5 3.2 10.2 Green Ext Time (p_c), s 0.0 1.0 0.0 0.3 0.0 1.9 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 25.7 HCM 6th LOS C Mitigated Existing + Project AM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 19 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 51 122 123 321 99 225 161 30 289 472 v/c Ratio 0.20 0.27 0.44 0.59 0.39 0.35 0.25 0.12 0.59 0.63 Control Delay 38.2 26.3 41.3 28.7 41.1 22.8 5.7 37.4 31.3 7.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.2 26.3 41.3 28.7 41.1 22.8 5.7 37.4 31.3 7.6 Queue Length 50th (ft) 22 46 55 136 45 66 0 13 121 6 Queue Length 95th (ft) 67 99 #122 208 84 130 17 42 209 55 Internal Link Dist (ft)2563 2568 323 652 Turn Bay Length (ft) 200 200 200 200 200 424 Base Capacity (vph) 250 910 306 940 268 921 864 250 874 984 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 0.20 0.13 0.40 0.34 0.37 0.24 0.19 0.12 0.33 0.48 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Project AM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031419 tract 6224 ep mit am.synPage 20 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 46 103 7 98 232 25 68 155 111 25 240 392 Future Volume (veh/h) 46 103 7 98 232 25 68 155 111 25 240 392 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 51 114 8 122 290 31 99 225 161 30 289 472 Peak Hour Factor 0.90 0.90 0.90 0.80 0.80 0.80 0.69 0.69 0.69 0.83 0.83 0.83 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 125 311 22 176 354 38 166 694 588 88 612 519 Arrive On Green 0.07 0.18 0.18 0.10 0.21 0.21 0.09 0.37 0.37 0.05 0.33 0.33 Sat Flow, veh/h 1781 1727 121 1781 1661 178 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 51 0 122 122 0 321 99 225 161 30 289 472 Grp Sat Flow(s),veh/h/ln 1781 0 1849 1781 0 1838 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 2.0 0.0 4.3 4.9 0.0 12.4 4.0 6.4 5.3 1.2 9.2 21.3 Cycle Q Clear(g_c), s 2.0 0.0 4.3 4.9 0.0 12.4 4.0 6.4 5.3 1.2 9.2 21.3 Prop In Lane 1.00 0.07 1.00 0.10 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 125 0 333 176 0 391 166 694 588 88 612 519 V/C Ratio(X)0.41 0.00 0.37 0.69 0.00 0.82 0.59 0.32 0.27 0.34 0.47 0.91 Avail Cap(c_a), veh/h 191 0 694 234 0 732 205 694 588 191 667 565 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.2 0.0 26.8 32.5 0.0 28.0 32.5 16.8 16.4 34.3 20.0 24.0 Incr Delay (d2), s/veh 2.1 0.0 0.7 5.6 0.0 4.3 3.4 0.3 0.2 2.2 0.6 17.9 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 0.9 0.0 1.8 2.3 0.0 5.4 1.8 2.5 1.7 0.5 3.6 9.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.4 0.0 27.5 38.1 0.0 32.3 35.8 17.0 16.7 36.5 20.5 42.0 LnGrp LOS D A C D A C D B B D C D Approach Vol, veh/h 173 443 485 791 Approach Delay, s/veh 29.8 33.9 20.7 33.9 Approach LOS C C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.1 33.5 12.8 19.2 12.4 30.2 10.3 21.7 Change Period (Y+Rc), s 5.4 5.8 5.4 * 5.8 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s8.0 27.2 9.8 * 28 8.6 26.6 8.0 29.7 Max Q Clear Time (g_c+I1), s3.2 8.4 6.9 6.3 6.0 23.3 4.0 14.4 Green Ext Time (p_c), s 0.0 1.5 0.1 0.5 0.0 1.2 0.0 1.5 Intersection Summary HCM 6th Ctrl Delay 30.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. ND Engineering, PC APPENDIX H EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Existing + Approved/Pending/Proposed Projects AM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 1 Intersection Intersection Delay, s/veh358.8 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 70 10 33 41 6 77 36 517 17 33 785 104 Future Vol, veh/h 70 10 33 41 6 77 36 517 17 33 785 104 Peak Hour Factor 0.82 0.82 0.82 0.71 0.71 0.71 0.96 0.96 0.96 0.79 0.79 0.79 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 85 12 40 58 8 108 38 539 18 42 994 132 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 20.3 17.2 29.9 617.3 HCM LOS C C D F Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 62% 100% 0% 100% 0% Vol Thru, %0% 100% 91% 9% 0% 7% 0% 88% Vol Right, %0% 0% 9% 29% 0% 93% 0% 12% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 36 345 189 113 41 83 33 889 LT Vol 36 0 0 70 41 0 33 0 Through Vol 0 345 172 10 0 6 0 785 RT Vol 0 0 17 33 0 77 0 104 Lane Flow Rate 38 359 197 138 58 117 42 1125 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.084 0.756 0.412 0.345 0.15 0.266 0.095 2.37 Departure Headway (Hd) 10.374 9.852 9.787 11.628 12.021 10.798 8.18 7.583 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 348 370 371 311 300 336 437 484 Service Time 8.074 7.552 7.487 9.328 9.721 8.498 5.961 5.364 HCM Lane V/C Ratio 0.109 0.97 0.531 0.444 0.193 0.348 0.096 2.324 HCM Control Delay 14 37.4 19.2 20.3 16.8 17.4 11.8 639.8 HCM Lane LOS B E C C C C B F HCM 95th-tile Q 0.3 6 2 1.5 0.5 1.1 0.3 85.3 Existing + Approved/Pending/Proposed Projects AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 141 400 137 268 850 76 110 449 169 55 552 298 v/c Ratio 0.62 0.75 0.25 1.12 0.83 0.14 0.50 0.60 0.23 0.49 0.42 0.41 Control Delay 65.2 46.5 6.5 142.2 45.6 0.7 60.6 33.3 3.7 68.0 29.0 9.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.2 46.5 6.5 142.2 45.6 0.7 60.6 33.3 3.7 68.0 29.0 9.1 Queue Length 50th (ft) 54 268 1 ~123 310 0 42 283 0 41 167 36 Queue Length 95th (ft) 81 344 37 #204 376 1 69 376 32 85 218 106 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 240 587 580 240 1116 592 240 745 743 124 1302 726 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.59 0.68 0.24 1.12 0.76 0.13 0.46 0.60 0.23 0.44 0.42 0.41 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 117 332 114 236 748 67 95 386 145 52 524 283 Future Volume (veh/h) 117 332 114 236 748 67 95 386 145 52 524 283 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 141 400 137 268 850 76 110 449 169 55 552 298 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 199 521 441 248 1060 473 180 738 625 78 1341 598 Arrive On Green 0.06 0.28 0.28 0.07 0.30 0.30 0.05 0.39 0.39 0.04 0.38 0.38 Sat Flow, veh/h 3456 1870 1582 3456 3554 1585 3456 1870 1585 1781 3554 1585 Grp Volume(v), veh/h 141 400 137 268 850 76 110 449 169 55 552 298 Grp Sat Flow(s),veh/h/ln 1728 1870 1582 1728 1777 1585 1728 1870 1585 1781 1777 1585 Q Serve(g_s), s 4.5 21.8 7.6 8.0 24.6 3.1 3.5 21.3 8.0 3.4 12.7 11.8 Cycle Q Clear(g_c), s 4.5 21.8 7.6 8.0 24.6 3.1 3.5 21.3 8.0 3.4 12.7 11.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 199 521 441 248 1060 473 180 738 625 78 1341 598 V/C Ratio(X)0.71 0.77 0.31 1.08 0.80 0.16 0.61 0.61 0.27 0.70 0.41 0.50 Avail Cap(c_a), veh/h 248 605 512 248 1149 513 248 738 625 128 1341 598 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.5 36.8 31.7 51.7 36.0 18.3 51.7 26.9 22.9 52.5 25.6 14.4 Incr Delay (d2), s/veh 4.4 9.3 1.5 79.7 5.9 0.6 1.3 3.7 1.1 4.2 0.9 3.0 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 2.0 10.9 3.0 6.1 11.0 1.5 1.5 9.7 3.1 1.6 5.2 4.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 55.9 46.1 33.2 131.4 41.9 18.9 52.9 30.6 23.9 56.7 26.5 17.3 LnGrp LOS E D C F D B D C C E C B Approach Vol, veh/h 678 1194 728 905 Approach Delay, s/veh 45.5 60.5 32.4 25.3 Approach LOS D E C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.5 48.0 12.3 38.5 10.6 49.9 13.9 36.9 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 * 5.9 Max Green Setting (Gmax), s8.0 42.0 8.0 36.0 8.0 38.0 8.0 * 36 Max Q Clear Time (g_c+I1), s5.5 14.7 6.5 26.6 5.4 23.3 10.0 23.8 Green Ext Time (p_c), s 0.0 9.3 0.0 6.6 0.0 5.1 0.0 4.9 Intersection Summary HCM 6th Ctrl Delay 42.7 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Existing + Approved/Pending/Proposed Projects AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 35 153 106 497 53 515 94 258 772 v/c Ratio 0.20 0.28 0.60 0.81 0.30 1.03 0.19 1.41 1.23 Control Delay 42.7 21.0 55.3 32.4 44.5 83.2 3.7 246.2 147.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.7 21.0 55.3 32.4 44.5 83.2 3.7 246.2 147.5 Queue Length 50th (ft) 19 56 59 213 29 ~343 0 ~208 ~650 Queue Length 95th (ft) 43 84 82 185 62 #506 14 #356 #880 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 183 823 183 800 183 500 507 183 627 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 0.19 0.19 0.58 0.62 0.29 1.03 0.19 1.41 1.23 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 27 94 24 67 128 185 43 417 76 217 548 101 Future Volume (veh/h) 27 94 24 67 128 185 43 417 76 217 548 101 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 35 122 31 106 203 294 53 515 94 258 652 120 Peak Hour Factor 0.77 0.77 0.77 0.63 0.63 0.63 0.81 0.81 0.81 0.84 0.84 0.84 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 93 460 117 150 241 349 117 470 397 173 434 80 Arrive On Green 0.05 0.32 0.32 0.08 0.35 0.35 0.07 0.25 0.25 0.10 0.28 0.28 Sat Flow, veh/h 1767 1428 363 1767 681 986 1767 1856 1566 1767 1524 280 Grp Volume(v), veh/h 35 0 153 106 0 497 53 515 94 258 0 772 Grp Sat Flow(s),veh/h/ln 1767 0 1790 1767 0 1666 1767 1856 1566 1767 0 1804 Q Serve(g_s), s 1.7 0.0 5.5 5.1 0.0 23.8 2.5 22.0 4.1 8.5 0.0 24.7 Cycle Q Clear(g_c), s 1.7 0.0 5.5 5.1 0.0 23.8 2.5 22.0 4.1 8.5 0.0 24.7 Prop In Lane 1.00 0.20 1.00 0.59 1.00 1.00 1.00 0.16 Lane Grp Cap(c), veh/h 93 0 577 150 0 591 117 470 397 173 0 514 V/C Ratio(X)0.38 0.00 0.27 0.71 0.00 0.84 0.45 1.10 0.24 1.49 0.00 1.50 Avail Cap(c_a), veh/h 173 0 763 173 0 710 173 470 397 173 0 514 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 39.8 0.0 21.8 38.7 0.0 25.8 39.0 32.4 25.8 39.2 0.0 31.1 Incr Delay (d2), s/veh 0.9 0.0 0.7 7.8 0.0 10.7 1.0 70.0 1.4 249.3 0.0 236.4 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 0.7 0.0 2.2 2.4 0.0 10.4 1.1 18.2 1.6 15.5 0.0 43.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.7 0.0 22.5 46.5 0.0 36.4 40.0 102.4 27.2 288.5 0.0 267.5 LnGrp LOS D A C D A D D F C F A F Approach Vol, veh/h 188 603 662 1030 Approach Delay, s/veh 25.9 38.2 86.7 272.7 Approach LOS C D F F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.8 31.4 8.6 37.1 12.5 28.7 11.4 34.3 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s4.5 26.7 3.7 25.8 10.5 24.0 7.1 7.5 Green Ext Time (p_c), s 0.0 0.0 0.0 4.4 0.0 0.0 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 147.5 HCM 6th LOS F Existing + Approved/Pending/Proposed Projects AM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 6 Intersection Int Delay, s/veh 6.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 51 88 420 125 66 598 Future Vol, veh/h 51 88 420 125 66 598 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 76 76 93 93 82 82 Heavy Vehicles, % 6 6 6 6 6 6 Mvmt Flow 67 116 452 134 80 729 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1408 519 0 0 586 0 Stage 1 519 - - - - - Stage 2 889 - - - - - Critical Hdwy 6.46 6.26 - - 4.16 - Critical Hdwy Stg 1 5.46 - - - - - Critical Hdwy Stg 2 5.46 - - - - - Follow-up Hdwy 3.5543.354 - -2.254 - Pot Cap-1 Maneuver150 549 - - 969 - Stage 1 589 - - - - - Stage 2 395 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver129 549 - - 969 - Mov Cap-2 Maneuver129 - - - - - Stage 1 589 - - - - - Stage 2 340 - - - - - Approach WB NB SB HCM Control Delay, s50.6 0 0.9 HCM LOS F Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 250 969 - HCM Lane V/C Ratio - -0.7320.083 - HCM Control Delay (s) - - 50.6 9.1 0 HCM Lane LOS - - F A A HCM 95th %tile Q(veh) - - 5.1 0.3 - Existing + Approved/Pending/Proposed Projects AM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 7 Intersection Intersection Delay, s/veh141.8 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 96 98 17 145 193 28 13 419 44 9 512 131 Future Vol, veh/h 96 98 17 145 193 28 13 419 44 9 512 131 Peak Hour Factor 0.75 0.75 0.75 0.87 0.87 0.87 0.95 0.95 0.95 0.94 0.94 0.94 Heavy Vehicles, % 4 4 4 4 4 4 4 4 4 4 4 4 Mvmt Flow 128 131 23 167 222 32 14 441 46 10 545 139 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 43.3 98.3 167.8 189.3 HCM LOS E F F F Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %3% 45% 40% 2% 0% Vol Thru, %88% 46% 53% 98% 0% Vol Right, %9% 8% 8% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 476 211 366 521 131 LT Vol 13 96 145 9 0 Through Vol 419 98 193 512 0 RT Vol 44 17 28 0 131 Lane Flow Rate 501 281 421 554 139 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.261 0.758 1.057 1.423 0.33 Departure Headway (Hd) 10.135 11.599 10.543 10.128 9.385 Convergence, Y/N Yes Yes Yes Yes Yes Cap 361 315 349 366 386 Service Time 8.135 9.599 8.543 7.828 7.085 HCM Lane V/C Ratio 1.388 0.892 1.206 1.514 0.36 HCM Control Delay 167.8 43.3 98.3 232.7 16.6 HCM Lane LOS F E F F C HCM 95th-tile Q 20 5.8 12.9 26.1 1.4 Existing + Approved/Pending/Proposed Projects AM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 8 Intersection Intersection Delay, s/veh104.3 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 68 60 41 99 111 51 29 337 29 31 577 45 Future Vol, veh/h 68 60 41 99 111 51 29 337 29 31 577 45 Peak Hour Factor 0.78 0.78 0.78 0.89 0.89 0.89 0.91 0.91 0.91 0.95 0.95 0.95 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 87 77 53 111 125 57 32 370 32 33 607 47 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay17.8 21.9 45.4 204 HCM LOS C C E F Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %7% 53% 0% 47% 0% 5% Vol Thru, %85% 47% 0% 53% 0% 88% Vol Right, %7% 0%100% 0%100% 7% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 395 128 41 210 51 653 LT Vol 29 68 0 99 0 31 Through Vol 337 60 0 111 0 577 RT Vol 29 0 41 0 51 45 Lane Flow Rate 434 164 53 236 57 687 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 0.8710.4090.1170.5690.1231.379 Departure Headway (Hd)8.0839.9538.9369.5758.5927.224 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 451 364 404 380 420 509 Service Time 6.0837.6536.6367.2756.2925.255 HCM Lane V/C Ratio 0.9620.4510.1310.6210.136 1.35 HCM Control Delay 45.4 19.4 12.8 24.2 12.5 204 HCM Lane LOS E C B C B F HCM 95th-tile Q 9 1.9 0.4 3.4 0.4 31.6 Existing + Approved/Pending/Proposed Projects AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 9 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 22 0 6 0 345 4 5 841 0 Future Vol, veh/h 0 0 1 22 0 6 0 345 4 5 841 0 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 25 25 25 79 79 79 90 90 90 89 89 89 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 0 0 4 28 0 8 0 383 4 6 945 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1346 1344 945 1344 1342 385 945 0 0 387 0 0 Stage 1 957 957 - 385 385 - - - - - - - Stage 2 389 387 - 959 957 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.5274.0273.3273.5274.0273.3272.227 - -2.227 - - Pot Cap-1 Maneuver128 151 316 128 151 660 722 - - 1166 - - Stage 1 308 335 - 636 609 - - - - - - - Stage 2 633 608 - 308 335 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver125 149 316 125 149 660 722 - - 1166 - - Mov Cap-2 Maneuver125 149 - 125 149 - - - - - - - Stage 1 308 331 - 636 609 - - - - - - - Stage 2 626 608 - 301 331 - - - - - - - Approach EB WB NB SB HCM Control Delay, s16.5 36 0 0 HCM LOS C E Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 722 - - 316 151 1166 - - HCM Lane V/C Ratio - - -0.0130.2350.005 - - HCM Control Delay (s) 0 - - 16.5 36 8.1 0 - HCM Lane LOS A - - C E A A - HCM 95th %tile Q(veh) 0 - - 0 0.9 0 - - Existing + Approved/Pending/Proposed Projects AM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 10 Intersection Int Delay, s/veh 87.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 136 331 24 53 482 45 10 52 57 30 110 383 Future Vol, veh/h 136 331 24 53 482 45 10 52 57 30 110 383 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 82 82 82 64 64 63 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 158 385 28 65 588 55 16 81 90 32 117 407 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 643 0 0 413 0 0 1723 1488 399 1547 1475 616 Stage 1 - - - - - - 715 715 - 746 746 - Stage 2 - - - - - - 1008 773 - 801 729 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver942 - - 1146 - - 70 124 651 93 126 491 Stage 1 - - - - - - 422 434 - 405 421 - Stage 2 - - - - - - 290 409 - 378 428 - Platoon blocked, % - -- - Mov Cap-1 Maneuver942 - - 1146 - - - 94 651 ~ 18 ~ 96 491 Mov Cap-2 Maneuver - - - - - - - 94 - ~ 18 ~ 96 - Stage 1 - - - - - - 351 361 - 337 384 - Stage 2 - - - - - - 31 373 - 210 356 - Approach EB WB NB SB HCM Control Delay, s2.7 0.8 $ 313.6 HCM LOS -F Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)- 942 - - 1146 - - 50 491 HCM Lane V/C Ratio -0.168 - -0.056 - -2.979 0.83 HCM Control Delay (s) - 9.6 - - 8.3 0 -$ 1065.1 38.9 HCM Lane LOS - A - - A A - F E HCM 95th %tile Q(veh) - 0.6 - - 0.2 - - 15.9 8.2 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Existing + Approved/Pending/Proposed Projects AM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 11 Intersection Intersection Delay, s/veh150.8 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 246 168 11 2 239 15 25 221 2 20 263 307 Future Vol, veh/h 246 168 11 2 239 15 25 221 2 20 263 307 Peak Hour Factor 0.91 0.91 0.91 0.93 0.93 0.93 0.79 0.79 0.79 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 270 185 12 2 257 16 32 280 3 24 313 365 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 102 34.2 40.6 278.3 HCM LOS F D E F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %10% 58% 1% 3% Vol Thru, %89% 40% 93% 45% Vol Right, %1% 3% 6% 52% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 248 425 256 590 LT Vol 25 246 2 20 Through Vol 221 168 239 263 RT Vol 2 11 15 307 Lane Flow Rate 314 467 275 702 Geometry Grp 1 1 1 1 Degree of Util (X)0.765 1.08 0.683 1.545 Departure Headway (Hd) 10.463 9.782 10.821 8.329 Convergence, Y/N Yes Yes Yes Yes Cap 348 374 336 442 Service Time 8.463 7.782 8.821 6.329 HCM Lane V/C Ratio 0.902 1.249 0.818 1.588 HCM Control Delay 40.6 102 34.2 278.3 HCM Lane LOS E F D F HCM 95th-tile Q 6.1 14.2 4.8 36.3 Existing + Approved/Pending/Proposed Projects AM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 12 Intersection Intersection Delay, s/veh92.8 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 80 25 83 191 47 18 153 18 47 443 70 Future Vol, veh/h 50 80 25 83 191 47 18 153 18 47 443 70 Peak Hour Factor 0.83 0.83 0.83 0.75 0.75 0.75 0.73 0.73 0.73 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 60 96 30 111 255 63 25 210 25 56 527 83 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay18.5 44 21.4 172.6 HCM LOS C E C F Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %10% 32% 26% 8% Vol Thru, %81% 52% 60% 79% Vol Right, %10% 16% 15% 12% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 189 155 321 560 LT Vol 18 50 83 47 Through Vol 153 80 191 443 RT Vol 18 25 47 70 Lane Flow Rate 259 187 428 667 Geometry Grp 1 1 1 1 Degree of Util (X) 0.5550.4210.8631.304 Departure Headway (Hd)8.4329.0628.0267.044 Convergence, Y/N Yes Yes Yes Yes Cap 430 400 454 513 Service Time 6.4327.0626.0265.107 HCM Lane V/C Ratio 0.6020.4680.943 1.3 HCM Control Delay 21.4 18.5 44172.6 HCM Lane LOS C C E F HCM 95th-tile Q 3.3 2 8.8 28.1 Existing + Approved/Pending/Proposed Projects AM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp am.synPage 13 Intersection Intersection Delay, s/veh39 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 46 115 7 100 249 26 68 150 114 27 230 384 Future Vol, veh/h 46 115 7 100 249 26 68 150 114 27 230 384 Peak Hour Factor 0.90 0.90 0.90 0.80 0.80 0.80 0.69 0.69 0.69 0.83 0.83 0.83 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 51 128 8 125 311 33 99 217 165 33 277 463 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay 17 36.2 29.8 51.8 HCM LOS C E D F Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %31% 0%100% 0%100% 0% 11% 0% Vol Thru, %69% 0% 0% 94% 0% 91% 89% 0% Vol Right, %0%100% 0% 6% 0% 9% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 218 114 46 122 100 275 257 384 LT Vol 68 0 46 0 100 0 27 0 Through Vol 150 0 0 115 0 249 230 0 RT Vol 0 114 0 7 0 26 0 384 Lane Flow Rate 316 165 51 136 125 344 310 463 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.7840.3690.1450.3630.3250.8390.7270.986 Departure Headway (Hd)8.9288.03810.1999.6329.3728.7838.4547.674 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 404 448 352 374 386 416 427 472 Service Time 6.6765.7867.9497.3827.0726.4836.2015.421 HCM Lane V/C Ratio 0.7820.3680.1450.3640.3240.8270.7260.981 HCM Control Delay 37.4 15.4 14.7 17.8 16.5 43.3 30.7 65.9 HCM Lane LOS E C B C C E D F HCM 95th-tile Q 6.7 1.7 0.5 1.6 1.4 8 5.7 12.7 Existing + Approved/Pending/Proposed Projects PM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 1 Intersection Intersection Delay, s/veh 39.4 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 24 33 9 7 46 36 614 32 60 411 56 Future Vol, veh/h 40 24 33 9 7 46 36 614 32 60 411 56 Peak Hour Factor 0.83 0.83 0.83 0.92 0.92 0.92 0.96 0.96 0.96 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 48 29 40 10 8 50 38 640 33 65 447 61 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 14.9 12.5 28.4 61.3 HCM LOS B B D F Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 41% 100% 0% 100% 0% Vol Thru, %0% 100% 86% 25% 0% 13% 0% 88% Vol Right, %0% 0% 14% 34% 0% 87% 0% 12% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 36 409 237 97 9 53 60 467 LT Vol 36 0 0 40 9 0 60 0 Through Vol 0 409 205 24 0 7 0 411 RT Vol 0 0 32 33 0 46 0 56 Lane Flow Rate 38 426 247 117 10 58 65 508 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.079 0.84 0.479 0.283 0.026 0.135 0.14 1.004 Departure Headway (Hd) 7.599 7.09 6.994 8.727 9.661 8.44 7.711 7.118 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 471 512 515 411 373 423 465 508 Service Time 5.351 4.842 4.745 6.495 7.361 6.216 5.46 4.866 HCM Lane V/C Ratio 0.081 0.832 0.48 0.285 0.027 0.137 0.14 1 HCM Control Delay 11 37.1 16.1 14.9 12.6 12.5 11.7 67.7 HCM Lane LOS B E C B B B B F HCM 95th-tile Q 0.3 8.5 2.6 1.1 0.1 0.5 0.5 13.9 Existing + Approved/Pending/Proposed Projects PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 211 630 116 125 366 56 102 492 177 70 344 101 v/c Ratio 0.34 1.04 0.19 0.66 0.52 0.13 0.54 0.71 0.26 0.71 0.28 0.16 Control Delay 43.3 84.9 2.8 66.9 40.2 0.6 60.4 36.4 7.7 87.2 26.6 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.3 84.9 2.8 66.9 40.2 0.6 60.4 36.4 7.7 87.2 26.6 2.2 Queue Length 50th (ft) 64 ~473 0 44 123 0 36 297 16 49 90 0 Queue Length 95th (ft) #144 #603 16 #79 136 0 64 425 64 #118 124 14 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 617 604 613 190 1147 613 190 696 679 98 1213 627 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.34 1.04 0.19 0.66 0.32 0.09 0.54 0.71 0.26 0.71 0.28 0.16 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 523 96 110 322 49 95 458 165 62 303 89 Future Volume (veh/h) 175 523 96 110 322 49 95 458 165 62 303 89 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 211 630 116 125 366 56 102 492 177 70 344 101 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.93 0.93 0.93 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 737 609 516 188 593 264 184 667 565 90 1223 544 Arrive On Green 0.21 0.33 0.33 0.05 0.17 0.17 0.05 0.36 0.36 0.05 0.34 0.34 Sat Flow, veh/h 3456 1870 1585 3456 3554 1585 3456 1870 1585 1781 3554 1581 Grp Volume(v), veh/h 211 630 116 125 366 56 102 492 177 70 344 101 Grp Sat Flow(s),veh/h/ln 1728 1870 1585 1728 1777 1585 1728 1870 1585 1781 1777 1581 Q Serve(g_s), s 5.5 35.0 4.3 3.8 10.3 2.7 3.1 24.7 6.5 4.2 7.6 2.4 Cycle Q Clear(g_c), s 5.5 35.0 4.3 3.8 10.3 2.7 3.1 24.7 6.5 4.2 7.6 2.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 737 609 516 188 593 264 184 667 565 90 1223 544 V/C Ratio(X)0.29 1.03 0.22 0.66 0.62 0.21 0.56 0.74 0.31 0.78 0.28 0.19 Avail Cap(c_a), veh/h 737 609 516 193 1157 516 193 667 565 99 1223 544 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.4 36.2 15.1 49.8 41.6 25.8 49.6 30.2 13.8 50.4 25.6 6.3 Incr Delay (d2), s/veh 0.1 45.6 0.8 6.4 4.0 1.5 1.6 7.2 1.4 25.8 0.6 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.2 22.7 2.2 1.8 4.7 1.3 1.3 11.8 3.2 2.4 3.1 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.5 81.8 15.9 56.2 45.6 27.3 51.3 37.4 15.3 76.2 26.2 7.1 LnGrp LOS D F B E D C D D B E C A Approach Vol, veh/h 957 547 771 515 Approach Delay, s/veh 63.6 46.1 34.1 29.2 Approach LOS E D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.4 43.0 28.8 23.2 11.1 44.3 11.8 40.3 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 5.3 Max Green Setting (Gmax), s6.0 37.0 6.0 35.0 6.0 37.0 6.0 35.0 Max Q Clear Time (g_c+I1), s5.1 9.6 7.5 12.3 6.2 26.7 5.8 37.0 Green Ext Time (p_c), s 0.0 4.7 0.0 5.6 0.0 4.4 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 45.7 HCM 6th LOS D Existing + Approved/Pending/Proposed Projects PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 77 86 28 80 45 663 52 34 513 v/c Ratio 0.29 0.18 0.11 0.20 0.17 0.58 0.05 0.13 0.49 Control Delay 35.5 13.6 35.1 11.1 34.7 25.9 0.1 34.8 25.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.5 13.6 35.1 11.1 34.7 25.9 0.1 34.8 25.0 Queue Length 50th (ft) 30 13 11 8 17 199 0 13 195 Queue Length 95th (ft) 93 48 38 29 61 #798 0 50 #593 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 279 1157 279 1114 279 1134 1013 279 1056 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 0.28 0.07 0.10 0.07 0.16 0.58 0.05 0.12 0.49 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 71 41 38 22 16 46 41 610 48 32 436 41 Future Volume (veh/h) 71 41 38 22 16 46 41 610 48 32 436 41 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 77 45 41 28 21 59 45 663 52 34 469 44 Peak Hour Factor 0.92 0.92 0.92 0.78 0.78 0.78 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 171 156 142 88 55 154 125 701 594 102 610 57 Arrive On Green 0.10 0.17 0.17 0.05 0.13 0.13 0.07 0.37 0.37 0.06 0.36 0.36 Sat Flow, veh/h 1781 901 821 1781 433 1218 1781 1870 1585 1781 1684 158 Grp Volume(v), veh/h 77 0 86 28 0 80 45 663 52 34 0 513 Grp Sat Flow(s),veh/h/ln 1781 0 1723 1781 0 1651 1781 1870 1585 1781 0 1842 Q Serve(g_s), s 2.5 0.0 2.6 0.9 0.0 2.7 1.5 20.9 1.3 1.1 0.0 15.0 Cycle Q Clear(g_c), s 2.5 0.0 2.6 0.9 0.0 2.7 1.5 20.9 1.3 1.1 0.0 15.0 Prop In Lane 1.00 0.48 1.00 0.74 1.00 1.00 1.00 0.09 Lane Grp Cap(c), veh/h 171 0 298 88 0 209 125 701 594 102 0 667 V/C Ratio(X)0.45 0.00 0.29 0.32 0.00 0.38 0.36 0.95 0.09 0.33 0.00 0.77 Avail Cap(c_a), veh/h 249 0 1049 249 0 1005 249 701 594 249 0 667 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.0 0.0 21.9 27.9 0.0 24.4 27.0 18.4 12.3 27.5 0.0 17.1 Incr Delay (d2), s/veh 0.7 0.0 1.5 0.8 0.0 3.1 0.7 23.1 0.3 0.7 0.0 8.3 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 1.0 0.0 1.1 0.4 0.0 1.1 0.6 11.7 0.4 0.4 0.0 6.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.7 0.0 23.3 28.6 0.0 27.5 27.6 41.6 12.6 28.2 0.0 25.5 LnGrp LOS C A C C A C C D B C A C Approach Vol, veh/h 163 108 760 547 Approach Delay, s/veh 24.9 27.8 38.8 25.7 Approach LOS C C D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.3 28.7 9.8 14.0 7.5 29.5 7.0 16.8 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s3.5 17.0 4.5 4.7 3.1 22.9 2.9 4.6 Green Ext Time (p_c), s 0.0 2.4 0.0 0.9 0.0 0.0 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 32.0 HCM 6th LOS C Existing + Approved/Pending/Proposed Projects PM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 6 Intersection Int Delay, s/veh 3.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 48 43 659 71 63 425 Future Vol, veh/h 48 43 659 71 63 425 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 89 89 91 91 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 54 48 724 78 68 457 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1356 763 0 0 802 0 Stage 1 763 - - - - - Stage 2 593 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.5183.318 - -2.218 - Pot Cap-1 Maneuver165 404 - - 822 - Stage 1 460 - - - - - Stage 2 552 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver147 404 - - 822 - Mov Cap-2 Maneuver147 - - - - - Stage 1 460 - - - - - Stage 2 491 - - - - - Approach WB NB SB HCM Control Delay, s37.4 0 1.3 HCM LOS E Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 210 822 - HCM Lane V/C Ratio - -0.4870.082 - HCM Control Delay (s) - - 37.4 9.8 0 HCM Lane LOS - - E A A HCM 95th %tile Q(veh) - - 2.4 0.3 - Existing + Approved/Pending/Proposed Projects PM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 7 Intersection Intersection Delay, s/veh102.4 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 113 98 13 55 57 10 8 616 67 28 374 70 Future Vol, veh/h 113 98 13 55 57 10 8 616 67 28 374 70 Peak Hour Factor 0.95 0.95 0.95 0.91 0.91 0.91 0.93 0.93 0.93 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 119 103 14 60 63 11 9 662 72 30 398 74 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 19.3 15.7 190.9 33.5 HCM LOS C C F D Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %1% 50% 45% 7% 0% Vol Thru, %89% 44% 47% 93% 0% Vol Right, %10% 6% 8% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 691 224 122 402 70 LT Vol 8 113 55 28 0 Through Vol 616 98 57 374 0 RT Vol 67 13 10 0 70 Lane Flow Rate 743 236 134 428 74 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.354 0.494 0.301 0.829 0.129 Departure Headway (Hd) 6.56 8.407 8.943 7.591 6.833 Convergence, Y/N Yes Yes Yes Yes Yes Cap 557 431 405 479 528 Service Time 4.57 6.407 6.943 5.291 4.533 HCM Lane V/C Ratio 1.334 0.548 0.331 0.894 0.14 HCM Control Delay 190.9 19.3 15.7 37.5 10.5 HCM Lane LOS F C C E B HCM 95th-tile Q 32.7 2.7 1.2 8.1 0.4 Existing + Approved/Pending/Proposed Projects PM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 8 Intersection Intersection Delay, s/veh113.5 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 68 125 35 44 78 41 6 567 46 51 370 34 Future Vol, veh/h 68 125 35 44 78 41 6 567 46 51 370 34 Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.86 0.86 0.86 0.89 0.89 0.89 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 73 134 38 48 85 45 7 659 53 57 416 38 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay19.6 16 204.6 64.1 HCM LOS C C F F Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %1% 35% 0% 36% 0% 11% Vol Thru, %92% 65% 0% 64% 0% 81% Vol Right, %7% 0%100% 0%100% 7% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 619 193 35 122 41 455 LT Vol 6 68 0 44 0 51 Through Vol 567 125 0 78 0 370 RT Vol 46 0 35 0 41 34 Lane Flow Rate 720 208 38 133 45 511 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 1.3830.494 0.080.3260.099 0.98 Departure Headway (Hd)6.9159.4498.5299.8118.8847.577 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 525 384 423 369 406 481 Service Time 4.9677.1496.2297.5116.5845.577 HCM Lane V/C Ratio 1.3710.542 0.09 0.360.1111.062 HCM Control Delay 204.6 21 12 17.2 12.6 64.1 HCM Lane LOS F C B C B F HCM 95th-tile Q 32.9 2.6 0.3 1.4 0.3 12.6 Existing + Approved/Pending/Proposed Projects PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 9 Intersection Int Delay, s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 0 0 22 0 11 1 653 35 2 461 0 Future Vol, veh/h 2 0 0 22 0 11 1 653 35 2 461 0 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 25 25 25 72 72 72 93 93 93 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 0 31 0 15 1 702 38 2 530 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1265 1276 530 1257 1257 721 530 0 0 740 0 0 Stage 1 534 534 - 723 723 - - - - - - - Stage 2 731 742 - 534 534 - - - - - - - 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 3.5184.0183.3183.5184.0183.3182.218 - -2.218 - - Pot Cap-1 Maneuver146 167 549 148 171 427 1037 - - 867 - - Stage 1 530 524 - 417 431 - - - - - - - Stage 2 413 422 - 530 524 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver140 166 549 147 170 427 1037 - - 867 - - Mov Cap-2 Maneuver140 166 - 147 170 - - - - - - - Stage 1 529 522 - 416 430 - - - - - - - Stage 2 397 421 - 528 522 - - - - - - - Approach EB WB NB SB HCM Control Delay, s32.3 30.2 0 0 HCM LOS D D Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1037 - - 140 188 867 - - HCM Lane V/C Ratio 0.001 - -0.0570.2440.003 - - HCM Control Delay (s) 8.5 0 - 32.3 30.2 9.2 0 - HCM Lane LOS A A - D D A A - HCM 95th %tile Q(veh) 0 - - 0.2 0.9 0 - - Existing + Approved/Pending/Proposed Projects PM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 10 Intersection Int Delay, s/veh 9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 208 378 5 14 235 22 7 44 24 13 26 156 Future Vol, veh/h 208 378 5 14 235 22 7 44 24 13 26 156 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 96 96 96 78 78 78 81 81 81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 239 434 6 15 245 23 9 56 31 16 32 193 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 268 0 0 440 0 0 1314 1213 437 1246 1205 257 Stage 1 - - - - - - 915 915 - 287 287 - Stage 2 - - - - - - 399 298 - 959 918 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1296 - - 1120 - - 135 182 620 151 184 782 Stage 1 - - - - - - 327 352 - 720 674 - Stage 2 - - - - - - 627 667 - 309 350 - Platoon blocked, % - -- - Mov Cap-1 Maneuver1296 - - 1120 - - 72 146 620 86 148 782 Mov Cap-2 Maneuver - - - - - - 72 146 - 86 148 - Stage 1 - - - - - - 267 287 - 588 663 - Stage 2 - - - - - - 443 656 - 192 286 - Approach EB WB NB SB HCM Control Delay, s 3 0.4 49.6 19.8 HCM LOS E C Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h) 172 1296 - - 1120 - - 119 782 HCM Lane V/C Ratio 0.5590.184 - -0.013 - -0.4050.246 HCM Control Delay (s) 49.6 8.4 - - 8.3 0 - 54.4 11.1 HCM Lane LOS E A - - A A - F B HCM 95th %tile Q(veh) 2.9 0.7 - - 0 - - 1.7 1 Existing + Approved/Pending/Proposed Projects PM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 11 Intersection Intersection Delay, s/veh 20.9 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 203 205 13 2 126 18 23 205 2 10 122 115 Future Vol, veh/h 203 205 13 2 126 18 23 205 2 10 122 115 Peak Hour Factor 0.90 0.90 0.90 0.77 0.77 0.77 0.90 0.90 0.90 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 226 228 14 3 164 23 26 228 2 11 133 125 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 30 13.4 15.8 15.3 HCM LOS D B C C Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %10% 48% 1% 4% Vol Thru, %89% 49% 86% 49% Vol Right, %1% 3% 12% 47% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 230 421 146 247 LT Vol 23 203 2 10 Through Vol 205 205 126 122 RT Vol 2 13 18 115 Lane Flow Rate 256 468 190 268 Geometry Grp 1 1 1 1 Degree of Util (X)0.477 0.804 0.352 0.479 Departure Headway (Hd) 6.715 6.184 6.675 6.42 Convergence, Y/N Yes Yes Yes Yes Cap 534 585 535 558 Service Time 4.791 4.247 4.759 4.494 HCM Lane V/C Ratio 0.479 0.8 0.355 0.48 HCM Control Delay 15.8 30 13.4 15.3 HCM Lane LOS C D B C HCM 95th-tile Q 2.5 7.9 1.6 2.6 Existing + Approved/Pending/Proposed Projects PM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 12 Intersection Intersection Delay, s/veh15.5 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 91 148 20 17 61 16 11 307 24 23 142 30 Future Vol, veh/h 91 148 20 17 61 16 11 307 24 23 142 30 Peak Hour Factor 0.78 0.78 0.78 0.65 0.65 0.65 0.91 0.91 0.91 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 117 190 26 26 94 25 12 337 26 25 154 33 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay16.6 11.7 17.7 12.6 HCM LOS C B C B Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %3% 35% 18% 12% Vol Thru, %90% 57% 65% 73% Vol Right, %7% 8% 17% 15% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 342 259 94 195 LT Vol 11 91 17 23 Through Vol 307 148 61 142 RT Vol 24 20 16 30 Lane Flow Rate 376 332 145 212 Geometry Grp 1 1 1 1 Degree of Util (X) 0.612 0.560.2570.361 Departure Headway (Hd)5.8596.0686.392 6.13 Convergence, Y/N Yes Yes Yes Yes Cap 616 594 561 585 Service Time 3.8794.0914.4454.179 HCM Lane V/C Ratio 0.610.5590.2580.362 HCM Control Delay 17.7 16.6 11.7 12.6 HCM Lane LOS C C B B HCM 95th-tile Q 4.2 3.5 1 1.6 Existing + Approved/Pending/Proposed Projects PM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eapp pm.synPage 13 Intersection Intersection Delay, s/veh15.5 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 148 153 7 14 128 6 6 291 66 12 99 96 Future Vol, veh/h 148 153 7 14 128 6 6 291 66 12 99 96 Peak Hour Factor 0.95 0.95 0.95 0.85 0.85 0.85 0.81 0.81 0.81 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 156 161 7 16 151 7 7 359 81 13 105 102 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay13.4 13.1 20 11.3 HCM LOS B B C B Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %2% 0%100% 0%100% 0% 11% 0% Vol Thru, %98% 0% 0% 96% 0% 96% 89% 0% Vol Right, %0%100% 0% 4% 0% 4% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 297 66 148 160 14 134 111 96 LT Vol 6 0 148 0 14 0 12 0 Through Vol 291 0 0 153 0 128 99 0 RT Vol 0 66 0 7 0 6 0 96 Lane Flow Rate 367 81 156 168 16 158 118 102 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.6790.1340.3240.3250.0360.3170.233 0.18 Departure Headway (Hd)6.6655.9427.482 6.947.7917.2477.1096.337 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 546 607 481 519 460 497 505 566 Service Time 4.3653.6425.2214.6795.535 4.994.8514.079 HCM Lane V/C Ratio 0.6720.1330.3240.3240.0350.3180.234 0.18 HCM Control Delay 22.3 9.6 13.8 13 10.8 13.3 12 10.5 HCM Lane LOS C A B B B B B B HCM 95th-tile Q 5.1 0.5 1.4 1.4 0.1 1.3 0.9 0.7 ND Engineering, PC APPENDIX I EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS CONDITIONS SIGNAL WARRANTS TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D. Engineering, PCDN 97124 12091492 DAKOTA 40 EXISTING TEMPERANCE 02/15/19 50 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D. Engineering, PCDN 91139 12181209 MCKINLEY 45 TEMPERANCE R.D.02/15/19 45 X X 02/11/19 R.D. TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN 224366 11631128 OLIVE 45 TEMPERANCE R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN 228261 10741048 BELMONT 45 TEMPERANCE 02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN 3328 11521194 TULARE 50 TEMPERANCE R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN 195523 8621071 LOCAN 45 SHIELDS R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN 247425 567838 SHIELDS/DEWOLF 45 DEWOLF/SHIELDS R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN CLINTON ARMSTRONG R.D.02/15/19 X 02/11/19 259321 537749 CLINTON 45 R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS 1 LANE (MAJOR) & 1 LANE (MINOR) R.D.R.D.R.D.R.D. Engineering, PCDN 308375 570973 OLIVE 45 ARMSTRONG R.D.02/15/19 X 02/11/19 02/15/19 45 X X 02/11/19 ND Engineering, PC APPENDIX J EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Existing + Approved/Pending/Proposed Projects + Project AM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 1 Intersection Intersection Delay, s/veh376.1 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 70 10 33 41 6 77 36 556 17 33 801 104 Future Vol, veh/h 70 10 33 41 6 77 36 556 17 33 801 104 Peak Hour Factor 0.82 0.82 0.82 0.71 0.71 0.71 0.96 0.96 0.96 0.79 0.79 0.79 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 85 12 40 58 8 108 38 579 18 42 1014 132 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 20.8 17.6 34.7 652.5 HCM LOS C C D F Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 62% 100% 0% 100% 0% Vol Thru, %0% 100% 92% 9% 0% 7% 0% 89% Vol Right, %0% 0% 8% 29% 0% 93% 0% 11% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 36 371 202 113 41 83 33 905 LT Vol 36 0 0 70 41 0 33 0 Through Vol 0 371 185 10 0 6 0 801 RT Vol 0 0 17 33 0 77 0 104 Lane Flow Rate 38 386 211 138 58 117 42 1146 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.084 0.815 0.441 0.349 0.152 0.27 0.096 2.45 Departure Headway (Hd) 10.52 9.998 9.936 11.879 12.274 11.047 8.295 7.699 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 343 367 365 305 294 327 430 481 Service Time 8.22 7.698 7.636 9.579 9.974 8.747 6.079 5.483 HCM Lane V/C Ratio 0.111 1.052 0.578 0.452 0.197 0.358 0.098 2.383 HCM Control Delay 14.2 44.6 20.2 20.8 17.2 17.8 12 675.9 HCM Lane LOS B E C C C C B F HCM 95th-tile Q 0.3 7.1 2.2 1.5 0.5 1.1 0.3 88.6 Existing + Approved/Pending/Proposed Projects + Project AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 141 416 142 308 872 91 214 479 192 66 557 298 v/c Ratio 0.62 0.77 0.26 1.29 0.84 0.16 0.90 0.64 0.26 0.58 0.43 0.42 Control Delay 65.7 48.2 7.1 203.6 46.8 2.2 91.7 34.8 5.2 73.7 29.4 10.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.7 48.2 7.1 203.6 46.8 2.2 91.7 34.8 5.2 73.7 29.4 10.9 Queue Length 50th (ft) 54 282 4 ~156 321 0 85 309 4 50 168 47 Queue Length 95th (ft) 81 359 40 #241 388 12 #147 406 46 #104 221 122 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 238 581 576 238 1105 587 238 744 742 123 1289 707 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.59 0.72 0.25 1.29 0.79 0.16 0.90 0.64 0.26 0.54 0.43 0.42 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects + Project AM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 117 345 118 271 767 80 184 412 165 63 529 283 Future Volume (veh/h) 117 345 118 271 767 80 184 412 165 63 529 283 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 141 416 142 308 872 91 214 479 192 66 557 298 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 198 521 441 242 1055 470 242 745 631 85 1305 582 Arrive On Green 0.06 0.28 0.28 0.07 0.30 0.30 0.07 0.40 0.40 0.05 0.37 0.37 Sat Flow, veh/h 3456 1870 1582 3456 3554 1585 3456 1870 1585 1781 3554 1585 Grp Volume(v), veh/h 141 416 142 308 872 91 214 479 192 66 557 298 Grp Sat Flow(s),veh/h/ln 1728 1870 1582 1728 1777 1585 1728 1870 1585 1781 1777 1585 Q Serve(g_s), s 4.6 23.6 8.1 8.0 26.2 3.9 7.0 23.7 9.5 4.2 13.5 12.5 Cycle Q Clear(g_c), s 4.6 23.6 8.1 8.0 26.2 3.9 7.0 23.7 9.5 4.2 13.5 12.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 198 521 441 242 1055 470 242 745 631 85 1305 582 V/C Ratio(X)0.71 0.80 0.32 1.27 0.83 0.19 0.89 0.64 0.30 0.78 0.43 0.51 Avail Cap(c_a), veh/h 242 589 498 242 1118 499 242 745 631 125 1305 582 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.0 38.3 32.7 53.2 37.5 19.0 52.7 27.8 23.6 53.9 27.2 15.7 Incr Delay (d2), s/veh 5.1 11.0 1.6 151.7 6.9 0.8 29.1 4.2 1.2 9.3 1.0 3.2 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 2.1 12.0 3.2 8.5 11.9 1.9 3.9 10.9 3.6 2.0 5.6 4.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 58.1 49.2 34.3 204.8 44.4 19.8 81.8 32.1 24.8 63.1 28.2 18.9 LnGrp LOS E D C F D B F C C E C B Approach Vol, veh/h 699 1271 885 921 Approach Delay, s/veh 48.0 81.5 42.5 27.7 Approach LOS D F D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.7 48.0 12.4 39.2 11.1 51.6 13.9 37.8 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 * 5.9 Max Green Setting (Gmax), s8.0 42.0 8.0 36.0 8.0 38.0 8.0 * 36 Max Q Clear Time (g_c+I1), s9.0 15.5 6.6 28.2 6.2 25.7 10.0 25.6 Green Ext Time (p_c), s 0.0 9.3 0.0 5.8 0.0 4.9 0.0 4.5 Intersection Summary HCM 6th Ctrl Delay 53.0 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Existing + Approved/Pending/Proposed Projects + Project AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 45 153 106 497 53 533 94 268 868 v/c Ratio 0.26 0.28 0.60 0.81 0.30 1.07 0.19 1.46 1.39 Control Delay 43.7 21.0 55.3 32.4 44.5 93.2 3.7 268.0 212.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.7 21.0 55.3 32.4 44.5 93.2 3.7 268.0 212.6 Queue Length 50th (ft) 24 56 59 213 29 ~364 0 ~220 ~766 Queue Length 95th (ft) 52 84 82 185 62 #530 14 #370 #1005 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 183 823 183 800 183 500 507 183 624 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 0.25 0.19 0.58 0.62 0.29 1.07 0.19 1.46 1.39 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects + Project AM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 94 24 67 128 185 43 432 76 225 582 147 Future Volume (veh/h) 35 94 24 67 128 185 43 432 76 225 582 147 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 45 122 31 106 203 294 53 533 94 268 693 175 Peak Hour Factor 0.77 0.77 0.77 0.63 0.63 0.63 0.81 0.81 0.81 0.84 0.84 0.84 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 107 470 120 149 240 348 117 465 392 171 402 101 Arrive On Green 0.06 0.33 0.33 0.08 0.35 0.35 0.07 0.25 0.25 0.10 0.28 0.28 Sat Flow, veh/h 1767 1428 363 1767 681 986 1767 1856 1566 1767 1428 361 Grp Volume(v), veh/h 45 0 153 106 0 497 53 533 94 268 0 868 Grp Sat Flow(s),veh/h/ln 1767 0 1790 1767 0 1666 1767 1856 1566 1767 0 1789 Q Serve(g_s), s 2.2 0.0 5.5 5.1 0.0 24.2 2.5 22.0 4.2 8.5 0.0 24.7 Cycle Q Clear(g_c), s 2.2 0.0 5.5 5.1 0.0 24.2 2.5 22.0 4.2 8.5 0.0 24.7 Prop In Lane 1.00 0.20 1.00 0.59 1.00 1.00 1.00 0.20 Lane Grp Cap(c), veh/h 107 0 590 149 0 588 117 465 392 171 0 503 V/C Ratio(X)0.42 0.00 0.26 0.71 0.00 0.84 0.45 1.15 0.24 1.57 0.00 1.73 Avail Cap(c_a), veh/h 171 0 754 171 0 702 171 465 392 171 0 503 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 39.8 0.0 21.6 39.2 0.0 26.2 39.5 32.9 26.3 39.7 0.0 31.6 Incr Delay (d2), s/veh 1.0 0.0 0.6 8.5 0.0 11.0 1.0 88.7 1.4 281.6 0.0 334.9 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 0.9 0.0 2.2 2.5 0.0 10.6 1.1 20.6 1.6 16.9 0.0 56.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.7 0.0 22.2 47.6 0.0 37.2 40.5 121.6 27.7 321.3 0.0 366.4 LnGrp LOS D A C D A D D F C F A F Approach Vol, veh/h 198 603 680 1136 Approach Delay, s/veh 26.4 39.0 102.3 355.8 Approach LOS C D F F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.8 31.4 9.3 37.3 12.5 28.7 11.4 35.2 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s4.5 26.7 4.2 26.2 10.5 24.0 7.1 7.5 Green Ext Time (p_c), s 0.0 0.0 0.0 4.3 0.0 0.0 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 192.0 HCM 6th LOS F Existing + Approved/Pending/Proposed Projects + Project AM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 6 Intersection Int Delay, s/veh 7.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 51 88 435 125 66 632 Future Vol, veh/h 51 88 435 125 66 632 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 76 76 93 93 82 82 Heavy Vehicles, % 6 6 6 6 6 6 Mvmt Flow 67 116 468 134 80 771 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1466 535 0 0 602 0 Stage 1 535 - - - - - Stage 2 931 - - - - - Critical Hdwy 6.46 6.26 - - 4.16 - Critical Hdwy Stg 1 5.46 - - - - - Critical Hdwy Stg 2 5.46 - - - - - Follow-up Hdwy 3.5543.354 - -2.254 - Pot Cap-1 Maneuver138 538 - - 956 - Stage 1 579 - - - - - Stage 2 377 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver118 538 - - 956 - Mov Cap-2 Maneuver118 - - - - - Stage 1 579 - - - - - Stage 2 322 - - - - - Approach WB NB SB HCM Control Delay, s60.4 0 0.9 HCM LOS F Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 233 956 - HCM Lane V/C Ratio - -0.7850.084 - HCM Control Delay (s) - - 60.4 9.1 0 HCM Lane LOS - - F A A HCM 95th %tile Q(veh) - - 5.7 0.3 - Existing + Approved/Pending/Proposed Projects + Project AM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 7 Intersection Intersection Delay, s/veh157.4 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 98 98 17 145 193 28 13 432 44 9 540 137 Future Vol, veh/h 98 98 17 145 193 28 13 432 44 9 540 137 Peak Hour Factor 0.75 0.75 0.75 0.87 0.87 0.87 0.95 0.95 0.95 0.94 0.94 0.94 Heavy Vehicles, % 4 4 4 4 4 4 4 4 4 4 4 4 Mvmt Flow 131 131 23 167 222 32 14 455 46 10 574 146 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 45 99.9 182.8 216.4 HCM LOS E F F F Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %3% 46% 40% 2% 0% Vol Thru, %88% 46% 53% 98% 0% Vol Right, %9% 8% 8% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 489 213 366 549 137 LT Vol 13 98 145 9 0 Through Vol 432 98 193 540 0 RT Vol 44 17 28 0 137 Lane Flow Rate 515 284 421 584 146 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.298 0.766 1.059 1.502 0.346 Departure Headway (Hd) 10.277 11.842 10.765 10.226 9.483 Convergence, Y/N Yes Yes Yes Yes Yes Cap 360 310 341 362 382 Service Time 8.277 9.842 8.765 7.926 7.183 HCM Lane V/C Ratio 1.431 0.916 1.235 1.613 0.382 HCM Control Delay 182.8 45 99.9 266.1 17.1 HCM Lane LOS F E F F C HCM 95th-tile Q 21.1 5.9 12.8 28.9 1.5 Existing + Approved/Pending/Proposed Projects + Project AM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 8 Intersection Intersection Delay, s/veh120.6 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 73 60 41 99 111 51 29 345 29 31 596 54 Future Vol, veh/h 73 60 41 99 111 51 29 345 29 31 596 54 Peak Hour Factor 0.78 0.78 0.78 0.89 0.89 0.89 0.91 0.91 0.91 0.95 0.95 0.95 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 94 77 53 111 125 57 32 379 32 33 627 57 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay18.6 22.5 51.5 235.1 HCM LOS C C F F Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %7% 55% 0% 47% 0% 5% Vol Thru, %86% 45% 0% 53% 0% 88% Vol Right, %7% 0%100% 0%100% 8% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 403 133 41 210 51 681 LT Vol 29 73 0 99 0 31 Through Vol 345 60 0 111 0 596 RT Vol 29 0 41 0 51 54 Lane Flow Rate 443 171 53 236 57 717 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 0.9040.4280.1180.5720.1241.452 Departure Headway (Hd)8.26410.1629.1349.7978.812 7.29 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 443 356 395 370 409 502 Service Time 6.2647.8626.8347.4976.5125.352 HCM Lane V/C Ratio 1 0.480.1340.6380.1391.428 HCM Control Delay 51.5 20.3 13.1 24.8 12.8235.1 HCM Lane LOS F C B C B F HCM 95th-tile Q 9.8 2.1 0.4 3.4 0.4 35.2 Existing + Approved/Pending/Proposed Projects + Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 9 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 22 0 6 0 353 4 5 860 0 Future Vol, veh/h 0 0 1 22 0 6 0 353 4 5 860 0 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 25 25 25 79 79 79 90 90 90 89 89 89 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 0 0 4 28 0 8 0 392 4 6 966 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1376 1374 966 1374 1372 394 966 0 0 396 0 0 Stage 1 978 978 - 394 394 - - - - - - - Stage 2 398 396 - 980 978 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.5274.0273.3273.5274.0273.3272.227 - -2.227 - - Pot Cap-1 Maneuver122 145 307 122 145 653 709 - - 1157 - - Stage 1 300 327 - 629 603 - - - - - - - Stage 2 626 602 - 299 327 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver120 143 307 119 143 653 709 - - 1157 - - Mov Cap-2 Maneuver120 143 - 119 143 - - - - - - - Stage 1 300 323 - 629 603 - - - - - - - Stage 2 619 602 - 292 323 - - - - - - - Approach EB WB NB SB HCM Control Delay, s16.9 38 0 0 HCM LOS C E Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 709 - - 307 144 1157 - - HCM Lane V/C Ratio - - -0.0130.2460.005 - - HCM Control Delay (s) 0 - - 16.9 38 8.1 0 - HCM Lane LOS A - - C E A A - HCM 95th %tile Q(veh) 0 - - 0 0.9 0 - - Existing + Approved/Pending/Proposed Projects + Project AM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 10 Intersection Int Delay, s/veh 106.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 137 349 24 53 488 45 10 52 57 30 110 384 Future Vol, veh/h 137 349 24 53 488 45 10 52 57 30 110 384 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 86 86 86 82 82 82 64 64 63 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 159 406 28 65 595 55 16 81 90 32 117 409 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 650 0 0 434 0 0 1754 1518 420 1577 1505 623 Stage 1 - - - - - - 738 738 - 753 753 - Stage 2 - - - - - - 1016 780 - 824 752 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver936 - - 1126 - - 67 119 633 89 121 486 Stage 1 - - - - - - 410 424 - 402 417 - Stage 2 - - - - - - 287 406 - 367 418 - Platoon blocked, % - -- - Mov Cap-1 Maneuver936 - - 1126 - - - 90 633 ~ 14 ~ 91 486 Mov Cap-2 Maneuver - - - - - - - 90 - ~ 14 ~ 91 - Stage 1 - - - - - - 340 352 - 334 379 - Stage 2 - - - - - - 29 369 - 201 347 - Approach EB WB NB SB HCM Control Delay, s2.6 0.8 $ 389.2 HCM LOS -F Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h)- 936 - - 1126 - - 42 486 HCM Lane V/C Ratio - 0.17 - -0.057 - -3.5460.841 HCM Control Delay (s) - 9.6 - - 8.4 0 -$ 1345.5 40.5 HCM Lane LOS - A - - A A - F E HCM 95th %tile Q(veh) - 0.6 - - 0.2 - - 16.7 8.4 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Existing + Approved/Pending/Proposed Projects + Project AM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 11 Intersection Intersection Delay, s/veh158.6 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 251 180 12 2 243 15 25 221 2 20 263 309 Future Vol, veh/h 251 180 12 2 243 15 25 221 2 20 263 309 Peak Hour Factor 0.91 0.91 0.91 0.93 0.93 0.93 0.79 0.79 0.79 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 276 198 13 2 261 16 32 280 3 24 313 368 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 119.8 35.8 41.8 286.1 HCM LOS F E E F Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %10% 57% 1% 3% Vol Thru, %89% 41% 93% 44% Vol Right, %1% 3% 6% 52% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 248 443 260 592 LT Vol 25 251 2 20 Through Vol 221 180 243 263 RT Vol 2 12 15 309 Lane Flow Rate 314 487 280 705 Geometry Grp 1 1 1 1 Degree of Util (X)0.769 1.133 0.696 1.562 Departure Headway (Hd) 10.718 9.864 11.038 8.491 Convergence, Y/N Yes Yes Yes Yes Cap 339 370 330 437 Service Time 8.718 7.864 9.038 6.491 HCM Lane V/C Ratio 0.926 1.316 0.848 1.613 HCM Control Delay 41.8 119.8 35.8 286.1 HCM Lane LOS E F E F HCM 95th-tile Q 6.1 15.9 4.9 36.6 Existing + Approved/Pending/Proposed Projects + Project AM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 12 Intersection Intersection Delay, s/veh114.6 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 84 25 102 218 47 18 153 22 47 443 70 Future Vol, veh/h 50 84 25 102 218 47 18 153 22 47 443 70 Peak Hour Factor 0.83 0.83 0.83 0.75 0.75 0.75 0.73 0.73 0.73 0.84 0.84 0.84 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 60 101 30 136 291 63 25 210 30 56 527 83 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay20.5 74.2 24.6 206.9 HCM LOS C F C F Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %9% 31% 28% 8% Vol Thru, %79% 53% 59% 79% Vol Right, %11% 16% 13% 12% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 193 159 367 560 LT Vol 18 50 102 47 Through Vol 153 84 218 443 RT Vol 22 25 47 70 Lane Flow Rate 264 192 489 667 Geometry Grp 1 1 1 1 Degree of Util (X) 0.5960.4521.0061.383 Departure Headway (Hd)9.0619.7128.3467.469 Convergence, Y/N Yes Yes Yes Yes Cap 402 374 440 487 Service Time 7.0617.7126.3465.554 HCM Lane V/C Ratio 0.6570.5131.111 1.37 HCM Control Delay 24.6 20.5 74.2206.9 HCM Lane LOS C C F F HCM 95th-tile Q 3.7 2.3 12.9 30.8 Existing + Approved/Pending/Proposed Projects + Project AM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp am.synPage 13 Intersection Intersection Delay, s/veh42 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 46 116 7 100 255 26 68 155 114 27 240 392 Future Vol, veh/h 46 116 7 100 255 26 68 155 114 27 240 392 Peak Hour Factor 0.90 0.90 0.90 0.80 0.80 0.80 0.69 0.69 0.69 0.83 0.83 0.83 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 51 129 8 125 319 33 99 225 165 33 289 472 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay 17 36.7 31.2 57.8 HCM LOS C E D F Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %30% 0%100% 0%100% 0% 10% 0% Vol Thru, %70% 0% 0% 94% 0% 91% 90% 0% Vol Right, %0%100% 0% 6% 0% 9% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 223 114 46 123 100 281 267 392 LT Vol 68 0 46 0 100 0 27 0 Through Vol 155 0 0 116 0 255 240 0 RT Vol 0 114 0 7 0 26 0 392 Lane Flow Rate 323 165 51 137 125 351 322 472 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.80.3680.1420.3610.3190.8420.7631.018 Departure Headway (Hd)8.9148.02810.3059.7399.4198.8328.5417.763 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 404 446 350 372 384 414 428 472 Service Time 6.75.8138.0057.4397.1196.5326.2095.431 HCM Lane V/C Ratio 0.8 0.370.1460.3680.3260.8480.752 1 HCM Control Delay 39.3 15.5 14.7 17.8 16.5 43.9 33.8 74.1 HCM Lane LOS E C B C C E D F HCM 95th-tile Q 7 1.7 0.5 1.6 1.3 8 6.4 13.9 Existing + Approved/Pending/Proposed Projects + Project PM 1: Temperance Avenue & Dakota Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 1 Intersection Intersection Delay, s/veh 53.5 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 24 33 9 7 46 36 643 32 60 456 56 Future Vol, veh/h 40 24 33 9 7 46 36 643 32 60 456 56 Peak Hour Factor 0.83 0.83 0.83 0.92 0.92 0.92 0.96 0.96 0.96 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 48 29 40 10 8 50 38 670 33 65 496 61 Number of Lanes 0 1 0 1 1 0 1 2 0 1 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 2 3 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 3 1 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 3 2 2 1 HCM Control Delay 15.2 12.8 31.2 91.6 HCM LOS C B D F Lane NBLn1 NBLn2 NBLn3 EBLn1WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %100% 0% 0% 41% 100% 0% 100% 0% Vol Thru, %0% 100% 87% 25% 0% 13% 0% 89% Vol Right, %0% 0% 13% 34% 0% 87% 0% 11% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 36 429 246 97 9 53 60 512 LT Vol 36 0 0 40 9 0 60 0 Through Vol 0 429 214 24 0 7 0 456 RT Vol 0 0 32 33 0 46 0 56 Lane Flow Rate 38 447 257 117 10 58 65 557 Geometry Grp 8 8 8 8 8 8 8 8 Degree of Util (X)0.078 0.867 0.492 0.28 0.026 0.133 0.141 1.114 Departure Headway (Hd) 7.801 7.291 7.198 9.005 9.884 8.737 7.789 7.203 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 462 500 503 402 364 413 463 506 Service Time 5.501 4.991 4.898 6.705 7.584 6.437 5.489 4.903 HCM Lane V/C Ratio 0.082 0.894 0.511 0.291 0.027 0.14 0.14 1.101 HCM Control Delay 11.2 41.2 16.7 15.2 12.8 12.8 11.8 100.9 HCM Lane LOS B E C C B B B F HCM 95th-tile Q 0.3 9.2 2.7 1.1 0.1 0.5 0.5 18.4 Existing + Approved/Pending/Proposed Projects + Project PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 211 688 133 167 380 67 162 514 220 106 360 101 v/c Ratio 0.35 1.14 0.22 0.88 0.53 0.15 0.85 0.78 0.34 1.08 0.30 0.16 Control Delay 43.6 116.2 4.3 91.3 40.2 0.7 87.0 41.2 11.1 163.6 26.8 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.6 116.2 4.3 91.3 40.2 0.7 87.0 41.2 11.1 163.6 26.8 2.2 Queue Length 50th (ft) 64 ~557 0 60 127 0 58 315 37 ~82 95 0 Queue Length 95th (ft) #144 #687 26 #118 141 0 #118 449 96 #189 130 14 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 606 604 613 190 1147 613 190 656 648 98 1213 627 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.35 1.14 0.22 0.88 0.33 0.11 0.85 0.78 0.34 1.08 0.30 0.16 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects + Project PM 2: Temperance Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 571 110 147 334 59 151 478 205 93 317 89 Future Volume (veh/h) 175 571 110 147 334 59 151 478 205 93 317 89 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 211 688 133 167 380 67 162 514 220 106 360 101 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.93 0.93 0.93 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 717 607 514 192 613 273 192 659 558 99 1219 542 Arrive On Green 0.21 0.32 0.32 0.06 0.17 0.17 0.06 0.35 0.35 0.06 0.34 0.34 Sat Flow, veh/h 3456 1870 1585 3456 3554 1585 3456 1870 1585 1781 3554 1581 Grp Volume(v), veh/h 211 688 133 167 380 67 162 514 220 106 360 101 Grp Sat Flow(s),veh/h/ln 1728 1870 1585 1728 1777 1585 1728 1870 1585 1781 1777 1581 Q Serve(g_s), s 5.6 35.0 5.0 5.2 10.7 3.2 5.0 26.5 8.4 6.0 8.0 2.5 Cycle Q Clear(g_c), s 5.6 35.0 5.0 5.2 10.7 3.2 5.0 26.5 8.4 6.0 8.0 2.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 717 607 514 192 613 273 192 659 558 99 1219 542 V/C Ratio(X)0.29 1.13 0.26 0.87 0.62 0.25 0.84 0.78 0.39 1.07 0.30 0.19 Avail Cap(c_a), veh/h 717 607 514 192 1153 514 192 659 558 99 1219 542 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 36.1 36.4 15.2 50.6 41.4 25.3 50.5 31.2 14.5 50.9 25.9 6.6 Incr Delay (d2), s/veh 0.1 79.4 1.0 30.9 3.9 1.8 26.1 8.9 2.1 110.6 0.6 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 28.3 2.5 3.0 4.8 1.6 2.8 12.9 4.2 5.6 3.3 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.2 115.8 16.3 81.5 45.3 27.1 76.6 40.1 16.6 161.6 26.5 7.4 LnGrp LOS D F B F D C E D B F C A Approach Vol, veh/h 1032 614 896 567 Approach Delay, s/veh 86.7 53.1 41.0 48.4 Approach LOS F D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.7 43.0 28.3 23.9 11.7 44.0 11.9 40.3 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 5.7 6.0 5.9 5.3 Max Green Setting (Gmax), s6.0 37.0 6.0 35.0 6.0 37.0 6.0 35.0 Max Q Clear Time (g_c+I1), s7.0 10.0 7.6 12.7 8.0 28.5 7.2 37.0 Green Ext Time (p_c), s 0.0 4.9 0.0 5.9 0.0 4.1 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 59.9 HCM 6th LOS E Existing + Approved/Pending/Proposed Projects + Project PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 4 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 121 86 28 80 45 718 52 65 566 v/c Ratio 0.51 0.17 0.13 0.22 0.21 1.02 0.08 0.31 0.81 Control Delay 42.5 13.4 35.4 11.2 35.9 67.6 0.2 37.4 36.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 42.5 13.4 35.4 11.2 35.9 67.6 0.2 37.4 36.6 Queue Length 50th (ft) 49 13 11 8 17 ~374 0 26 227 Queue Length 95th (ft) #169 48 38 29 61 #875 0 81 #670 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 235 973 224 939 224 707 679 224 698 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 0.51 0.09 0.13 0.09 0.20 1.02 0.08 0.29 0.81 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing + Approved/Pending/Proposed Projects + Project PM 3: Temperance Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 111 41 38 22 16 46 41 661 48 60 465 61 Future Volume (veh/h) 111 41 38 22 16 46 41 661 48 60 465 61 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 121 45 41 28 21 59 45 718 52 65 500 66 Peak Hour Factor 0.92 0.92 0.92 0.78 0.78 0.78 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 198 166 152 88 53 149 123 651 552 153 591 78 Arrive On Green 0.11 0.18 0.18 0.05 0.12 0.12 0.07 0.35 0.35 0.09 0.36 0.36 Sat Flow, veh/h 1781 901 821 1781 433 1218 1781 1870 1585 1781 1618 214 Grp Volume(v), veh/h 121 0 86 28 0 80 45 718 52 65 0 566 Grp Sat Flow(s),veh/h/ln 1781 0 1723 1781 0 1651 1781 1870 1585 1781 0 1832 Q Serve(g_s), s 4.1 0.0 2.7 1.0 0.0 2.8 1.5 22.0 1.4 2.2 0.0 18.0 Cycle Q Clear(g_c), s 4.1 0.0 2.7 1.0 0.0 2.8 1.5 22.0 1.4 2.2 0.0 18.0 Prop In Lane 1.00 0.48 1.00 0.74 1.00 1.00 1.00 0.12 Lane Grp Cap(c), veh/h 198 0 318 88 0 202 123 651 552 153 0 669 V/C Ratio(X)0.61 0.00 0.27 0.32 0.00 0.40 0.37 1.10 0.09 0.42 0.00 0.85 Avail Cap(c_a), veh/h 239 0 1008 239 0 966 239 651 552 239 0 669 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.8 0.0 22.1 29.0 0.0 25.6 28.1 20.6 13.9 27.4 0.0 18.4 Incr Delay (d2), s/veh 1.3 0.0 1.2 0.8 0.0 3.4 0.7 67.0 0.3 0.7 0.0 12.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 0.0 1.1 0.4 0.0 1.2 0.6 20.0 0.5 0.9 0.0 8.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.0 0.0 23.4 29.8 0.0 29.0 28.8 87.6 14.2 28.1 0.0 31.0 LnGrp LOS C A C C A C C F B C A C Approach Vol, veh/h 207 108 815 631 Approach Delay, s/veh 26.1 29.2 79.6 30.7 Approach LOS C C E C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.4 29.8 11.0 14.0 9.4 28.7 7.1 18.0 Change Period (Y+Rc), s 4.0 6.7 4.0 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.5 22.0 8.5 37.0 8.5 22.0 8.5 37.0 Max Q Clear Time (g_c+I1), s3.5 20.0 6.1 4.8 4.2 24.0 3.0 4.7 Green Ext Time (p_c), s 0.0 1.2 0.0 0.9 0.0 0.0 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 52.7 HCM 6th LOS D Existing + Approved/Pending/Proposed Projects + Project PM 4: Temperance Avenue & McKinley Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 6 Intersection Int Delay, s/veh 3.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 48 43 710 71 65 452 Future Vol, veh/h 48 43 710 71 65 452 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 89 89 91 91 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 54 48 780 78 70 486 Major/Minor Minor1 Major1 Major2 Conflicting Flow All1445 819 0 0 858 0 Stage 1 819 - - - - - Stage 2 626 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.5183.318 - -2.218 - Pot Cap-1 Maneuver145 375 - - 783 - Stage 1 433 - - - - - Stage 2 533 - - - - - Platoon blocked, %- - - Mov Cap-1 Maneuver127 375 - - 783 - Mov Cap-2 Maneuver127 - - - - - Stage 1 433 - - - - - Stage 2 468 - - - - - Approach WB NB SB HCM Control Delay, s46.2 0 1.3 HCM LOS E Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 185 783 - HCM Lane V/C Ratio - -0.5530.089 - HCM Control Delay (s) - - 46.2 10 0 HCM Lane LOS - - E B A HCM 95th %tile Q(veh) - - 2.9 0.3 - Existing + Approved/Pending/Proposed Projects + Project PM 5: Temperance Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 7 Intersection Intersection Delay, s/veh126.5 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 126 98 13 55 57 10 8 654 67 28 392 79 Future Vol, veh/h 126 98 13 55 57 10 8 654 67 28 392 79 Peak Hour Factor 0.95 0.95 0.95 0.91 0.91 0.91 0.93 0.93 0.93 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 133 103 14 60 63 11 9 703 72 30 417 84 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 1 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 1 HCM Control Delay 21.3 16.5 237.6 39.7 HCM LOS C C F E Lane NBLn1 EBLn1WBLn1 SBLn1 SBLn2 Vol Left, %1% 53% 45% 7% 0% Vol Thru, %90% 41% 47% 93% 0% Vol Right, %9% 5% 8% 0% 100% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 729 237 122 420 79 LT Vol 8 126 55 28 0 Through Vol 654 98 57 392 0 RT Vol 67 13 10 0 79 Lane Flow Rate 784 249 134 447 84 Geometry Grp 5 2 2 7 7 Degree of Util (X)1.463 0.536 0.307 0.877 0.148 Departure Headway (Hd) 6.721 8.694 9.376 7.854 7.096 Convergence, Y/N Yes Yes Yes Yes Yes Cap 549 417 386 465 508 Service Time 4.748 6.694 7.376 5.554 4.796 HCM Lane V/C Ratio 1.428 0.597 0.347 0.961 0.165 HCM Control Delay 237.6 21.3 16.5 45.1 11 HCM Lane LOS F C C E B HCM 95th-tile Q 38.5 3.1 1.3 9.2 0.5 Existing + Approved/Pending/Proposed Projects + Project PM 6: Temperance Avenue & Belmont Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 8 Intersection Intersection Delay, s/veh128.5 Intersection LOS F Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 83 125 35 44 78 41 6 590 46 54 381 38 Future Vol, veh/h 83 125 35 44 78 41 6 590 46 54 381 38 Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.86 0.86 0.86 0.89 0.89 0.89 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 89 134 38 48 85 45 7 686 53 61 428 43 Number of Lanes 0 1 1 0 1 1 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 2 2 HCM Control Delay21.3 16.4 228.4 78.4 HCM LOS C C F F Lane NBLn1EBLn1EBLn2WBLn1WBLn2SBLn1 Vol Left, %1% 40% 0% 36% 0% 11% Vol Thru, %92% 60% 0% 64% 0% 81% Vol Right, %7% 0%100% 0%100% 8% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 642 208 35 122 41 473 LT Vol 6 83 0 44 0 54 Through Vol 590 125 0 78 0 381 RT Vol 46 0 35 0 41 38 Lane Flow Rate 747 224 38 133 45 531 Geometry Grp 2 7 7 7 7 2 Degree of Util (X) 1.4380.532 0.080.3280.0991.032 Departure Headway (Hd)7.138 9.648.69410.079 9.15 7.76 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 515 376 415 359 394 473 Service Time 5.138 7.346.3947.779 6.85 5.76 HCM Lane V/C Ratio 1.450.5960.092 0.370.1141.123 HCM Control Delay 228.4 22.8 12.1 17.6 12.9 78.4 HCM Lane LOS F C B C B F HCM 95th-tile Q 35.3 3 0.3 1.4 0.3 14.4 Existing + Approved/Pending/Proposed Projects + Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 9 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 0 0 22 0 11 1 676 35 2 472 0 Future Vol, veh/h 2 0 0 22 0 11 1 676 35 2 472 0 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 25 25 25 72 72 72 93 93 93 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 0 31 0 15 1 727 38 2 543 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1303 1314 543 1295 1295 746 543 0 0 765 0 0 Stage 1 547 547 - 748 748 - - - - - - - Stage 2 756 767 - 547 547 - - - - - - - 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 3.5184.0183.3183.5184.0183.3182.218 - -2.218 - - Pot Cap-1 Maneuver138 158 540 139 162 413 1026 - - 848 - - Stage 1 521 517 - 404 420 - - - - - - - Stage 2 400 411 - 521 517 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver132 157 540 138 161 413 1026 - - 848 - - Mov Cap-2 Maneuver132 157 - 138 161 - - - - - - - Stage 1 520 515 - 403 419 - - - - - - - Stage 2 384 410 - 519 515 - - - - - - - Approach EB WB NB SB HCM Control Delay, s34 32.3 0 0 HCM LOS D D Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1026 - - 132 177 848 - - HCM Lane V/C Ratio 0.001 - -0.0610.2590.003 - - HCM Control Delay (s) 8.5 0 - 34 32.3 9.3 0 - HCM Lane LOS A A - D D A A - HCM 95th %tile Q(veh) 0 - - 0.2 1 0 - - Existing + Approved/Pending/Proposed Projects + Project PM 8: Locan Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 10 Intersection Int Delay, s/veh 9.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 210 389 5 14 254 22 7 44 24 13 26 157 Future Vol, veh/h 210 389 5 14 254 22 7 44 24 13 26 157 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 246 - - - - - - - - - - 273 Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 96 96 96 78 78 78 81 81 81 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 241 447 6 15 265 23 9 56 31 16 32 194 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 288 0 0 453 0 0 1352 1250 450 1283 1242 277 Stage 1 - - - - - - 932 932 - 307 307 - Stage 2 - - - - - - 420 318 - 976 935 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - -2.218 - -3.5184.0183.3183.5184.0183.318 Pot Cap-1 Maneuver1274 - - 1108 - - 127 173 609 142 175 762 Stage 1 - - - - - - 320 345 - 703 661 - Stage 2 - - - - - - 611 654 - 302 344 - Platoon blocked, % - -- - Mov Cap-1 Maneuver1274 - - 1108 - - 66 138 609 79 140 762 Mov Cap-2 Maneuver - - - - - - 66 138 - 79 140 - Stage 1 - - - - - - 260 280 - 570 650 - Stage 2 - - - - - - 426 644 - 186 279 - Approach EB WB NB SB HCM Control Delay, s 3 0.4 55.3 21 HCM LOS F C Minor Lane/Major MvmtNBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2 Capacity (veh/h) 162 1274 - - 1108 - - 111 762 HCM Lane V/C Ratio 0.5940.189 - -0.013 - -0.4340.254 HCM Control Delay (s) 55.3 8.5 - - 8.3 0 - 60.2 11.3 HCM Lane LOS F A - - A A - F B HCM 95th %tile Q(veh) 3.2 0.7 - - 0 - - 1.9 1 Existing + Approved/Pending/Proposed Projects + Project PM 9: DeWolf Avenue & Shields Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 11 Intersection Intersection Delay, s/veh 23 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 206 213 13 2 139 18 24 205 2 10 122 119 Future Vol, veh/h 206 213 13 2 139 18 24 205 2 10 122 119 Peak Hour Factor 0.90 0.90 0.90 0.77 0.77 0.77 0.90 0.90 0.90 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 229 237 14 3 181 23 27 228 2 11 133 129 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 34.1 14.2 16.5 16.1 HCM LOS D B C C Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, %10% 48% 1% 4% Vol Thru, %89% 49% 87% 49% Vol Right, %1% 3% 11% 47% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 231 432 159 251 LT Vol 24 206 2 10 Through Vol 205 213 139 122 RT Vol 2 13 18 119 Lane Flow Rate 257 480 206 273 Geometry Grp 1 1 1 1 Degree of Util (X)0.491 0.839 0.39 0.498 Departure Headway (Hd) 6.883 6.295 6.799 6.571 Convergence, Y/N Yes Yes Yes Yes Cap 521 571 524 546 Service Time 4.972 4.368 4.895 4.66 HCM Lane V/C Ratio 0.493 0.841 0.393 0.5 HCM Control Delay 16.5 34.1 14.2 16.1 HCM Lane LOS C D B C HCM 95th-tile Q 2.7 8.8 1.8 2.8 Existing + Approved/Pending/Proposed Projects + Project PM 10: Armstrong Avenue & Clinton Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 12 Intersection Intersection Delay, s/veh17.8 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 91 168 20 29 69 16 11 307 44 23 142 30 Future Vol, veh/h 91 168 20 29 69 16 11 307 44 23 142 30 Peak Hour Factor 0.78 0.78 0.78 0.65 0.65 0.65 0.91 0.91 0.91 0.92 0.92 0.92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 117 215 26 45 106 25 12 337 48 25 154 33 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right1 1 1 1 HCM Control Delay19.3 13 20.8 13.6 HCM LOS C B C B Lane NBLn1EBLn1WBLn1SBLn1 Vol Left, %3% 33% 25% 12% Vol Thru, %85% 60% 61% 73% Vol Right, %12% 7% 14% 15% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 362 279 114 195 LT Vol 11 91 29 23 Through Vol 307 168 69 142 RT Vol 44 20 16 30 Lane Flow Rate 398 358 175 212 Geometry Grp 1 1 1 1 Degree of Util (X) 0.6730.6250.3260.382 Departure Headway (Hd)6.0896.2936.6856.494 Convergence, Y/N Yes Yes Yes Yes Cap 593 572 535 551 Service Time 4.141 4.354.7534.559 HCM Lane V/C Ratio 0.6710.6260.3270.385 HCM Control Delay 20.8 19.3 13 13.6 HCM Lane LOS C C B B HCM 95th-tile Q 5.1 4.3 1.4 1.8 Existing + Approved/Pending/Proposed Projects + Project PM 11: Armstrong Avenue & Olive Avenue 03/13/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031319 tract 6224 eappp pm.synPage 13 Intersection Intersection Delay, s/veh16.6 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 158 159 7 18 133 6 6 301 72 12 103 103 Future Vol, veh/h 158 159 7 18 133 6 6 301 72 12 103 103 Peak Hour Factor 0.95 0.95 0.95 0.85 0.85 0.85 0.81 0.81 0.81 0.94 0.94 0.94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 166 167 7 21 156 7 7 372 89 13 110 110 Number of Lanes 1 1 0 1 1 0 0 1 1 0 1 1 Approach EB WB NB SB Opposing ApproachWB EB SB NB Opposing Lanes 2 2 2 2 Conflicting Approach LeftSB NB EB WB Conflicting Lanes Left 2 2 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right2 2 2 2 HCM Control Delay 14 13.6 22 11.7 HCM LOS B B C B Lane NBLn1NBLn2EBLn1EBLn2WBLn1WBLn2SBLn1SBLn2 Vol Left, %2% 0%100% 0%100% 0% 10% 0% Vol Thru, %98% 0% 0% 96% 0% 96% 90% 0% Vol Right, %0%100% 0% 4% 0% 4% 0%100% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 307 72 158 166 18 139 115 103 LT Vol 6 0 158 0 18 0 12 0 Through Vol 301 0 0 159 0 133 103 0 RT Vol 0 72 0 7 0 6 0 103 Lane Flow Rate 379 89 166 175 21 164 122 110 Geometry Grp 7 7 7 7 7 7 7 7 Degree of Util (X) 0.714 0.150.3530.3450.0470.3370.2480.198 Departure Headway (Hd)6.7856.062 7.647.099 7.977.425 7.296.519 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Cap 534 592 471 507 449 484 493 550 Service Time 4.5223.7985.3824.8415.7165.1725.0364.264 HCM Lane V/C Ratio 0.71 0.150.3520.3450.0470.3390.247 0.2 HCM Control Delay 24.8 9.9 14.5 13.6 11.1 13.9 12.4 10.9 HCM Lane LOS C A B B B B B B HCM 95th-tile Q 5.7 0.5 1.6 1.5 0.1 1.5 1 0.7 ND Engineering, PC APPENDIX K EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS SIGNAL WARRANT ANALYSIS TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 97124 12831547 DAKOTA 40 EXISTING TEMPERANCE 02/15/19 50 X X 02/11/19 R.D. TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 91139 12981258 MCKINLEY 45 TEMPERANCE R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) Engineering, PCDN 237366 12281175 OLIVE 45 TEMPERANCE R.D.02/15/19 45 X X R.D.02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 243261 11151084 BELMONT 45 TEMPERANCE 02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 3328 11861221 TULARE 50 TEMPERANCE R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 196524 8941096 LOCAN 45 SHIELDS R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 251443 591840 SHIELDS/DEWOLF 45 DEWOLF/SHIELDS R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN CLINTON ARMSTRONG R.D.02/15/19 X 02/11/19 279367 557753 CLINTON 45 R.D.02/15/19 45 X X 02/11/19 TRAFFIC SIGNAL WARRANTS CHK DATEDATE -------------- -------- MAJOR STREET: In built up area of isolated community of mph (U) 10,000 pop. mphMINOR STREET: Critical speed of major street traffic 40 mph or (R) CALC Critical Approach Speed Critical Approach Speed RURAL URBAN > < CONDITION:PEAKNO 2 or more PMPEAKAM*Refer to Fig. 4C-3 (URBAN AREAS) or Fig. 4C-4 (RURAL AREAS) to determine if this warrant is satisfied. OneApproach Lanes Both Approaches - Major Street Highest Approaches - Minor Street WARRANT 3 - Peak Hour Volume 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACH WITH TWO OR MORE LANES AND 75 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. The satisfaction of a warant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence of the need for right of way assignment must be shown. *NOTE: MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH (Rural Areas)PEAK HOUR VOLUME WARRANTFigure 4C-4 MINOR STREETHIGH VOLUME APPROACH - VPH400 300 200 0 900 500 100 800 12001100600400700 1300 100* 75* 1000300500 2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR) SATISFIED* YES 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR) OR 1 LANE (MAJOR) & 2 OR MORE LANES (MINOR) EXISTING (2018) + APPROVED/PENDING/PROPOSED PROJECTS + PROJECT 1 LANE (MAJOR) & 1 LANE (MINOR) R.D. Engineering, PCDN 324381 597996 OLIVE 45 ARMSTRONG R.D.02/15/19 X 02/11/19 R.D.02/15/19 45 X X 02/11/19 ND Engineering, PC APPENDIX L MITIGATED EXISTING (2018) PLUS APPROVED/PENDING/PROPOSED PROJECTS PLUS PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 1 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 85 52 58 116 38 579 18 42 1014 132 v/c Ratio 0.55 0.17 0.45 0.39 0.38 0.33 0.02 0.18 0.50 0.14 Control Delay 69.3 16.9 68.3 12.7 57.3 22.4 0.1 49.0 21.6 2.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.3 16.9 68.3 12.7 57.3 22.4 0.1 49.0 21.6 2.4 Queue Length 50th (ft) 70 10 48 6 26 147 0 32 230 0 Queue Length 95th (ft) 110 34 72 27 m51 325 m0 55 361 12 Internal Link Dist (ft)165 163 2549 254 Turn Bay Length (ft) 200 200 250 250 255 250 Base Capacity (vph) 183 463 143 457 100 1921 913 234 2037 957 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 0.46 0.11 0.41 0.25 0.38 0.30 0.02 0.18 0.50 0.14 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 70 10 33 41 6 77 36 556 17 33 801 104 Future Volume (veh/h) 70 10 33 41 6 77 36 556 17 33 801 104 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 0.94 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 85 12 40 58 8 108 38 579 18 42 1014 132 Peak Hour Factor 0.82 0.82 0.82 0.71 0.71 0.71 0.96 0.96 0.96 0.79 0.79 0.79 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 50 168 83 12 166 63 727 323 783 2174 969 Arrive On Green 0.06 0.13 0.13 0.05 0.12 0.12 0.01 0.07 0.07 0.44 0.61 0.61 Sat Flow, veh/h 1781 378 1259 1781 105 1412 1781 3554 1581 1781 3554 1584 Grp Volume(v), veh/h 85 0 52 58 0 116 38 579 18 42 1014 132 Grp Sat Flow(s),veh/h/ln 1781 0 1637 1781 0 1516 1781 1777 1581 1781 1777 1584 Q Serve(g_s), s 6.1 0.0 3.7 4.2 0.0 9.5 2.8 20.9 1.2 1.8 20.2 2.8 Cycle Q Clear(g_c), s 6.1 0.0 3.7 4.2 0.0 9.5 2.8 20.9 1.2 1.8 20.2 2.8 Prop In Lane 1.00 0.77 1.00 0.93 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 0 218 83 0 178 63 727 323 783 2174 969 V/C Ratio(X)0.79 0.00 0.24 0.70 0.00 0.65 0.60 0.80 0.06 0.05 0.47 0.14 Avail Cap(c_a), veh/h 177 0 436 136 0 369 85 1498 667 783 2174 969 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 0.00 1.00 1.00 0.00 1.00 0.81 0.81 0.81 1.00 1.00 1.00 Uniform Delay (d), s/veh 60.3 0.0 50.5 61.1 0.0 54.8 63.3 57.9 33.8 20.9 13.7 4.1 Incr Delay (d2), s/veh 12.4 0.0 0.6 10.2 0.0 4.0 7.1 7.3 0.3 0.0 0.7 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.1 0.0 1.5 2.1 0.0 3.8 1.4 10.7 0.6 0.7 7.5 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 72.7 0.0 51.0 71.2 0.0 58.8 70.5 65.2 34.1 20.9 14.4 4.3 LnGrp LOS E A D E A E E E C C B A Approach Vol, veh/h 137 174 635 1188 Approach Delay, s/veh 64.5 63.0 64.6 13.5 Approach LOS E E E B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s63.4 32.8 11.2 22.7 10.4 85.7 13.2 20.6 Change Period (Y+Rc), s 6.2 * 6.2 5.1 5.4 5.8 6.2 5.4 * 5.4 Max Green Setting (Gmax), s8.2 * 55 9.9 34.6 6.2 56.8 12.9 * 32 Max Q Clear Time (g_c+I1), s3.8 22.9 6.2 5.7 4.8 22.2 8.1 11.5 Green Ext Time (p_c), s 0.0 3.7 0.0 0.2 0.0 8.1 0.1 0.6 Intersection Summary HCM 6th Ctrl Delay 36.1 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 141 416 142 308 872 91 214 479 192 66 557 298 v/c Ratio 0.62 0.46 0.26 0.79 0.82 0.15 0.74 0.61 0.25 0.62 0.42 0.41 Control Delay 71.5 42.4 1.9 68.8 36.4 1.1 50.5 35.4 7.6 65.6 20.9 10.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.5 42.4 1.9 68.8 36.4 1.1 50.5 35.4 7.6 65.6 20.9 10.4 Queue Length 50th (ft) 60 156 0 98 387 8 79 429 34 56 200 131 Queue Length 95th (ft) 88 183 0 184 257 m0 m104 m494 m54 #110 59 11 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 237 138 235 113 241 100 229 228 Base Capacity (vph) 240 980 577 425 1170 633 305 784 754 113 1339 721 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.59 0.42 0.25 0.72 0.75 0.14 0.70 0.61 0.25 0.58 0.42 0.41 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 117 345 118 271 767 80 184 412 165 63 529 283 Future Volume (veh/h) 117 345 118 271 767 80 184 412 165 63 529 283 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 141 416 142 308 872 91 214 479 192 66 557 298 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.86 0.86 0.86 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 192 869 387 356 1037 463 267 686 582 205 1446 645 Arrive On Green 0.06 0.24 0.24 0.21 0.58 0.58 0.03 0.12 0.12 0.04 0.13 0.13 Sat Flow, veh/h 3456 3554 1582 3456 3554 1585 3456 1870 1585 1781 3554 1585 Grp Volume(v), veh/h 141 416 142 308 872 91 214 479 192 66 557 298 Grp Sat Flow(s),veh/h/ln 1728 1777 1582 1728 1777 1585 1728 1870 1585 1781 1777 1585 Q Serve(g_s), s 5.2 13.0 9.7 11.2 26.1 2.5 8.0 32.0 10.2 4.7 18.6 22.6 Cycle Q Clear(g_c), s 5.2 13.0 9.7 11.2 26.1 2.5 8.0 32.0 10.2 4.7 18.6 22.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 192 869 387 356 1037 463 267 686 582 205 1446 645 V/C Ratio(X)0.73 0.48 0.37 0.87 0.84 0.20 0.80 0.70 0.33 0.32 0.39 0.46 Avail Cap(c_a), veh/h 242 984 438 428 1175 524 300 686 582 205 1446 645 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 0.71 0.71 0.71 0.55 0.55 0.55 0.86 0.86 0.86 Uniform Delay (d), s/veh 60.5 42.0 40.8 50.8 24.6 10.2 62.3 50.2 21.1 57.6 41.4 43.1 Incr Delay (d2), s/veh 5.8 1.6 2.2 9.7 5.5 0.6 6.5 3.3 0.8 0.3 0.7 2.0 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 2.4 5.8 3.9 4.7 7.6 1.3 3.8 16.6 4.2 2.1 9.0 9.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 66.2 43.6 43.0 60.5 30.1 10.7 68.9 53.5 22.0 57.9 42.1 45.2 LnGrp LOS E D D E C B E D C E D D Approach Vol, veh/h 699 1271 885 921 Approach Delay, s/veh 48.0 36.1 50.4 44.2 Approach LOS D D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s15.8 58.9 12.1 43.2 20.9 53.7 18.3 37.1 Change Period (Y+Rc), s 5.7 6.0 4.9 5.3 6.0 * 6 4.9 5.3 Max Green Setting (Gmax), s11.3 44.7 9.1 43.0 8.3 * 48 16.1 36.0 Max Q Clear Time (g_c+I1), s10.0 24.6 7.2 28.1 6.7 34.0 13.2 15.0 Green Ext Time (p_c), s 0.1 8.1 0.0 9.9 0.0 5.3 0.2 7.0 Intersection Summary HCM 6th Ctrl Delay 43.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 45 153 106 497 53 533 94 268 868 v/c Ratio 0.42 0.31 0.97 0.96 0.50 0.80 0.15 0.96 1.01 Control Delay 71.2 36.1 138.4 71.1 79.3 42.9 3.9 88.7 54.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.2 36.1 138.4 71.1 79.3 42.9 3.9 88.7 54.1 Queue Length 50th (ft) 37 93 91 373 46 436 6 239 ~840 Queue Length 95th (ft) 67 127 #121 304 m73 421 18 #363 #951 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 107 530 109 522 107 665 636 283 857 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 0.42 0.29 0.97 0.95 0.50 0.80 0.15 0.95 1.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 94 24 67 128 185 43 432 76 225 582 147 Future Volume (veh/h) 35 94 24 67 128 185 43 432 76 225 582 147 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 45 122 31 106 203 294 53 533 94 268 693 175 Peak Hour Factor 0.77 0.77 0.77 0.63 0.63 0.63 0.81 0.81 0.81 0.84 0.84 0.84 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 87 400 102 109 199 288 130 628 531 307 626 158 Arrive On Green 0.05 0.28 0.28 0.06 0.29 0.29 0.15 0.68 0.68 0.17 0.44 0.44 Sat Flow, veh/h 1767 1428 363 1767 680 984 1767 1856 1568 1767 1429 361 Grp Volume(v), veh/h 45 0 153 106 0 497 53 533 94 268 0 868 Grp Sat Flow(s),veh/h/ln 1767 0 1790 1767 0 1664 1767 1856 1568 1767 0 1790 Q Serve(g_s), s 3.2 0.0 8.7 7.8 0.0 38.0 3.5 28.4 2.3 19.2 0.0 57.0 Cycle Q Clear(g_c), s 3.2 0.0 8.7 7.8 0.0 38.0 3.5 28.4 2.3 19.2 0.0 57.0 Prop In Lane 1.00 0.20 1.00 0.59 1.00 1.00 1.00 0.20 Lane Grp Cap(c), veh/h 87 0 502 109 0 486 130 628 531 307 0 785 V/C Ratio(X)0.52 0.00 0.31 0.97 0.00 1.02 0.41 0.85 0.18 0.87 0.00 1.11 Avail Cap(c_a), veh/h 109 0 523 109 0 486 130 628 531 307 0 785 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) 0.96 0.00 0.96 1.00 0.00 1.00 0.72 0.72 0.72 0.85 0.00 0.85 Uniform Delay (d), s/veh 60.3 0.0 36.8 60.9 0.0 46.0 52.9 18.5 9.1 52.3 0.0 36.5 Incr Delay (d2), s/veh 1.7 0.0 0.9 77.7 0.0 46.4 0.5 10.1 0.5 19.6 0.0 63.2 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 1.5 0.0 3.9 5.8 0.0 21.5 1.5 7.9 1.0 10.0 0.0 37.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 61.9 0.0 37.7 138.6 0.0 92.4 53.4 28.6 9.6 71.9 0.0 99.7 LnGrp LOS E A D F A F D C A E A F Approach Vol, veh/h 198 603 680 1136 Approach Delay, s/veh 43.2 100.5 27.9 93.1 Approach LOS D F C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.6 62.7 10.4 43.3 26.6 49.7 12.0 41.7 Change Period (Y+Rc), s 4.0 5.7 4.0 5.3 4.0 5.7 4.0 5.3 Max Green Setting (Gmax), s8.0 57.0 8.0 38.0 21.0 44.0 8.0 38.0 Max Q Clear Time (g_c+I1), s5.5 59.0 5.2 40.0 21.2 30.4 9.8 10.7 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 6.2 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 74.1 HCM 6th LOS E Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 7 Lane Group WBL NBT SBL SBT Lane Group Flow (vph) 183 602 80 771 v/c Ratio 0.59 0.65 0.39 0.62 Control Delay 20.2 15.9 26.0 5.3 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 20.2 15.9 26.0 5.3 Queue Length 50th (ft) 26 168 30 189 Queue Length 95th (ft) 59 281 m37 m132 Internal Link Dist (ft) 239 2603 2573 Turn Bay Length (ft)250 Base Capacity (vph) 323 931 206 1236 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.57 0.65 0.39 0.62 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 51 88 435 125 66 632 Future Volume (veh/h) 51 88 435 125 66 632 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1900 1900 1811 1811 1811 1811 Adj Flow Rate, veh/h 67 116 468 134 80 771 Peak Hour Factor 0.76 0.76 0.93 0.93 0.82 0.82 Percent Heavy Veh, % 0 0 6 6 6 6 Cap, veh/h 80 139 527 151 354 1239 Arrive On Green 0.14 0.14 0.39 0.39 0.41 1.00 Sat Flow, veh/h 583 1009 1354 388 1725 1811 Grp Volume(v), veh/h 184 0 0 602 80 771 Grp Sat Flow(s),veh/h/ln 1600 0 0 1741 1725 1811 Q Serve(g_s), s 7.3 0.0 0.0 21.0 2.0 0.0 Cycle Q Clear(g_c), s 7.3 0.0 0.0 21.0 2.0 0.0 Prop In Lane 0.36 0.63 0.22 1.00 Lane Grp Cap(c), veh/h 220 0 0 678 354 1239 V/C Ratio(X)0.84 0.00 0.00 0.89 0.23 0.62 Avail Cap(c_a), veh/h 227 0 0 836 354 1239 HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 0.63 0.09 0.09 Uniform Delay (d), s/veh 27.3 0.0 0.0 18.5 15.8 0.0 Incr Delay (d2), s/veh 22.4 0.0 0.0 10.9 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.8 0.0 0.0 8.9 0.7 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 49.8 0.0 0.0 29.4 15.8 0.2 LnGrp LOS D A A C B A Approach Vol, veh/h 184 602 851 Approach Delay, s/veh 49.8 29.4 1.7 Approach LOS D C A Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s19.1 31.1 50.3 14.7 Change Period (Y+Rc), s 5.8 * 5.8 5.8 5.8 Max Green Setting (Gmax), s7.6 * 31 44.2 9.2 Max Q Clear Time (g_c+I1), s4.0 23.0 2.0 9.3 Green Ext Time (p_c), s 0.0 2.3 5.9 0.0 Intersection Summary HCM 6th Ctrl Delay 17.3 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 9 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 131 154 167 254 14 501 10 574 146 v/c Ratio 0.77 0.38 0.98 0.63 0.08 0.70 0.06 0.79 0.20 Control Delay 62.9 23.7 99.9 30.4 34.2 26.6 34.1 31.0 3.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.9 23.7 99.9 30.4 34.2 26.6 34.1 31.0 3.8 Queue Length 50th (ft) 50 48 66 87 5 149 4 183 0 Queue Length 95th (ft) #149 89 #237 174 27 #473 22 #565 34 Internal Link Dist (ft)2568 478 2539 2603 Turn Bay Length (ft) 200 200 250 250 250 Base Capacity (vph) 171 756 171 757 171 717 171 723 715 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 0.77 0.20 0.98 0.34 0.08 0.70 0.06 0.79 0.20 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 98 98 17 145 193 28 13 432 44 9 540 137 Future Volume (veh/h) 98 98 17 145 193 28 13 432 44 9 540 137 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 Adj Flow Rate, veh/h 131 131 23 167 222 32 14 455 46 10 574 146 Peak Hour Factor 0.75 0.75 0.75 0.87 0.87 0.87 0.95 0.95 0.95 0.94 0.94 0.94 Percent Heavy Veh, % 4 4 4 4 4 4 4 4 4 4 4 4 Cap, veh/h 165 272 48 167 283 41 39 636 64 29 701 594 Arrive On Green 0.09 0.18 0.18 0.10 0.18 0.18 0.02 0.39 0.39 0.02 0.38 0.38 Sat Flow, veh/h 1753 1525 268 1753 1573 227 1753 1645 166 1753 1841 1560 Grp Volume(v), veh/h 131 0 154 167 0 254 14 0 501 10 574 146 Grp Sat Flow(s),veh/h/ln 1753 0 1793 1753 0 1800 1753 0 1811 1753 1841 1560 Q Serve(g_s), s 5.1 0.0 5.4 6.6 0.0 9.3 0.5 0.0 16.3 0.4 19.5 4.4 Cycle Q Clear(g_c), s 5.1 0.0 5.4 6.6 0.0 9.3 0.5 0.0 16.3 0.4 19.5 4.4 Prop In Lane 1.00 0.15 1.00 0.13 1.00 0.09 1.00 1.00 Lane Grp Cap(c), veh/h 165 0 320 167 0 324 39 0 700 29 701 594 V/C Ratio(X)0.80 0.00 0.48 1.00 0.00 0.78 0.35 0.00 0.72 0.34 0.82 0.25 Avail Cap(c_a), veh/h 167 0 724 167 0 727 167 0 700 167 701 594 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.8 0.0 25.6 31.4 0.0 27.1 33.4 0.0 18.0 33.7 19.3 14.7 Incr Delay (d2), s/veh 22.7 0.0 1.1 69.9 0.0 4.2 5.3 0.0 6.2 6.8 10.3 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.0 0.0 2.2 5.8 0.0 4.0 0.3 0.0 6.9 0.2 9.0 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 53.5 0.0 26.7 101.3 0.0 31.3 38.7 0.0 24.2 40.5 29.7 15.7 LnGrp LOS D A C F A C D A C D C B Approach Vol, veh/h 285 421 515 730 Approach Delay, s/veh 39.0 59.1 24.6 27.0 Approach LOS D E C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.6 32.6 12.0 18.2 7.0 32.2 11.9 18.3 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s6.6 26.4 6.6 28.0 6.6 26.4 6.6 28.0 Max Q Clear Time (g_c+I1), s2.4 18.3 8.6 7.4 2.5 21.5 7.1 11.3 Green Ext Time (p_c), s 0.0 1.8 0.0 0.7 0.0 1.7 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 35.1 HCM 6th LOS D Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 94 77 53 111 125 57 32 411 33 684 v/c Ratio 0.57 0.24 0.13 0.63 0.40 0.14 0.19 0.48 0.20 0.80 Control Delay 49.7 27.7 0.7 52.8 30.3 0.7 37.2 19.4 37.3 30.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.7 27.7 0.7 52.8 30.3 0.7 37.2 19.4 37.3 30.2 Queue Length 50th (ft) 35 26 0 42 44 0 12 102 12 211 Queue Length 95th (ft) #105 58 0 #159 99 0 46 304 47 #676 Internal Link Dist (ft)507 663 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 Base Capacity (vph) 166 662 669 176 662 669 166 858 166 855 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 0.57 0.12 0.08 0.63 0.19 0.09 0.19 0.48 0.20 0.80 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 73 60 41 99 111 51 29 345 29 31 596 54 Future Volume (veh/h) 73 60 41 99 111 51 29 345 29 31 596 54 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 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 94 77 53 111 125 57 32 379 32 33 627 57 Peak Hour Factor 0.78 0.78 0.78 0.89 0.89 0.89 0.91 0.91 0.91 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 145 225 190 154 233 198 78 688 58 80 683 62 Arrive On Green 0.08 0.12 0.12 0.09 0.13 0.13 0.04 0.41 0.41 0.05 0.41 0.41 Sat Flow, veh/h 1767 1856 1572 1767 1856 1572 1767 1687 142 1767 1672 152 Grp Volume(v), veh/h 94 77 53 111 125 57 32 0 411 33 0 684 Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1856 1572 1767 0 1830 1767 0 1824 Q Serve(g_s), s 3.4 2.5 2.0 4.0 4.2 2.2 1.2 0.0 11.3 1.2 0.0 23.4 Cycle Q Clear(g_c), s 3.4 2.5 2.0 4.0 4.2 2.2 1.2 0.0 11.3 1.2 0.0 23.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.08 1.00 0.08 Lane Grp Cap(c), veh/h 145 225 190 154 233 198 78 0 746 80 0 745 V/C Ratio(X)0.65 0.34 0.28 0.72 0.54 0.29 0.41 0.00 0.55 0.41 0.00 0.92 Avail Cap(c_a), veh/h 177 702 595 177 702 595 177 0 814 177 0 812 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 29.4 26.6 26.4 29.4 27.1 26.2 30.7 0.0 14.9 30.7 0.0 18.5 Incr Delay (d2), s/veh 5.9 0.9 0.8 11.7 1.9 0.8 3.4 0.0 0.7 3.3 0.0 14.5 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 1.6 1.1 0.7 2.1 1.8 0.8 0.5 0.0 4.0 0.5 0.0 11.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.3 27.5 27.2 41.1 29.0 27.0 34.1 0.0 15.6 34.0 0.0 33.0 LnGrp LOS D C C D C C C A B C A C Approach Vol, veh/h 224 293 443 717 Approach Delay, s/veh 30.7 33.2 16.9 33.1 Approach LOS C C B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.4 32.7 11.1 13.8 8.3 32.8 10.8 14.1 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s6.6 29.4 6.6 25.0 6.6 29.4 6.6 25.0 Max Q Clear Time (g_c+I1), s3.2 13.3 6.0 4.5 3.2 25.4 5.4 6.2 Green Ext Time (p_c), s 0.0 2.0 0.0 0.4 0.0 1.6 0.0 0.7 Intersection Summary HCM 6th Ctrl Delay 28.5 HCM 6th LOS C Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 13 Intersection Int Delay, s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 1 22 0 6 0 353 4 5 860 0 Future Vol, veh/h 0 0 1 22 0 6 0 353 4 5 860 0 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 25 25 25 79 79 79 90 90 90 89 89 89 Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3 Mvmt Flow 0 0 4 28 0 8 0 392 4 6 966 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1376 1374 966 1374 1372 394 966 0 0 396 0 0 Stage 1 978 978 - 394 394 - - - - - - - Stage 2 398 396 - 980 978 - - - - - - - Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 - - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 - - - - - - - Follow-up Hdwy 3.5274.0273.3273.5274.0273.3272.227 - -2.227 - - Pot Cap-1 Maneuver122 145 307 122 145 653 709 - - 1157 - - Stage 1 300 327 - 629 603 - - - - - - - Stage 2 626 602 - 299 327 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver120 143 307 119 143 653 709 - - 1157 - - Mov Cap-2 Maneuver120 143 - 119 143 - - - - - - - Stage 1 300 323 - 629 603 - - - - - - - Stage 2 619 602 - 292 323 - - - - - - - Approach EB WB NB SB HCM Control Delay, s16.9 38 0 0 HCM LOS C E Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 709 - - 307 144 1157 - - HCM Lane V/C Ratio - - -0.0130.2460.005 - - HCM Control Delay (s) 0 - - 16.9 38 8.1 0 - HCM Lane LOS A - - C E A A - HCM 95th %tile Q(veh) 0 - - 0 0.9 0 - - Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 14 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 159 434 65 650 16 171 32 117 409 v/c Ratio 0.69 0.61 0.21 0.80 0.17 0.22 0.29 0.14 0.43 Control Delay 48.9 31.5 30.9 36.8 62.2 21.5 64.6 25.2 4.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.9 31.5 30.9 36.8 62.2 21.5 64.6 25.2 4.5 Queue Length 50th (ft) 118 186 30 171 13 68 26 51 0 Queue Length 95th (ft) 192 215 m51 217 27 91 60 125 78 Internal Link Dist (ft)2528 2598 168 294 Turn Bay Length (ft) 250 250 200 273 273 Base Capacity (vph) 308 1302 324 993 96 789 109 872 958 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 0.52 0.33 0.20 0.65 0.17 0.22 0.29 0.13 0.43 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 137 349 24 53 488 45 10 52 57 30 110 384 Future Volume (veh/h) 137 349 24 53 488 45 10 52 57 30 110 384 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 159 406 28 65 595 55 16 81 90 32 117 409 Peak Hour Factor 0.86 0.86 0.86 0.82 0.82 0.82 0.64 0.64 0.63 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 188 516 35 275 674 62 40 97 108 696 920 779 Arrive On Green 0.03 0.05 0.05 0.31 0.41 0.41 0.02 0.12 0.12 0.39 0.49 0.49 Sat Flow, veh/h 1781 3374 232 1781 3289 304 1781 809 899 1781 1870 1585 Grp Volume(v), veh/h 159 213 221 65 321 329 16 0 171 32 117 409 Grp Sat Flow(s),veh/h/ln 1781 1777 1829 1781 1777 1816 1781 0 1709 1781 1870 1585 Q Serve(g_s), s 11.5 15.4 15.5 3.5 21.7 21.8 1.2 0.0 12.7 1.4 4.4 23.0 Cycle Q Clear(g_c), s 11.5 15.4 15.5 3.5 21.7 21.8 1.2 0.0 12.7 1.4 4.4 23.0 Prop In Lane 1.00 0.13 1.00 0.17 1.00 0.53 1.00 1.00 Lane Grp Cap(c), veh/h 188 272 280 275 364 372 40 0 205 696 920 779 V/C Ratio(X)0.84 0.78 0.79 0.24 0.88 0.88 0.40 0.00 0.83 0.05 0.13 0.52 Avail Cap(c_a), veh/h 310 659 678 275 503 514 90 0 541 696 920 779 HCM Platoon Ratio 0.33 0.33 0.33 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.91 0.91 0.91 0.80 0.80 0.80 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 61.7 59.6 59.6 39.2 36.9 36.9 62.7 0.0 55.9 24.6 17.9 22.6 Incr Delay (d2), s/veh 9.8 4.5 4.5 0.3 10.6 10.7 6.5 0.0 31.1 0.0 0.3 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.0 7.7 8.0 1.5 8.0 8.2 0.6 0.0 7.1 0.6 1.9 8.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 71.5 64.1 64.2 39.5 47.5 47.6 69.2 0.0 87.1 24.6 18.2 25.2 LnGrp LOS E E E D D D E A F C B C Approach Vol, veh/h 593 715 187 558 Approach Delay, s/veh 66.1 46.8 85.5 23.7 Approach LOS E D F C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s56.6 21.4 26.3 25.7 8.3 69.7 19.1 32.8 Change Period (Y+Rc), s 5.8 * 5.8 6.2 * 5.8 5.4 5.8 5.4 6.2 Max Green Setting (Gmax), s6.6 * 41 11.2 * 48 6.6 41.2 22.6 36.8 Max Q Clear Time (g_c+I1), s3.4 14.7 5.5 17.5 3.2 25.0 13.5 23.8 Green Ext Time (p_c), s 0.0 0.9 0.0 2.4 0.0 1.8 0.2 2.8 Intersection Summary HCM 6th Ctrl Delay 49.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 16 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 276 211 2 277 32 283 24 313 368 v/c Ratio 0.80 0.28 0.02 0.80 0.33 0.36 0.25 0.40 0.42 Control Delay 45.9 17.3 60.0 67.2 68.0 31.5 65.7 32.4 5.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.9 17.3 60.0 67.2 68.0 31.5 65.7 32.4 5.0 Queue Length 50th (ft) 62 28 2 223 26 173 20 196 0 Queue Length 95th (ft) 79 40 11 307 54 250 46 298 52 Internal Link Dist (ft)2598 234 299 264 Turn Bay Length (ft) 250 250 200 200 200 Base Capacity (vph) 438 823 84 438 98 787 95 786 880 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 0.63 0.26 0.02 0.63 0.33 0.36 0.25 0.40 0.42 Intersection Summary Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 17 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 251 180 12 2 243 15 25 221 2 20 263 309 Future Volume (veh/h) 251 180 12 2 243 15 25 221 2 20 263 309 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 276 198 13 2 261 16 32 280 3 24 313 368 Peak Hour Factor 0.91 0.91 0.91 0.93 0.93 0.93 0.79 0.79 0.79 0.84 0.84 0.84 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 306 590 39 6 294 18 395 829 9 52 474 402 Arrive On Green 0.17 0.34 0.34 0.00 0.17 0.17 0.22 0.45 0.45 0.03 0.25 0.25 Sat Flow, veh/h 1781 1736 114 1781 1744 107 1781 1847 20 1781 1870 1585 Grp Volume(v), veh/h 276 0 211 2 0 277 32 0 283 24 313 368 Grp Sat Flow(s),veh/h/ln 1781 0 1850 1781 0 1851 1781 0 1867 1781 1870 1585 Q Serve(g_s), s 19.7 0.0 11.0 0.1 0.0 19.0 1.9 0.0 12.8 1.7 19.5 29.3 Cycle Q Clear(g_c), s 19.7 0.0 11.0 0.1 0.0 19.0 1.9 0.0 12.8 1.7 19.5 29.3 Prop In Lane 1.00 0.06 1.00 0.06 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 306 0 629 6 0 312 395 0 838 52 474 402 V/C Ratio(X)0.90 0.00 0.34 0.34 0.00 0.89 0.08 0.00 0.34 0.46 0.66 0.92 Avail Cap(c_a), veh/h 441 0 808 85 0 439 395 0 838 90 535 454 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) 0.78 0.00 0.78 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.8 0.0 32.0 64.6 0.0 52.8 40.1 0.0 23.3 62.1 43.5 47.2 Incr Delay (d2), s/veh 13.5 0.0 0.2 30.4 0.0 14.8 0.1 0.0 1.1 6.1 7.1 28.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.7 0.0 4.8 0.1 0.0 9.8 0.8 0.0 5.7 0.9 9.7 14.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 66.3 0.0 32.2 95.1 0.0 67.6 40.2 0.0 24.4 68.2 50.6 75.3 LnGrp LOS E A C F A E D A C E D E Approach Vol, veh/h 487 279 315 705 Approach Delay, s/veh 51.5 67.8 26.0 64.1 Approach LOS D E C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.2 64.1 6.2 50.4 34.6 38.7 28.5 28.1 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.8 * 5.8 6.2 * 6.2 Max Green Setting (Gmax), s6.6 37.2 6.2 56.8 6.6 * 37 32.2 * 31 Max Q Clear Time (g_c+I1), s3.7 14.8 2.1 13.0 3.9 31.3 21.7 21.0 Green Ext Time (p_c), s 0.0 1.4 0.0 1.1 0.0 1.6 0.6 0.9 Intersection Summary HCM 6th Ctrl Delay 54.5 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 18 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 60 131 136 354 25 240 56 610 v/c Ratio 0.36 0.32 0.69 0.71 0.15 0.34 0.33 0.79 Control Delay 43.1 23.7 58.7 33.6 39.3 21.5 42.5 32.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.1 23.7 58.7 33.6 39.3 21.5 42.5 32.5 Queue Length 50th (ft) 25 40 60 138 10 89 24 225 Queue Length 95th (ft) 67 87 #153 211 31 129 65 #512 Internal Link Dist (ft)176 2597 70 117 Turn Bay Length (ft) 200 200 200 200 Base Capacity (vph) 168 665 198 667 168 775 168 775 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 0.36 0.20 0.69 0.53 0.15 0.31 0.33 0.79 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 19 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 84 25 102 218 47 18 153 22 47 443 70 Future Volume (veh/h) 50 84 25 102 218 47 18 153 22 47 443 70 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 60 101 30 136 291 63 25 210 30 56 527 83 Peak Hour Factor 0.83 0.83 0.83 0.75 0.75 0.75 0.73 0.73 0.73 0.84 0.84 0.84 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 113 284 84 160 345 75 64 542 77 109 574 90 Arrive On Green 0.06 0.21 0.21 0.09 0.23 0.23 0.04 0.34 0.34 0.06 0.36 0.36 Sat Flow, veh/h 1781 1385 411 1781 1490 323 1781 1601 229 1781 1577 248 Grp Volume(v), veh/h 60 0 131 136 0 354 25 0 240 56 0 610 Grp Sat Flow(s),veh/h/ln 1781 0 1796 1781 0 1812 1781 0 1829 1781 0 1826 Q Serve(g_s), s 2.4 0.0 4.6 5.5 0.0 13.7 1.0 0.0 7.3 2.2 0.0 23.4 Cycle Q Clear(g_c), s 2.4 0.0 4.6 5.5 0.0 13.7 1.0 0.0 7.3 2.2 0.0 23.4 Prop In Lane 1.00 0.23 1.00 0.18 1.00 0.13 1.00 0.14 Lane Grp Cap(c), veh/h 113 0 368 160 0 420 64 0 620 109 0 665 V/C Ratio(X)0.53 0.00 0.36 0.85 0.00 0.84 0.39 0.00 0.39 0.51 0.00 0.92 Avail Cap(c_a), veh/h 160 0 616 160 0 622 160 0 727 160 0 726 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 33.3 0.0 25.0 32.9 0.0 27.0 34.6 0.0 18.5 33.4 0.0 22.3 Incr Delay (d2), s/veh 3.8 0.0 0.6 32.7 0.0 6.9 3.8 0.0 0.4 3.7 0.0 15.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 1.8 3.7 0.0 6.1 0.5 0.0 2.8 1.0 0.0 11.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 37.2 0.0 25.6 65.6 0.0 33.8 38.5 0.0 18.9 37.1 0.0 38.1 LnGrp LOS D A C E A C D A B D A D Approach Vol, veh/h 191 490 265 666 Approach Delay, s/veh 29.2 42.6 20.7 38.0 Approach LOS C D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.9 30.7 12.0 20.9 8.0 32.5 10.1 22.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s6.6 29.2 6.6 25.2 6.6 29.2 6.6 25.2 Max Q Clear Time (g_c+I1), s4.2 9.3 7.5 6.6 3.0 25.4 4.4 15.7 Green Ext Time (p_c), s 0.0 1.1 0.0 0.5 0.0 1.3 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 35.6 HCM 6th LOS D Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 20 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 51 137 125 352 99 225 165 33 289 472 v/c Ratio 0.27 0.31 0.54 0.65 0.55 0.32 0.23 0.18 0.62 0.67 Control Delay 39.0 24.4 46.1 29.3 49.1 21.7 5.4 38.1 31.0 10.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.0 24.4 46.1 29.3 49.1 21.7 5.4 38.1 31.0 10.0 Queue Length 50th (ft) 22 48 55 142 44 65 0 14 115 21 Queue Length 95th (ft) 65 102 #141 218 #90 124 17 43 197 80 Internal Link Dist (ft)2563 2568 323 652 Turn Bay Length (ft) 200 200 200 200 200 424 Base Capacity (vph) 189 806 231 821 181 770 751 181 748 881 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 0.27 0.17 0.54 0.43 0.55 0.29 0.22 0.18 0.39 0.54 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project AM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit am.synPage 21 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 46 116 7 100 255 26 68 155 114 27 240 392 Future Volume (veh/h) 46 116 7 100 255 26 68 155 114 27 240 392 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 51 129 8 125 319 32 99 225 165 33 289 472 Peak Hour Factor 0.90 0.90 0.90 0.80 0.80 0.80 0.69 0.69 0.69 0.83 0.83 0.83 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 109 345 21 158 385 39 140 676 573 79 612 519 Arrive On Green 0.06 0.20 0.20 0.09 0.23 0.23 0.08 0.36 0.36 0.04 0.33 0.33 Sat Flow, veh/h 1781 1743 108 1781 1672 168 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 51 0 137 125 0 351 99 225 165 33 289 472 Grp Sat Flow(s),veh/h/ln 1781 0 1851 1781 0 1840 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 2.0 0.0 4.7 5.0 0.0 13.2 4.0 6.4 5.4 1.3 9.0 20.8 Cycle Q Clear(g_c), s 2.0 0.0 4.7 5.0 0.0 13.2 4.0 6.4 5.4 1.3 9.0 20.8 Prop In Lane 1.00 0.06 1.00 0.09 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 109 0 367 158 0 423 140 676 573 79 612 519 V/C Ratio(X)0.47 0.00 0.37 0.79 0.00 0.83 0.71 0.33 0.29 0.42 0.47 0.91 Avail Cap(c_a), veh/h 169 0 711 186 0 722 161 676 573 161 662 561 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.1 0.0 25.3 32.5 0.0 26.7 32.8 16.9 16.6 33.9 19.5 23.5 Incr Delay (d2), s/veh 3.1 0.0 0.6 17.6 0.0 4.2 11.4 0.3 0.3 3.5 0.6 18.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 0.0 2.0 2.8 0.0 5.7 2.0 2.4 1.8 0.6 3.5 9.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.2 0.0 25.9 50.2 0.0 30.9 44.1 17.2 16.8 37.4 20.1 41.6 LnGrp LOS D A C D A C D B B D C D Approach Vol, veh/h 188 476 489 794 Approach Delay, s/veh 28.7 36.0 22.5 33.6 Approach LOS C D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.6 32.1 11.9 20.2 11.1 29.6 9.5 22.6 Change Period (Y+Rc), s 5.4 5.8 5.4 * 5.8 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s6.6 25.8 7.6 * 28 6.6 25.8 6.9 28.6 Max Q Clear Time (g_c+I1), s3.3 8.4 7.0 6.7 6.0 22.8 4.0 15.2 Green Ext Time (p_c), s 0.0 1.5 0.0 0.6 0.0 1.1 0.0 1.5 Intersection Summary HCM 6th Ctrl Delay 30.9 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 1 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 48 69 10 58 38 670 33 65 496 61 v/c Ratio 0.15 0.12 0.03 0.14 0.11 0.33 0.03 0.20 0.23 0.06 Control Delay 33.2 11.3 33.8 10.3 31.9 18.9 0.1 33.1 17.0 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.2 11.3 33.8 10.3 31.9 18.9 0.1 33.1 17.0 0.1 Queue Length 50th (ft) 17 8 4 3 14 122 0 24 56 0 Queue Length 95th (ft) 58 37 22 30 53 256 0 80 186 0 Internal Link Dist (ft)165 163 2549 254 Turn Bay Length (ft) 200 200 250 250 255 250 Base Capacity (vph) 321 1125 321 1077 345 2036 982 330 2120 1036 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 0.15 0.06 0.03 0.05 0.11 0.33 0.03 0.20 0.23 0.06 Intersection Summary Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 24 33 9 7 46 36 643 32 60 456 56 Future Volume (veh/h) 40 24 33 9 7 46 36 643 32 60 456 56 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 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 48 29 40 10 8 50 38 670 33 65 496 61 Peak Hour Factor 0.83 0.83 0.83 0.92 0.92 0.92 0.96 0.96 0.96 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 136 136 188 37 29 182 251 970 423 165 771 344 Arrive On Green 0.08 0.19 0.19 0.02 0.13 0.13 0.14 0.27 0.27 0.09 0.22 0.22 Sat Flow, veh/h 1781 712 982 1781 223 1396 1781 3554 1551 1781 3554 1585 Grp Volume(v), veh/h 48 0 69 10 0 58 38 670 33 65 496 61 Grp Sat Flow(s),veh/h/ln 1781 0 1694 1781 0 1619 1781 1777 1551 1781 1777 1585 Q Serve(g_s), s 1.4 0.0 1.8 0.3 0.0 1.7 1.0 9.0 0.8 1.8 6.8 1.7 Cycle Q Clear(g_c), s 1.4 0.0 1.8 0.3 0.0 1.7 1.0 9.0 0.8 1.8 6.8 1.7 Prop In Lane 1.00 0.58 1.00 0.86 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 136 0 325 37 0 211 251 970 423 165 771 344 V/C Ratio(X)0.35 0.00 0.21 0.27 0.00 0.27 0.15 0.69 0.08 0.39 0.64 0.18 Avail Cap(c_a), veh/h 267 0 985 267 0 942 267 1687 736 274 1700 758 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 23.4 0.0 18.2 25.7 0.0 20.9 20.1 17.4 14.4 22.8 19.0 17.0 Incr Delay (d2), s/veh 1.6 0.0 0.3 3.9 0.0 0.7 0.3 0.9 0.1 1.5 0.9 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 0.6 0.0 0.6 0.2 0.0 0.6 0.4 3.0 0.3 0.7 2.3 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.9 0.0 18.5 29.6 0.0 21.6 20.4 18.3 14.5 24.3 19.9 17.2 LnGrp LOS C A B C A C C B B C B B Approach Vol, veh/h 117 68 741 622 Approach Delay, s/veh 21.1 22.8 18.2 20.1 Approach LOS C C B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.7 20.7 6.2 15.6 13.7 17.8 9.5 12.3 Change Period (Y+Rc), s 5.8 6.2 5.1 5.4 6.2 * 6.2 5.4 * 5.4 Max Green Setting (Gmax), s8.2 25.3 8.0 31.0 8.0 * 26 8.0 * 31 Max Q Clear Time (g_c+I1), s3.8 11.0 2.3 3.8 3.0 8.8 3.4 3.7 Green Ext Time (p_c), s 0.0 3.5 0.0 0.3 0.0 2.8 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 19.4 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 211 688 133 167 380 67 162 514 220 106 360 101 v/c Ratio 0.43 0.72 0.25 0.65 0.54 0.15 0.63 0.79 0.32 0.65 0.28 0.15 Control Delay 46.6 40.1 4.9 62.2 40.9 0.7 61.2 42.8 5.1 67.1 26.2 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.6 40.1 4.9 62.2 40.9 0.7 61.2 42.8 5.1 67.1 26.2 0.4 Queue Length 50th (ft) 67 225 0 58 127 0 56 315 1 71 92 0 Queue Length 95th (ft) 110 260 26 #105 154 0 #104 #537 55 #154 140 0 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 494 1211 639 256 1155 616 256 649 694 164 1267 685 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.43 0.57 0.21 0.65 0.33 0.11 0.63 0.79 0.32 0.65 0.28 0.15 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 571 110 147 334 59 151 478 205 93 317 89 Future Volume (veh/h) 175 571 110 147 334 59 151 478 205 93 317 89 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 211 688 133 167 380 67 162 514 220 106 360 101 Peak Hour Factor 0.83 0.83 0.83 0.88 0.88 0.88 0.93 0.93 0.93 0.88 0.88 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 625 974 435 253 611 273 253 644 546 147 1257 559 Arrive On Green 0.18 0.27 0.27 0.07 0.17 0.17 0.07 0.34 0.34 0.08 0.35 0.35 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 1870 1585 1781 3554 1581 Grp Volume(v), veh/h 211 688 133 167 380 67 162 514 220 106 360 101 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1870 1585 1781 1777 1581 Q Serve(g_s), s 5.8 18.9 5.3 5.1 10.8 4.0 4.9 27.0 8.3 6.3 7.9 4.8 Cycle Q Clear(g_c), s 5.8 18.9 5.3 5.1 10.8 4.0 4.9 27.0 8.3 6.3 7.9 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 625 974 435 253 611 273 253 644 546 147 1257 559 V/C Ratio(X)0.34 0.71 0.31 0.66 0.62 0.25 0.64 0.80 0.40 0.72 0.29 0.18 Avail Cap(c_a), veh/h 625 1201 536 255 1146 511 255 644 546 164 1257 559 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.8 35.5 17.1 49.0 41.7 38.8 48.9 32.2 14.1 48.6 25.2 24.2 Incr Delay (d2), s/veh 0.1 3.7 1.5 4.9 3.9 1.8 4.1 9.9 2.2 10.3 0.6 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 2.4 8.3 2.8 2.3 4.9 1.6 2.2 13.3 4.3 3.1 3.2 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.9 39.2 18.6 53.9 45.6 40.6 53.0 42.1 16.3 58.9 25.8 24.9 LnGrp LOS D D B D D D D D B E C C Approach Vol, veh/h 1032 614 896 567 Approach Delay, s/veh 36.5 47.3 37.7 31.8 Approach LOS D D D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.6 44.4 25.5 24.0 15.6 43.4 13.8 35.7 Change Period (Y+Rc), s 6.7 6.0 5.9 5.3 6.7 * 6 5.9 * 5.9 Max Green Setting (Gmax), s8.0 38.4 9.7 35.0 10.0 * 37 8.0 * 37 Max Q Clear Time (g_c+I1), s6.9 9.9 7.8 12.8 8.3 29.0 7.1 20.9 Green Ext Time (p_c), s 0.0 4.9 0.1 5.9 0.0 4.1 0.0 8.8 Intersection Summary HCM 6th Ctrl Delay 38.1 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 121 86 28 80 45 718 52 65 566 v/c Ratio 0.73 0.23 0.19 0.28 0.30 0.74 0.06 0.43 0.56 Control Delay 71.4 20.8 48.9 16.2 51.3 28.0 0.1 55.5 21.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.4 20.8 48.9 16.2 51.3 28.0 0.1 55.5 21.7 Queue Length 50th (ft) 71 21 15 11 25 325 0 37 226 Queue Length 95th (ft) #224 65 45 37 74 #816 0 #105 533 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 51 200 251 151 151 Base Capacity (vph) 165 704 150 687 150 973 903 150 1007 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 0.73 0.12 0.19 0.12 0.30 0.74 0.06 0.43 0.56 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 111 41 38 22 16 46 41 661 48 60 465 61 Future Volume (veh/h) 111 41 38 22 16 46 41 661 48 60 465 61 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 121 45 41 28 21 59 45 718 52 65 500 66 Peak Hour Factor 0.92 0.92 0.92 0.78 0.78 0.78 0.92 0.92 0.92 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 150 135 123 79 37 104 105 956 810 124 798 105 Arrive On Green 0.08 0.15 0.15 0.04 0.09 0.09 0.06 0.51 0.51 0.07 0.49 0.49 Sat Flow, veh/h 1781 901 821 1781 433 1218 1781 1870 1585 1781 1618 214 Grp Volume(v), veh/h 121 0 86 28 0 80 45 718 52 65 0 566 Grp Sat Flow(s),veh/h/ln 1781 0 1723 1781 0 1651 1781 1870 1585 1781 0 1832 Q Serve(g_s), s 6.2 0.0 4.2 1.4 0.0 4.3 2.3 28.4 1.5 3.3 0.0 21.2 Cycle Q Clear(g_c), s 6.2 0.0 4.2 1.4 0.0 4.3 2.3 28.4 1.5 3.3 0.0 21.2 Prop In Lane 1.00 0.48 1.00 0.74 1.00 1.00 1.00 0.12 Lane Grp Cap(c), veh/h 150 0 258 79 0 141 105 956 810 124 0 903 V/C Ratio(X)0.81 0.00 0.33 0.36 0.00 0.57 0.43 0.75 0.06 0.52 0.00 0.63 Avail Cap(c_a), veh/h 153 0 683 153 0 655 153 956 810 153 0 903 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 42.0 0.0 35.5 43.3 0.0 41.0 42.4 18.1 11.5 41.9 0.0 17.4 Incr Delay (d2), s/veh 24.1 0.0 2.1 1.0 0.0 9.6 1.0 5.4 0.2 1.3 0.0 3.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 0.0 1.8 0.6 0.0 2.1 1.0 12.1 0.5 1.4 0.0 8.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 66.0 0.0 37.6 44.3 0.0 50.6 43.4 23.5 11.7 43.2 0.0 20.6 LnGrp LOS E A D D A D D C B D A C Approach Vol, veh/h 207 108 815 631 Approach Delay, s/veh 54.2 49.0 23.9 23.0 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.2 52.7 14.2 14.2 10.5 54.4 8.1 20.3 Change Period (Y+Rc), s 6.7 * 6.7 6.3 * 6.3 4.0 6.7 4.0 6.3 Max Green Setting (Gmax), s8.0 * 46 8.0 * 37 8.0 46.0 8.0 37.0 Max Q Clear Time (g_c+I1), s4.3 23.2 8.2 6.3 5.3 30.4 3.4 6.2 Green Ext Time (p_c), s 0.0 8.2 0.0 0.8 0.0 8.7 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 28.7 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 7 Lane Group WBL NBT SBL SBT Lane Group Flow (vph) 102 858 70 486 v/c Ratio 0.34 0.76 0.36 0.35 Control Delay 20.1 22.3 39.4 6.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 20.1 22.3 39.4 6.2 Queue Length 50th (ft) 23 301 30 62 Queue Length 95th (ft) 61 #767 81 210 Internal Link Dist (ft) 239 2603 2573 Turn Bay Length (ft)250 Base Capacity (vph) 612 1133 198 1406 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.17 0.76 0.35 0.35 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 48 43 710 71 65 452 Future Volume (veh/h) 48 43 710 71 65 452 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1900 1900 1870 1870 1870 1870 Adj Flow Rate, veh/h 54 48 780 78 70 486 Peak Hour Factor 0.89 0.89 0.91 0.91 0.93 0.93 Percent Heavy Veh, % 0 0 2 2 2 2 Cap, veh/h 95 85 877 88 162 1315 Arrive On Green 0.11 0.11 0.52 0.52 0.09 0.70 Sat Flow, veh/h 883 785 1673 167 1781 1870 Grp Volume(v), veh/h 103 0 0 858 70 486 Grp Sat Flow(s),veh/h/ln 1685 0 0 1840 1781 1870 Q Serve(g_s), s 3.6 0.0 0.0 25.5 2.3 6.4 Cycle Q Clear(g_c), s 3.6 0.0 0.0 25.5 2.3 6.4 Prop In Lane 0.52 0.47 0.09 1.00 Lane Grp Cap(c), veh/h 182 0 0 964 162 1315 V/C Ratio(X)0.57 0.00 0.00 0.89 0.43 0.37 Avail Cap(c_a), veh/h 687 0 0 1194 238 1629 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.0 0.0 0.0 13.0 26.4 3.7 Incr Delay (d2), s/veh 2.8 0.0 0.0 7.3 1.8 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.0 0.0 9.3 0.9 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.8 0.0 0.0 20.3 28.2 3.8 LnGrp LOS C A A C C A Approach Vol, veh/h 103 858 556 Approach Delay, s/veh 28.8 20.3 6.9 Approach LOS C C A Timer - Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s11.0 37.9 48.9 12.4 Change Period (Y+Rc), s 5.4 5.8 5.8 5.8 Max Green Setting (Gmax), s8.2 39.8 53.4 25.0 Max Q Clear Time (g_c+I1), s4.3 27.5 8.4 5.6 Green Ext Time (p_c), s 0.0 4.6 3.0 0.2 Intersection Summary HCM 6th Ctrl Delay 16.0 HCM 6th LOS B Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 9 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 133 117 60 74 9 775 30 417 84 v/c Ratio 0.71 0.42 0.38 0.30 0.06 0.79 0.19 0.38 0.09 Control Delay 65.6 39.8 52.8 37.8 47.1 29.4 48.5 15.0 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.6 39.8 52.8 37.8 47.1 29.4 48.5 15.0 1.2 Queue Length 50th (ft) 81 65 36 39 5 404 18 113 0 Queue Length 95th (ft) #218 117 89 79 24 #853 53 332 10 Internal Link Dist (ft)2568 478 2539 2603 Turn Bay Length (ft) 200 200 250 250 250 Base Capacity (vph) 187 599 158 567 156 983 156 1097 985 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 0.71 0.20 0.38 0.13 0.06 0.79 0.19 0.38 0.09 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 126 98 13 55 57 10 8 654 67 28 392 79 Future Volume (veh/h) 126 98 13 55 57 10 8 654 67 28 392 79 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 133 103 14 60 63 11 9 703 72 30 417 84 Peak Hour Factor 0.95 0.95 0.95 0.91 0.91 0.91 0.93 0.93 0.93 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 171 199 27 132 157 27 32 782 80 87 934 792 Arrive On Green 0.10 0.12 0.12 0.07 0.10 0.10 0.02 0.47 0.47 0.05 0.50 0.50 Sat Flow, veh/h 1781 1612 219 1781 1551 271 1781 1669 171 1781 1870 1585 Grp Volume(v), veh/h 133 0 117 60 0 74 9 0 775 30 417 84 Grp Sat Flow(s),veh/h/ln 1781 0 1831 1781 0 1822 1781 0 1840 1781 1870 1585 Q Serve(g_s), s 5.7 0.0 4.7 2.5 0.0 3.0 0.4 0.0 30.4 1.3 11.3 2.2 Cycle Q Clear(g_c), s 5.7 0.0 4.7 2.5 0.0 3.0 0.4 0.0 30.4 1.3 11.3 2.2 Prop In Lane 1.00 0.12 1.00 0.15 1.00 0.09 1.00 1.00 Lane Grp Cap(c), veh/h 171 0 226 132 0 185 32 0 862 87 934 792 V/C Ratio(X)0.78 0.00 0.52 0.45 0.00 0.40 0.28 0.00 0.90 0.34 0.45 0.11 Avail Cap(c_a), veh/h 218 0 687 184 0 649 181 0 1100 181 1118 948 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.7 0.0 32.3 34.9 0.0 33.1 38.1 0.0 19.2 36.2 12.7 10.4 Incr Delay (d2), s/veh 12.6 0.0 1.8 2.4 0.0 1.4 4.6 0.0 8.4 2.3 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 0.0 2.1 1.1 0.0 1.3 0.2 0.0 12.8 0.6 4.0 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 47.3 0.0 34.1 37.3 0.0 34.5 42.7 0.0 27.6 38.5 13.0 10.5 LnGrp LOS D A C D A C D A C D B B Approach Vol, veh/h 250 134 784 531 Approach Delay, s/veh 41.2 35.7 27.8 14.0 Approach LOS D D C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.2 42.6 11.2 15.5 6.8 45.1 13.0 13.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 47.0 8.1 29.5 8.0 47.0 9.6 28.0 Max Q Clear Time (g_c+I1), s3.3 32.4 4.5 6.7 2.4 13.3 7.7 5.0 Green Ext Time (p_c), s 0.0 4.4 0.0 0.5 0.0 2.7 0.1 0.3 Intersection Summary HCM 6th Ctrl Delay 26.1 HCM 6th LOS C Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 89 134 38 48 85 45 7 739 61 471 v/c Ratio 0.54 0.41 0.10 0.30 0.32 0.13 0.04 0.81 0.38 0.44 Control Delay 55.6 38.0 0.5 47.4 38.5 0.8 43.0 32.3 49.5 15.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.6 38.0 0.5 47.4 38.5 0.8 43.0 32.3 49.5 15.6 Queue Length 50th (ft) 50 74 0 27 46 0 4 378 34 134 Queue Length 95th (ft) #129 128 0 70 88 0 18 #701 82 358 Internal Link Dist (ft)507 663 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 Base Capacity (vph) 167 539 548 161 532 553 161 909 163 1071 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 0.53 0.25 0.07 0.30 0.16 0.08 0.04 0.81 0.37 0.44 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 83 125 35 44 78 41 6 590 46 54 381 38 Future Volume (veh/h) 83 125 35 44 78 41 6 590 46 54 381 38 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 89 134 38 48 85 45 7 686 53 61 428 43 Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.86 0.86 0.86 0.89 0.89 0.89 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 157 234 194 119 194 164 26 759 59 135 842 85 Arrive On Green 0.09 0.13 0.13 0.07 0.10 0.10 0.01 0.44 0.44 0.08 0.50 0.50 Sat Flow, veh/h 1781 1870 1549 1781 1870 1585 1781 1714 132 1781 1672 168 Grp Volume(v), veh/h 89 134 38 48 85 45 7 0 739 61 0 471 Grp Sat Flow(s),veh/h/ln 1781 1870 1549 1781 1870 1585 1781 0 1847 1781 0 1840 Q Serve(g_s), s 3.7 5.2 1.7 2.0 3.3 2.0 0.3 0.0 28.7 2.5 0.0 13.2 Cycle Q Clear(g_c), s 3.7 5.2 1.7 2.0 3.3 2.0 0.3 0.0 28.7 2.5 0.0 13.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.07 1.00 0.09 Lane Grp Cap(c), veh/h 157 234 194 119 194 164 26 0 817 135 0 927 V/C Ratio(X)0.57 0.57 0.20 0.40 0.44 0.27 0.27 0.00 0.90 0.45 0.00 0.51 Avail Cap(c_a), veh/h 191 613 507 185 605 513 185 0 985 187 0 984 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 33.8 31.8 30.3 34.6 32.5 31.9 37.7 0.0 20.0 34.2 0.0 12.8 Incr Delay (d2), s/veh 3.2 2.2 0.5 2.2 1.6 0.9 5.6 0.0 10.2 2.4 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 1.6 2.3 0.6 0.9 1.5 0.8 0.2 0.0 12.7 1.1 0.0 4.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 37.0 34.0 30.8 36.8 34.1 32.8 43.2 0.0 30.2 36.5 0.0 13.2 LnGrp LOS D C C D C C D A C D A B Approach Vol, veh/h 261 178 746 532 Approach Delay, s/veh 34.6 34.5 30.4 15.9 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.2 40.0 10.5 15.5 6.5 44.7 12.2 13.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.1 41.2 8.0 25.3 8.0 41.3 8.3 25.0 Max Q Clear Time (g_c+I1), s4.5 30.7 4.0 7.2 2.3 15.2 5.7 5.3 Green Ext Time (p_c), s 0.0 3.5 0.0 0.6 0.0 2.8 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 26.9 HCM 6th LOS C Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 13 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 0 0 22 0 11 1 676 35 2 472 0 Future Vol, veh/h 2 0 0 22 0 11 1 676 35 2 472 0 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 25 25 25 72 72 72 93 93 93 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 0 31 0 15 1 727 38 2 543 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All1303 1314 543 1295 1295 746 543 0 0 765 0 0 Stage 1 547 547 - 748 748 - - - - - - - Stage 2 756 767 - 547 547 - - - - - - - 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 3.5184.0183.3183.5184.0183.3182.218 - -2.218 - - Pot Cap-1 Maneuver138 158 540 139 162 413 1026 - - 848 - - Stage 1 521 517 - 404 420 - - - - - - - Stage 2 400 411 - 521 517 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver132 157 540 138 161 413 1026 - - 848 - - Mov Cap-2 Maneuver132 157 - 138 161 - - - - - - - Stage 1 520 515 - 403 419 - - - - - - - Stage 2 384 410 - 519 515 - - - - - - - Approach EB WB NB SB HCM Control Delay, s34 32.3 0 0 HCM LOS D D Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1026 - - 132 177 848 - - HCM Lane V/C Ratio 0.001 - -0.0610.2590.003 - - HCM Control Delay (s) 8.5 0 - 34 32.3 9.3 0 - HCM Lane LOS A A - D D A A - HCM 95th %tile Q(veh) 0 - - 0.2 1 0 - - Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 14 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 241 453 15 288 9 87 16 32 194 v/c Ratio 0.65 0.25 0.05 0.37 0.03 0.24 0.06 0.09 0.42 Control Delay 35.0 11.9 27.4 19.6 28.7 16.9 28.6 21.2 7.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.0 11.9 27.4 19.6 28.7 16.9 28.6 21.2 7.2 Queue Length 50th (ft) 55 25 3 33 2 13 3 7 0 Queue Length 95th (ft) #311 153 27 101 17 53 26 33 36 Internal Link Dist (ft)2528 2598 168 294 Turn Bay Length (ft) 250 250 200 273 273 Base Capacity (vph) 372 2147 291 1949 281 911 281 947 900 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 0.65 0.21 0.05 0.15 0.03 0.10 0.06 0.03 0.22 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 15 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 210 389 5 14 254 22 7 44 24 13 26 157 Future Volume (veh/h) 210 389 5 14 254 22 7 44 24 13 26 157 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 241 447 6 15 265 23 9 56 31 16 32 194 Peak Hour Factor 0.87 0.87 0.87 0.96 0.96 0.96 0.78 0.78 0.78 0.81 0.81 0.81 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 298 725 10 243 539 46 34 187 103 57 318 270 Arrive On Green 0.17 0.20 0.20 0.14 0.16 0.16 0.02 0.17 0.17 0.03 0.17 0.17 Sat Flow, veh/h 1781 3590 48 1781 3311 285 1781 1131 626 1781 1870 1585 Grp Volume(v), veh/h 241 221 232 15 141 147 9 0 87 16 32 194 Grp Sat Flow(s),veh/h/ln 1781 1777 1862 1781 1777 1819 1781 0 1758 1781 1870 1585 Q Serve(g_s), s 6.4 5.6 5.6 0.4 3.6 3.6 0.2 0.0 2.1 0.4 0.7 5.7 Cycle Q Clear(g_c), s 6.4 5.6 5.6 0.4 3.6 3.6 0.2 0.0 2.1 0.4 0.7 5.7 Prop In Lane 1.00 0.03 1.00 0.16 1.00 0.36 1.00 1.00 Lane Grp Cap(c), veh/h 298 359 376 243 289 296 34 0 290 57 318 270 V/C Ratio(X)0.81 0.62 0.62 0.06 0.49 0.49 0.27 0.00 0.30 0.28 0.10 0.72 Avail Cap(c_a), veh/h 385 1107 1160 290 1013 1037 290 0 916 290 975 826 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 1.00 1.00 Uniform Delay (d), s/veh 19.7 17.9 17.9 18.5 18.7 18.7 23.8 0.0 18.0 23.2 17.2 19.3 Incr Delay (d2), s/veh 9.5 1.7 1.6 0.1 1.3 1.3 4.2 0.0 0.6 2.7 0.1 3.6 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 3.0 2.0 2.1 0.1 1.3 1.3 0.1 0.0 0.8 0.2 0.3 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.1 19.6 19.5 18.6 20.0 20.0 28.0 0.0 18.6 25.9 17.3 22.9 LnGrp LOS C B B B B B C A B C B C Approach Vol, veh/h 694 303 96 242 Approach Delay, s/veh 22.9 19.9 19.5 22.3 Approach LOS C B B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.0 13.9 12.5 15.7 6.7 14.2 14.0 14.2 Change Period (Y+Rc), s 5.4 5.8 5.8 5.8 5.8 * 5.8 5.8 * 6.2 Max Green Setting (Gmax), s8.0 25.6 8.0 30.6 8.0 * 26 10.6 * 28 Max Q Clear Time (g_c+I1), s2.4 4.1 2.4 7.6 2.2 7.7 8.4 5.6 Green Ext Time (p_c), s 0.0 0.3 0.0 2.3 0.0 0.7 0.1 1.3 Intersection Summary HCM 6th Ctrl Delay 21.9 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 16 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 229 251 3 204 27 230 11 133 129 v/c Ratio 0.71 0.28 0.01 0.50 0.11 0.49 0.04 0.34 0.28 Control Delay 44.0 15.0 33.0 26.1 32.5 24.7 32.6 25.7 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 44.0 15.0 33.0 26.1 32.5 24.7 32.6 25.7 4.2 Queue Length 50th (ft) 63 35 1 52 7 60 3 33 0 Queue Length 95th (ft) #313 186 9 129 42 187 24 113 25 Internal Link Dist (ft)2598 234 299 264 Turn Bay Length (ft) 250 250 200 200 200 Base Capacity (vph) 321 995 252 916 252 848 252 849 811 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 0.71 0.25 0.01 0.22 0.11 0.27 0.04 0.16 0.16 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 17 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 206 213 13 2 139 18 24 205 2 10 122 119 Future Volume (veh/h) 206 213 13 2 139 18 24 205 2 10 122 119 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 229 237 14 3 181 23 27 228 2 11 133 129 Peak Hour Factor 0.90 0.90 0.90 0.77 0.77 0.77 0.90 0.90 0.90 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 284 553 33 12 265 34 89 348 3 40 301 255 Arrive On Green 0.16 0.32 0.32 0.01 0.16 0.16 0.05 0.19 0.19 0.02 0.16 0.16 Sat Flow, veh/h 1781 1748 103 1781 1626 207 1781 1851 16 1781 1870 1585 Grp Volume(v), veh/h 229 0 251 3 0 204 27 0 230 11 133 129 Grp Sat Flow(s),veh/h/ln 1781 0 1852 1781 0 1833 1781 0 1867 1781 1870 1585 Q Serve(g_s), s 6.2 0.0 5.3 0.1 0.0 5.2 0.7 0.0 5.7 0.3 3.2 3.7 Cycle Q Clear(g_c), s 6.2 0.0 5.3 0.1 0.0 5.2 0.7 0.0 5.7 0.3 3.2 3.7 Prop In Lane 1.00 0.06 1.00 0.11 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 284 0 585 12 0 299 89 0 352 40 301 255 V/C Ratio(X)0.81 0.00 0.43 0.26 0.00 0.68 0.30 0.00 0.65 0.27 0.44 0.51 Avail Cap(c_a), veh/h 365 0 1124 286 0 1032 286 0 961 286 963 816 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.2 0.0 13.5 24.6 0.0 19.6 22.8 0.0 18.7 23.9 18.9 19.1 Incr Delay (d2), s/veh 9.8 0.0 0.5 11.2 0.0 2.7 1.9 0.0 2.1 3.6 1.0 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 0.0 1.7 0.1 0.0 2.0 0.3 0.0 2.2 0.1 1.2 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.9 0.0 14.0 35.8 0.0 22.4 24.7 0.0 20.8 27.5 19.9 20.6 LnGrp LOS C A B D A C C A C C B C Approach Vol, veh/h 480 207 257 273 Approach Delay, s/veh 21.6 22.5 21.2 20.5 Approach LOS C C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.5 15.2 6.1 21.9 7.9 13.8 13.7 14.3 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.4 5.8 5.8 6.2 Max Green Setting (Gmax), s8.0 25.6 8.0 30.2 8.0 25.6 10.2 28.0 Max Q Clear Time (g_c+I1), s2.3 7.7 2.1 7.3 2.7 5.7 8.2 7.2 Green Ext Time (p_c), s 0.0 1.0 0.0 1.2 0.0 1.0 0.1 0.9 Intersection Summary HCM 6th Ctrl Delay 21.4 HCM 6th LOS C Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 18 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 117 241 45 131 12 385 25 187 v/c Ratio 0.41 0.44 0.17 0.31 0.04 0.68 0.09 0.30 Control Delay 36.9 24.4 34.0 23.7 34.1 28.7 34.0 18.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.9 24.4 34.0 23.7 34.1 28.7 34.0 18.2 Queue Length 50th (ft) 35 67 13 32 3 106 7 43 Queue Length 95th (ft) #105 149 41 67 23 #302 38 137 Internal Link Dist (ft)176 2597 70 117 Turn Bay Length (ft) 200 200 200 200 Base Capacity (vph) 307 921 272 878 272 905 272 952 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 0.38 0.26 0.17 0.15 0.04 0.43 0.09 0.20 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 19 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 91 168 20 29 69 16 11 307 44 23 142 30 Future Volume (veh/h) 91 168 20 29 69 16 11 307 44 23 142 30 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 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 117 215 26 45 106 25 12 337 48 25 154 33 Peak Hour Factor 0.78 0.78 0.78 0.65 0.65 0.65 0.91 0.91 0.91 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 219 325 39 130 217 51 43 424 60 83 427 91 Arrive On Green 0.12 0.20 0.20 0.07 0.15 0.15 0.02 0.26 0.26 0.05 0.29 0.29 Sat Flow, veh/h 1781 1637 198 1781 1463 345 1781 1601 228 1781 1486 319 Grp Volume(v), veh/h 117 0 241 45 0 131 12 0 385 25 0 187 Grp Sat Flow(s),veh/h/ln 1781 0 1835 1781 0 1808 1781 0 1829 1781 0 1805 Q Serve(g_s), s 3.3 0.0 6.5 1.3 0.0 3.6 0.4 0.0 10.5 0.7 0.0 4.4 Cycle Q Clear(g_c), s 3.3 0.0 6.5 1.3 0.0 3.6 0.4 0.0 10.5 0.7 0.0 4.4 Prop In Lane 1.00 0.11 1.00 0.19 1.00 0.12 1.00 0.18 Lane Grp Cap(c), veh/h 219 0 365 130 0 269 43 0 485 83 0 518 V/C Ratio(X)0.53 0.00 0.66 0.35 0.00 0.49 0.28 0.00 0.79 0.30 0.00 0.36 Avail Cap(c_a), veh/h 298 0 888 265 0 842 265 0 872 265 0 860 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.1 0.0 19.8 23.7 0.0 21.0 25.7 0.0 18.4 24.8 0.0 15.2 Incr Delay (d2), s/veh 2.0 0.0 2.1 1.6 0.0 1.4 3.4 0.0 3.0 2.0 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 1.3 0.0 2.5 0.5 0.0 1.4 0.2 0.0 4.0 0.3 0.0 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.1 0.0 21.9 25.3 0.0 22.4 29.1 0.0 21.4 26.8 0.0 15.7 LnGrp LOS C A C C A C C A C C A B Approach Vol, veh/h 358 176 397 212 Approach Delay, s/veh 22.6 23.1 21.6 17.0 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.9 20.0 9.3 16.5 6.7 21.2 12.0 13.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 25.6 8.0 26.0 8.0 25.6 9.0 25.0 Max Q Clear Time (g_c+I1), s2.7 12.5 3.3 8.5 2.4 6.4 5.3 5.6 Green Ext Time (p_c), s 0.0 1.7 0.0 1.1 0.0 0.8 0.1 0.5 Intersection Summary HCM 6th Ctrl Delay 21.3 HCM 6th LOS C Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 20 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 166 174 21 163 7 372 89 13 110 110 v/c Ratio 0.51 0.20 0.08 0.42 0.03 0.70 0.16 0.05 0.21 0.20 Control Delay 34.4 14.2 32.3 25.8 32.3 29.8 1.0 32.2 20.6 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.4 14.2 32.3 25.8 32.3 29.8 1.0 32.2 20.6 2.7 Queue Length 50th (ft) 49 29 6 48 2 108 0 4 27 0 Queue Length 95th (ft) #196 128 33 120 16 271 0 26 96 17 Internal Link Dist (ft)2562 2568 323 652 Turn Bay Length (ft) 200 200 200 200 200 424 Base Capacity (vph) 369 1039 248 910 248 816 781 248 816 781 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 0.45 0.17 0.08 0.18 0.03 0.46 0.11 0.05 0.13 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated Existing + Approved/Pending/Proposed Projects + Project PM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 eappp mit pm.synPage 21 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 158 159 7 18 133 6 6 301 72 12 103 103 Future Volume (veh/h) 158 159 7 18 133 6 6 301 72 12 103 103 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 166 167 7 21 156 7 7 372 89 13 110 110 Peak Hour Factor 0.95 0.95 0.95 0.85 0.85 0.85 0.81 0.81 0.81 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 248 438 18 72 271 12 26 484 410 47 506 428 Arrive On Green 0.14 0.25 0.25 0.04 0.15 0.15 0.01 0.26 0.26 0.03 0.27 0.27 Sat Flow, veh/h 1781 1782 75 1781 1776 80 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 166 0 174 21 0 163 7 372 89 13 110 110 Grp Sat Flow(s),veh/h/ln 1781 0 1857 1781 0 1856 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 4.6 0.0 4.1 0.6 0.0 4.3 0.2 9.6 2.3 0.4 2.4 2.8 Cycle Q Clear(g_c), s 4.6 0.0 4.1 0.6 0.0 4.3 0.2 9.6 2.3 0.4 2.4 2.8 Prop In Lane 1.00 0.04 1.00 0.04 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 248 0 456 72 0 283 26 484 410 47 506 428 V/C Ratio(X)0.67 0.00 0.38 0.29 0.00 0.58 0.27 0.77 0.22 0.28 0.22 0.26 Avail Cap(c_a), veh/h 406 0 1138 273 0 995 273 895 759 273 895 759 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.3 0.0 16.4 24.3 0.0 20.6 25.4 17.9 15.2 24.9 14.8 14.9 Incr Delay (d2), s/veh 3.1 0.0 0.5 2.2 0.0 1.9 5.3 2.6 0.3 3.1 0.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 0.0 1.5 0.3 0.0 1.7 0.1 3.7 0.7 0.2 0.8 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.4 0.0 16.9 26.6 0.0 22.4 30.7 20.5 15.5 28.1 15.0 15.3 LnGrp LOS C A B C A C C C B C B B Approach Vol, veh/h 340 184 468 233 Approach Delay, s/veh 20.6 22.9 19.7 15.8 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.8 19.3 7.5 18.6 6.2 19.9 12.4 13.8 Change Period (Y+Rc), s 5.4 5.8 5.4 * 5.8 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s8.0 25.0 8.0 * 32 8.0 25.0 11.9 28.0 Max Q Clear Time (g_c+I1), s2.4 11.6 2.6 6.1 2.2 4.8 6.6 6.3 Green Ext Time (p_c), s 0.0 1.9 0.0 0.9 0.0 0.8 0.2 0.7 Intersection Summary HCM 6th Ctrl Delay 19.7 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. ND Engineering, PC APPENDIX M 2035 PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS 2035 Project AM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 146 35 293 142 14 84 126 812 37 40 1168 113 v/c Ratio 0.75 0.12 0.59 0.73 0.05 0.21 0.68 0.31 0.04 0.37 0.51 0.14 Control Delay 79.0 40.3 8.6 76.9 37.2 1.2 38.2 5.7 0.1 68.5 30.8 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 79.0 40.3 8.6 76.9 37.2 1.2 38.2 5.7 0.1 68.5 30.8 1.9 Queue Length 50th (ft) 119 29 0 116 11 0 82 23 0 33 213 0 Queue Length 95th (ft) #206 46 64 #197 24 0 #133 47 0 73 396 16 Internal Link Dist (ft)165 163 2549 254 Turn Bay Length (ft) 200 200 200 200 250 250 255 250 Base Capacity (vph) 217 587 692 217 587 598 202 2606 869 109 2307 789 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.06 0.42 0.65 0.02 0.14 0.62 0.31 0.04 0.37 0.51 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2035 Project AM 1: Temperance Avenue & Dakota Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 32 270 131 13 77 116 747 34 37 1075 104 Future Volume (veh/h) 134 32 270 131 13 77 116 747 34 37 1075 104 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 0.96 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 146 35 293 142 14 84 126 812 37 40 1168 113 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 172 411 348 168 412 335 438 2367 734 84 1337 414 Arrive On Green 0.10 0.22 0.22 0.09 0.22 0.22 0.49 0.93 0.93 0.05 0.26 0.26 Sat Flow, veh/h 1781 1870 1581 1781 1870 1522 1781 5106 1583 1781 5106 1582 Grp Volume(v), veh/h 146 35 293 142 14 84 126 812 37 40 1168 113 Grp Sat Flow(s),veh/h/ln 1781 1870 1581 1781 1870 1522 1781 1702 1583 1781 1702 1582 Q Serve(g_s), s 10.5 1.9 23.1 10.2 0.8 5.9 5.4 2.2 0.2 2.8 28.5 5.5 Cycle Q Clear(g_c), s 10.5 1.9 23.1 10.2 0.8 5.9 5.4 2.2 0.2 2.8 28.5 5.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 172 411 348 168 412 335 438 2367 734 84 1337 414 V/C Ratio(X)0.85 0.09 0.84 0.85 0.03 0.25 0.29 0.34 0.05 0.48 0.87 0.27 Avail Cap(c_a), veh/h 218 590 499 218 590 480 438 2367 734 110 1430 443 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 0.94 0.94 0.94 1.00 1.00 1.00 Uniform Delay (d), s/veh 57.8 40.3 48.5 58.0 39.8 41.9 26.3 2.6 1.1 60.4 45.9 21.6 Incr Delay (d2), s/veh 21.8 0.1 8.7 20.7 0.0 0.4 0.3 0.4 0.1 4.2 8.2 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 5.7 0.9 9.8 5.5 0.4 2.2 2.1 0.7 0.1 1.4 12.5 3.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 79.6 40.4 57.3 78.7 39.9 42.2 26.7 3.0 1.2 64.6 54.1 23.2 LnGrp LOS E D E E D D C A A E D C Approach Vol, veh/h 474 240 975 1321 Approach Delay, s/veh 62.9 63.7 6.0 51.8 Approach LOS E E A D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 66.5 17.6 34.0 38.1 40.2 17.6 34.0 Change Period (Y+Rc), s 5.8 6.2 5.4 * 5.4 6.2 * 6.2 5.1 5.4 Max Green Setting (Gmax), s8.0 42.6 15.9 * 41 14.2 * 36 15.9 41.0 Max Q Clear Time (g_c+I1), s4.8 4.2 12.2 25.1 7.4 30.5 12.5 7.9 Green Ext Time (p_c), s 0.0 5.8 0.1 1.0 0.1 3.6 0.1 0.3 Intersection Summary HCM 6th Ctrl Delay 39.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 127 375 238 882 834 87 390 761 582 68 1220 308 v/c Ratio 0.46 0.76 0.43 2.15 0.77 0.14 0.77 0.37 0.64 0.63 0.82 0.51 Control Delay 62.3 53.7 11.6 544.4 32.4 0.1 37.6 19.2 16.3 77.7 42.1 17.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.3 53.7 11.6 544.4 32.4 0.1 37.6 19.2 16.3 77.7 42.1 17.9 Queue Length 50th (ft) 53 293 35 ~610 295 0 153 220 363 57 357 118 Queue Length 95th (ft) 85 369 97 m#531 m211 m0 m#310 279 m426 m#114 296 134 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 280 630 650 411 1363 714 505 2030 913 108 1486 603 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.45 0.60 0.37 2.15 0.61 0.12 0.77 0.37 0.64 0.63 0.82 0.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 2: Temperance Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 117 345 219 811 767 80 359 700 535 63 1122 283 Future Volume (veh/h) 117 345 219 811 767 80 359 700 535 63 1122 283 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 127 375 238 882 834 87 390 761 582 68 1220 308 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 231 479 405 415 1088 485 255 1555 483 251 1914 594 Arrive On Green 0.07 0.26 0.26 0.20 0.51 0.51 0.02 0.10 0.10 0.09 0.25 0.25 Sat Flow, veh/h 3456 1870 1583 3456 3554 1585 3456 5106 1585 1781 5106 1585 Grp Volume(v), veh/h 127 375 238 882 834 87 390 761 582 68 1220 308 Grp Sat Flow(s),veh/h/ln 1728 1870 1583 1728 1777 1585 1728 1702 1585 1781 1702 1585 Q Serve(g_s), s 4.6 24.3 17.1 15.6 24.5 3.8 9.6 18.3 27.9 4.6 27.7 16.2 Cycle Q Clear(g_c), s 4.6 24.3 17.1 15.6 24.5 3.8 9.6 18.3 27.9 4.6 27.7 16.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 231 479 405 415 1088 485 255 1555 483 251 1914 594 V/C Ratio(X)0.55 0.78 0.59 2.13 0.77 0.18 1.53 0.49 1.21 0.27 0.64 0.52 Avail Cap(c_a), veh/h 253 633 536 415 1370 611 255 1555 483 251 1914 594 HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 0.33 0.33 0.33 0.67 0.67 0.67 Upstream Filter(I) 1.00 1.00 1.00 0.09 0.09 0.09 0.59 0.59 0.59 0.82 0.82 0.82 Uniform Delay (d), s/veh 58.8 45.0 42.4 52.0 28.1 23.0 63.4 48.9 28.9 52.6 40.8 21.4 Incr Delay (d2), s/veh 0.8 10.6 5.1 507.8 0.4 0.1 249.2 0.7 103.9 0.2 1.3 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 2.0 12.3 7.1 35.2 8.1 1.4 13.2 8.4 25.6 2.0 12.1 6.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 59.6 55.6 47.5 559.8 28.5 23.1 312.6 49.6 132.8 52.8 42.1 24.1 LnGrp LOS E E D F C C F D F D D C Approach Vol, veh/h 740 1803 1733 1596 Approach Delay, s/veh 53.7 288.1 136.7 39.1 Approach LOS D F F D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s15.0 54.9 14.5 45.6 24.5 45.4 21.0 39.1 Change Period (Y+Rc), s 5.4 6.2 5.8 * 5.8 6.2 * 5.8 5.4 5.8 Max Green Setting (Gmax), s9.6 38.0 9.5 * 50 8.0 * 40 15.6 44.0 Max Q Clear Time (g_c+I1), s11.6 29.7 6.6 26.5 6.6 29.9 17.6 26.3 Green Ext Time (p_c), s 0.0 6.9 0.0 13.2 0.0 7.2 0.0 6.8 Intersection Summary HCM 6th Ctrl Delay 146.2 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 38 155 66 402 198 277 130 1249 264 245 2054 160 v/c Ratio 0.36 0.24 0.16 0.87 0.14 0.35 1.13 0.84 0.42 1.57 1.28 0.27 Control Delay 68.2 43.5 0.8 66.0 25.6 4.3 169.7 27.7 5.9 285.8 146.2 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 68.2 43.5 0.8 66.0 25.6 4.3 169.7 27.7 5.9 285.8 146.2 1.9 Queue Length 50th (ft) 31 65 0 288 56 0 ~126 346 88 ~284 ~769 19 Queue Length 95th (ft) 69 77 0 #708 84 56 #251 450 23 m#274 m#582 m13 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 200 200 200 200 251 250 250 250 Base Capacity (vph) 107 1105 606 461 1420 788 115 1487 631 156 1603 600 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.14 0.11 0.87 0.14 0.35 1.13 0.84 0.42 1.57 1.28 0.27 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 3: Temperance Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 143 61 370 182 255 120 1149 243 225 1890 147 Future Volume (veh/h) 35 143 61 370 182 255 120 1149 243 225 1890 147 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 38 155 66 402 198 277 130 1249 264 245 2054 160 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 81 373 166 230 680 300 117 1496 464 519 2664 826 Arrive On Green 0.05 0.11 0.11 0.13 0.19 0.19 0.04 0.20 0.20 0.29 0.53 0.53 Sat Flow, veh/h 1767 3526 1572 1767 3526 1555 1767 5066 1569 1767 5066 1571 Grp Volume(v), veh/h 38 155 66 402 198 277 130 1249 264 245 2054 160 Grp Sat Flow(s),veh/h/ln 1767 1763 1572 1767 1763 1555 1767 1689 1569 1767 1689 1571 Q Serve(g_s), s 2.7 5.3 4.2 16.9 6.2 12.0 8.6 30.8 19.8 14.8 42.0 7.0 Cycle Q Clear(g_c), s 2.7 5.3 4.2 16.9 6.2 12.0 8.6 30.8 19.8 14.8 42.0 7.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 81 373 166 230 680 300 117 1496 464 519 2664 826 V/C Ratio(X)0.47 0.42 0.40 1.75 0.29 0.92 1.11 0.83 0.57 0.47 0.77 0.19 Avail Cap(c_a), veh/h 109 1112 496 230 1356 598 117 1496 464 519 2664 826 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 Upstream Filter(I) 0.96 0.96 0.96 1.00 1.00 1.00 0.77 0.77 0.77 0.09 0.09 0.09 Uniform Delay (d), s/veh 60.5 54.4 37.4 56.6 44.9 14.5 62.1 49.1 44.7 37.7 24.6 16.3 Incr Delay (d2), s/veh 1.5 2.0 4.0 354.8 0.6 25.0 106.2 4.4 3.9 0.0 0.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 2.4 2.2 30.1 2.8 6.2 7.3 13.9 8.5 6.2 15.7 2.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 62.0 56.3 41.4 411.4 45.5 39.5 168.4 53.5 48.5 37.7 24.8 16.3 LnGrp LOS E E D F D D F D D D C B Approach Vol, veh/h 259 877 1643 2459 Approach Delay, s/veh 53.3 211.3 61.8 25.5 Approach LOS D F E C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.0 74.2 11.4 30.5 44.0 44.2 22.3 19.5 Change Period (Y+Rc), s 5.4 5.8 5.4 5.4 5.8 * 5.8 5.4 * 5.8 Max Green Setting (Gmax), s8.6 41.4 8.0 50.0 11.6 * 38 16.9 * 41 Max Q Clear Time (g_c+I1), s10.6 44.0 4.7 14.0 16.8 32.8 18.9 7.3 Green Ext Time (p_c), s 0.0 0.0 0.0 5.8 0.0 5.1 0.0 2.6 Intersection Summary HCM 6th Ctrl Delay 69.4 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 48 2 68 460 55 262 434 1279 190 176 1879 413 v/c Ratio 0.41 0.01 0.16 2.17 0.13 0.49 2.05 0.63 0.26 0.76 0.88 0.50 Control Delay 69.0 33.5 0.8 568.7 36.2 6.4 512.1 43.0 23.1 67.5 17.3 4.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.0 33.5 0.8 568.7 36.2 6.4 512.1 43.0 23.1 67.5 17.3 4.1 Queue Length 50th (ft) 39 2 0 ~620 43 0 ~569 265 27 159 105 7 Queue Length 95th (ft) 82 8 0 #831 60 56 m#746 m450 m154 m109 m#594 m26 Internal Link Dist (ft)242 239 2603 2573 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 123 587 646 212 689 728 212 2046 737 233 2131 829 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.00 0.11 2.17 0.08 0.36 2.05 0.63 0.26 0.76 0.88 0.50 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 4: Temperance Avenue & McKinley Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 44 2 63 423 51 241 399 1177 175 162 1729 380 Future Volume (veh/h) 44 2 63 423 51 241 399 1177 175 162 1729 380 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1811 1870 1811 1870 1811 1811 1811 1811 1870 Adj Flow Rate, veh/h 48 2 68 460 55 262 434 1279 190 176 1879 413 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 6 2 6 2 6 6 6 6 2 Cap, veh/h 90 218 184 215 356 292 563 2368 735 175 1293 415 Arrive On Green 0.05 0.12 0.12 0.12 0.19 0.19 0.21 0.32 0.32 0.03 0.09 0.09 Sat Flow, veh/h 1781 1870 1585 1725 1870 1535 1781 4944 1535 1725 4944 1585 Grp Volume(v), veh/h 48 2 68 460 55 262 434 1279 190 176 1879 413 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1725 1870 1535 1781 1648 1535 1725 1648 1585 Q Serve(g_s), s 3.4 0.1 2.8 16.2 3.2 21.7 29.8 27.6 11.9 13.2 34.0 27.4 Cycle Q Clear(g_c), s 3.4 0.1 2.8 16.2 3.2 21.7 29.8 27.6 11.9 13.2 34.0 27.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 90 218 184 215 356 292 563 2368 735 175 1293 415 V/C Ratio(X)0.53 0.01 0.37 2.14 0.15 0.90 0.77 0.54 0.26 1.00 1.45 1.00 Avail Cap(c_a), veh/h 125 590 500 215 692 568 563 2368 735 175 1293 415 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.62 0.62 0.62 0.09 0.09 0.09 Uniform Delay (d), s/veh 60.2 50.8 15.3 56.9 43.9 51.4 46.8 32.4 27.0 62.8 59.4 39.0 Incr Delay (d2), s/veh 4.8 0.0 1.2 528.3 0.2 9.6 4.1 0.6 0.5 21.6 204.3 12.4 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 1.7 0.1 2.0 38.4 1.5 8.8 14.2 11.5 4.5 7.2 39.5 12.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 65.0 50.8 16.6 585.2 44.1 61.0 50.9 32.9 27.6 84.4 263.7 51.4 LnGrp LOS E D B F D E D C C F F D Approach Vol, veh/h 118 777 1903 2468 Approach Delay, s/veh 36.8 370.1 36.5 215.4 Approach LOS D F D F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s18.6 68.1 22.0 21.3 46.9 39.8 12.4 30.9 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.8 * 5.8 5.8 6.2 Max Green Setting (Gmax), s13.2 36.4 16.2 41.0 15.6 * 34 9.1 48.1 Max Q Clear Time (g_c+I1), s15.2 29.6 18.2 4.8 31.8 36.0 5.4 23.7 Green Ext Time (p_c), s 0.0 4.4 0.0 0.2 0.0 0.0 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 169.6 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 291 107 72 224 215 30 64 1636 99 12 1979 471 v/c Ratio 1.32 0.32 0.19 1.05 0.34 0.08 0.56 0.63 0.11 0.11 0.84 0.53 Control Delay 214.4 44.8 2.4 128.6 45.6 0.4 85.1 13.9 2.7 80.7 15.2 4.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 214.4 44.8 2.4 128.6 45.6 0.4 85.1 13.9 2.7 80.7 15.2 4.5 Queue Length 50th (ft) ~315 87 0 ~204 92 0 51 21 0 10 227 43 Queue Length 95th (ft) #498 112 10 #370 102 0 m68 m#627 m33 m11 m#667 m45 Internal Link Dist (ft)2568 478 2539 2603 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 221 583 573 214 1094 567 114 2595 862 106 2365 889 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.32 0.18 0.13 1.05 0.20 0.05 0.56 0.63 0.11 0.11 0.84 0.53 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 5: Temperance Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 268 98 66 206 198 28 59 1505 91 11 1821 433 Future Volume (veh/h) 268 98 66 206 198 28 59 1505 91 11 1821 433 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 Adj Flow Rate, veh/h 291 107 72 224 215 30 64 1636 99 12 1979 471 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, % 4 4 4 4 4 4 4 4 4 4 4 4 Cap, veh/h 224 165 140 217 299 134 97 2979 925 38 2809 872 Arrive On Green 0.13 0.09 0.09 0.12 0.09 0.09 0.02 0.20 0.20 0.04 1.00 1.00 Sat Flow, veh/h 1753 1841 1560 1753 3497 1560 1753 5025 1560 1753 5025 1560 Grp Volume(v), veh/h 291 107 72 224 215 30 64 1636 99 12 1979 471 Grp Sat Flow(s),veh/h/ln 1753 1841 1560 1753 1749 1560 1753 1675 1560 1753 1675 1560 Q Serve(g_s), s 16.6 7.3 5.7 16.1 7.8 2.3 4.7 38.1 6.8 0.9 0.0 0.0 Cycle Q Clear(g_c), s 16.6 7.3 5.7 16.1 7.8 2.3 4.7 38.1 6.8 0.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 224 165 140 217 299 134 97 2979 925 38 2809 872 V/C Ratio(X)1.30 0.65 0.52 1.03 0.72 0.22 0.66 0.55 0.11 0.32 0.70 0.54 Avail Cap(c_a), veh/h 224 588 498 217 1103 492 108 2979 925 108 2809 872 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.94 0.94 0.94 1.00 1.00 1.00 0.63 0.63 0.63 0.09 0.09 0.09 Uniform Delay (d), s/veh 56.7 57.2 56.5 57.0 57.9 55.4 62.6 36.6 24.0 61.3 0.0 0.0 Incr Delay (d2), s/veh 162.2 4.0 2.8 69.6 3.2 0.8 7.8 0.5 0.1 0.4 0.1 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/ln17.3 3.5 2.3 11.2 3.5 0.9 2.3 17.2 2.5 0.4 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 218.9 61.2 59.3 126.5 61.1 56.3 70.3 37.1 24.2 61.7 0.1 0.2 LnGrp LOS F E E F E E E D C E A A Approach Vol, veh/h 470 469 1799 2462 Approach Delay, s/veh 158.6 92.1 37.6 0.5 Approach LOS F F D A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.2 82.9 21.5 17.4 12.6 78.5 22.0 16.9 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 42.0 16.1 41.5 8.0 42.0 16.6 41.0 Max Q Clear Time (g_c+I1), s2.9 40.1 18.1 9.3 6.7 2.0 18.6 9.8 Green Ext Time (p_c), s 0.0 1.6 0.0 0.7 0.0 24.5 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 35.8 HCM 6th LOS D 2035 Project AM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 232 113 48 130 363 192 101 1350 65 155 1771 345 v/c Ratio 1.05 0.35 0.12 0.48 0.51 0.41 0.94 0.70 0.09 0.78 0.81 0.43 Control Delay 126.9 46.1 0.6 57.9 46.8 7.0 138.0 47.7 11.2 72.7 18.8 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 126.9 46.1 0.6 57.9 46.8 7.0 138.0 47.7 11.2 72.7 18.8 4.2 Queue Length 50th (ft) ~212 93 0 99 154 0 73 222 0 120 298 52 Queue Length 95th (ft) #380 119 0 174 166 54 #208 #510 49 m#165 m#703 m81 Internal Link Dist (ft)507 663 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 222 625 641 270 1105 625 107 1922 699 200 2190 808 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.05 0.18 0.07 0.48 0.33 0.31 0.94 0.70 0.09 0.78 0.81 0.43 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 6: Temperance Avenue & Belmont Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 213 104 44 120 334 177 93 1242 60 143 1629 317 Future Volume (veh/h) 213 104 44 120 334 177 93 1242 60 143 1629 317 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 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 232 113 48 130 363 192 101 1350 65 155 1771 345 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 224 149 126 349 544 243 388 2281 708 170 1640 503 Arrive On Green 0.13 0.08 0.08 0.20 0.15 0.15 0.15 0.30 0.30 0.19 0.65 0.65 Sat Flow, veh/h 1767 1856 1572 1767 3526 1572 1767 5066 1572 1767 5066 1553 Grp Volume(v), veh/h 232 113 48 130 363 192 101 1350 65 155 1771 345 Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1763 1572 1767 1689 1572 1767 1689 1553 Q Serve(g_s), s 16.5 7.8 3.8 8.3 12.6 15.3 6.6 29.4 1.8 11.2 42.1 12.5 Cycle Q Clear(g_c), s 16.5 7.8 3.8 8.3 12.6 15.3 6.6 29.4 1.8 11.2 42.1 12.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 224 149 126 349 544 243 388 2281 708 170 1640 503 V/C Ratio(X)1.03 0.76 0.38 0.37 0.67 0.79 0.26 0.59 0.09 0.91 1.08 0.69 Avail Cap(c_a), veh/h 224 629 533 349 1112 496 388 2281 708 170 1640 503 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 0.89 0.89 0.89 0.44 0.44 0.44 Uniform Delay (d), s/veh 56.8 58.5 56.7 45.2 51.8 53.0 46.1 35.2 6.0 52.0 22.9 8.8 Incr Delay (d2), s/veh 69.3 7.6 1.9 0.7 1.4 5.7 0.3 1.0 0.2 25.4 41.5 3.4 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/ln11.5 3.9 1.5 3.6 5.6 6.3 2.9 12.7 1.4 5.6 15.0 4.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 126.1 66.2 58.6 45.8 53.3 58.7 46.4 36.2 6.2 77.4 64.4 12.1 LnGrp LOS F E E D D E D D A E F B Approach Vol, veh/h 393 685 1516 2271 Approach Delay, s/veh 100.6 53.4 35.6 57.3 Approach LOS F D D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s17.9 64.3 31.5 16.2 34.3 47.9 21.9 25.9 Change Period (Y+Rc), s 5.4 5.8 5.8 * 5.8 5.8 * 5.8 5.4 5.8 Max Green Setting (Gmax), s12.5 37.6 13.4 * 44 8.0 * 42 16.5 41.0 Max Q Clear Time (g_c+I1), s13.2 31.4 10.3 9.8 8.6 44.1 18.5 17.3 Green Ext Time (p_c), s 0.0 4.1 0.1 0.7 0.0 0.0 0.0 2.8 Intersection Summary HCM 6th Ctrl Delay 53.5 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 13 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 8 16 145 5 116 1 1364 20 49 1940 2 v/c Ratio 0.07 0.06 0.89 0.01 0.26 0.01 0.48 0.02 0.42 0.60 0.00 Control Delay 59.3 25.1 104.7 28.8 6.3 58.0 22.1 0.1 48.0 4.7 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.3 25.1 104.7 28.8 6.3 58.0 22.1 0.1 48.0 4.7 0.0 Queue Length 50th (ft) 7 7 124 4 0 1 206 0 44 45 0 Queue Length 95th (ft) 24 23 #266 12 42 7 421 0 m58 #734 m0 Internal Link Dist (ft)265 263 337 2371 Turn Bay Length (ft) 50 200 200 250 250 250 250 Base Capacity (vph) 111 548 163 652 629 107 2871 939 123 3209 1037 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.03 0.89 0.01 0.18 0.01 0.48 0.02 0.40 0.60 0.00 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 7 8 6 133 5 107 1 1255 18 45 1785 2 Future Volume (veh/h) 7 8 6 133 5 107 1 1255 18 45 1785 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 8 9 7 145 5 116 1 1364 20 49 1940 2 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 27 59 46 145 260 221 536 1851 575 552 1898 589 Arrive On Green 0.02 0.06 0.06 0.08 0.14 0.14 0.30 0.37 0.37 0.63 0.75 0.75 Sat Flow, veh/h 1767 968 753 1767 1856 1572 1767 5066 1572 1767 5066 1572 Grp Volume(v), veh/h 8 0 16 145 5 116 1 1364 20 49 1940 2 Grp Sat Flow(s),veh/h/ln 1767 0 1720 1767 1856 1572 1767 1689 1572 1767 1689 1572 Q Serve(g_s), s 0.6 0.0 1.1 10.7 0.3 4.7 0.1 30.4 0.8 1.4 48.7 0.0 Cycle Q Clear(g_c), s 0.6 0.0 1.1 10.7 0.3 4.7 0.1 30.4 0.8 1.4 48.7 0.0 Prop In Lane 1.00 0.44 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 27 0 105 145 260 221 536 1851 575 552 1898 589 V/C Ratio(X)0.29 0.00 0.15 1.00 0.02 0.53 0.00 0.74 0.03 0.09 1.02 0.00 Avail Cap(c_a), veh/h 113 0 542 145 619 525 536 1851 575 552 1898 589 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.55 0.55 0.55 Uniform Delay (d), s/veh 63.3 0.0 57.8 59.6 48.2 14.7 31.6 35.8 14.1 17.0 16.3 7.4 Incr Delay (d2), s/veh 5.8 0.0 0.7 73.6 0.0 1.9 0.0 2.7 0.1 0.0 21.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.0 0.5 7.6 0.1 3.4 0.0 12.5 0.4 0.6 9.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 69.1 0.0 58.5 133.3 48.2 16.6 31.6 38.5 14.2 17.0 37.6 7.4 LnGrp LOS E A E F D B C D B B F A Approach Vol, veh/h 24 266 1385 1991 Approach Delay, s/veh 62.0 80.8 38.1 37.1 Approach LOS E F D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s46.0 53.3 16.5 14.2 44.8 54.5 6.2 24.5 Change Period (Y+Rc), s 5.4 5.8 5.8 * 6.2 5.4 5.8 * 4.2 6.2 Max Green Setting (Gmax), s9.2 47.5 10.7 * 41 8.0 48.7 * 8.3 43.4 Max Q Clear Time (g_c+I1), s3.4 32.4 12.7 3.1 2.1 50.7 2.6 6.7 Green Ext Time (p_c), s 0.0 7.9 0.0 0.1 0.0 0.0 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 40.8 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 210 621 139 117 813 49 120 182 228 41 318 685 v/c Ratio 1.14 0.91 0.20 0.63 1.19 0.07 1.03 0.31 0.35 0.38 0.60 1.13 Control Delay 149.4 45.8 3.9 48.8 111.0 0.1 148.9 37.2 5.9 69.2 45.5 106.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 149.4 45.8 3.9 48.8 111.0 0.1 148.9 37.2 5.9 69.2 45.5 106.8 Queue Length 50th (ft) ~206 507 14 100 ~807 0 ~108 121 0 34 231 ~531 Queue Length 95th (ft) #367 #672 35 m113 m#775 m0 #237 188 61 73 332 #773 Internal Link Dist (ft)2528 2598 168 294 Turn Bay Length (ft) 250 250 250 250 200 200 273 273 Base Capacity (vph) 185 738 727 187 685 687 117 579 649 108 533 607 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.14 0.84 0.19 0.63 1.19 0.07 1.03 0.31 0.35 0.38 0.60 1.13 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 8: Locan Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 193 571 128 108 748 45 110 167 210 38 293 630 Future Volume (veh/h) 193 571 128 108 748 45 110 167 210 38 293 630 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 210 621 139 117 813 49 120 182 228 41 318 685 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 186 677 574 202 688 583 118 544 461 285 725 615 Arrive On Green 0.03 0.12 0.12 0.15 0.49 0.49 0.07 0.29 0.29 0.16 0.39 0.39 Sat Flow, veh/h 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 210 621 139 117 813 49 120 182 228 41 318 685 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 13.6 42.7 9.6 7.9 47.8 2.1 8.6 9.9 15.5 2.6 16.3 43.1 Cycle Q Clear(g_c), s 13.6 42.7 9.6 7.9 47.8 2.1 8.6 9.9 15.5 2.6 16.3 43.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 186 677 574 202 688 583 118 544 461 285 725 615 V/C Ratio(X)1.13 0.92 0.24 0.58 1.18 0.08 1.02 0.33 0.49 0.14 0.44 1.11 Avail Cap(c_a), veh/h 186 741 628 202 688 583 118 544 461 285 725 615 HCM Platoon Ratio 0.33 0.33 0.33 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.67 0.67 0.67 0.23 0.23 0.23 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 62.8 55.3 35.2 52.3 33.2 21.5 60.7 36.2 38.2 46.9 29.4 29.0 Incr Delay (d2), s/veh 92.6 11.3 0.1 1.0 85.7 0.0 87.9 1.7 3.8 0.2 1.9 72.0 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/ln11.3 23.5 3.8 3.4 34.4 0.8 6.7 4.7 6.3 1.1 7.5 27.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 155.3 66.6 35.3 53.3 118.9 21.6 148.6 37.9 42.0 47.2 31.3 101.1 LnGrp LOS F E D D F C F D D D C F Approach Vol, veh/h 970 979 530 1044 Approach Delay, s/veh 81.3 106.2 64.7 77.7 Approach LOS F F E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s27.0 43.6 20.5 52.9 14.0 56.6 19.4 54.0 Change Period (Y+Rc), s 5.8 * 5.8 5.8 5.8 5.4 5.8 5.8 * 6.2 Max Green Setting (Gmax), s8.0 * 38 9.9 51.5 8.6 37.2 13.6 * 48 Max Q Clear Time (g_c+I1), s4.6 17.5 9.9 44.7 10.6 45.1 15.6 49.8 Green Ext Time (p_c), s 0.0 1.6 0.0 2.4 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 84.7 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 17 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 273 453 43 11 778 70 47 328 12 50 489 336 v/c Ratio 1.11 0.47 0.05 0.08 1.14 0.10 0.44 0.65 0.02 0.46 0.96 0.56 Control Delay 112.5 27.5 0.1 55.2 116.4 0.3 71.8 49.7 0.1 73.3 78.9 17.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 112.5 27.5 0.1 55.2 116.4 0.3 71.8 49.7 0.1 73.3 78.9 17.4 Queue Length 50th (ft) ~266 370 0 9 ~762 0 39 252 0 41 ~445 74 Queue Length 95th (ft) m#371 m451 m0 27 #1006 0 81 362 0 85 #660 178 Internal Link Dist (ft)2598 234 299 264 Turn Bay Length (ft) 250 250 250 250 200 200 200 200 Base Capacity (vph) 247 989 920 132 685 687 108 508 557 108 508 598 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.11 0.46 0.05 0.08 1.14 0.10 0.44 0.65 0.02 0.46 0.96 0.56 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project AM 9: DeWolf Avenue & Shields Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 251 417 40 10 716 64 43 302 11 46 450 309 Future Volume (veh/h) 251 417 40 10 716 64 43 302 11 46 450 309 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 273 453 43 11 778 70 47 328 12 50 489 336 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 249 514 436 409 688 583 104 491 416 92 472 400 Arrive On Green 0.05 0.09 0.09 0.23 0.37 0.37 0.06 0.26 0.26 0.05 0.25 0.25 Sat Flow, veh/h 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 273 453 43 11 778 70 47 328 12 50 489 336 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 18.2 31.1 3.2 0.6 47.8 3.8 3.3 20.4 0.4 3.6 32.8 18.1 Cycle Q Clear(g_c), s 18.2 31.1 3.2 0.6 47.8 3.8 3.3 20.4 0.4 3.6 32.8 18.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 249 514 436 409 688 583 104 491 416 92 472 400 V/C Ratio(X)1.09 0.88 0.10 0.03 1.13 0.12 0.45 0.67 0.03 0.55 1.04 0.84 Avail Cap(c_a), veh/h 249 834 707 409 688 583 110 491 416 110 472 400 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.59 0.59 0.59 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 62.0 57.0 44.3 38.8 41.1 27.2 59.2 42.9 11.3 60.2 48.6 22.2 Incr Delay (d2), s/veh 71.8 4.0 0.1 0.0 76.5 0.1 3.0 7.1 0.1 5.0 51.1 18.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln13.6 16.1 1.3 0.3 35.3 1.4 1.6 10.1 0.3 1.7 21.5 8.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 133.8 61.0 44.4 38.8 117.6 27.3 62.2 49.9 11.4 65.2 99.7 40.9 LnGrp LOS F E D D F C E D B E F D Approach Vol, veh/h 769 859 387 875 Approach Delay, s/veh 86.0 109.2 50.2 75.2 Approach LOS F F D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.1 39.9 36.1 41.9 13.4 38.6 24.0 54.0 Change Period (Y+Rc), s 5.4 5.8 6.2 * 6.2 5.8 * 5.8 5.8 6.2 Max Green Setting (Gmax), s8.0 32.8 8.0 * 58 8.0 * 33 18.2 47.8 Max Q Clear Time (g_c+I1), s5.6 22.4 2.6 33.1 5.3 34.8 20.2 49.8 Green Ext Time (p_c), s 0.0 1.3 0.0 2.6 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 84.8 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project AM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 19 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 55 122 49 162 280 54 61 513 42 74 967 83 v/c Ratio 0.41 0.30 0.17 0.90 0.48 0.15 0.50 0.52 0.05 0.48 0.95 0.09 Control Delay 63.5 49.1 1.4 99.0 48.4 0.9 69.6 22.4 0.1 63.6 45.6 1.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 63.5 49.1 1.4 99.0 48.4 0.9 69.6 22.4 0.1 63.6 45.6 1.5 Queue Length 50th (ft) 40 45 0 123 106 0 45 246 0 54 669 0 Queue Length 95th (ft) 91 75 0 #290 152 0 #108 438 0 112 #1158 14 Internal Link Dist (ft)176 2597 70 117 Turn Bay Length (ft) 200 200 200 200 200 200 200 200 Base Capacity (vph) 147 769 433 180 833 459 123 986 891 183 1018 917 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.37 0.16 0.11 0.90 0.34 0.12 0.50 0.52 0.05 0.40 0.95 0.09 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2035 Project AM 10: Armstrong Avenue & Clinton Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 20 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 51 112 45 149 258 50 56 472 39 68 890 76 Future Volume (veh/h) 51 112 45 149 258 50 56 472 39 68 890 76 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 55 122 49 162 280 54 61 513 42 74 967 83 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 104 254 113 186 418 186 108 1046 886 115 1052 892 Arrive On Green 0.06 0.07 0.07 0.10 0.12 0.12 0.06 0.56 0.56 0.06 0.56 0.56 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 55 122 49 162 280 54 61 513 42 74 967 83 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 3.4 3.7 3.3 10.0 8.4 3.5 3.7 18.6 1.3 4.5 52.3 2.7 Cycle Q Clear(g_c), s 3.4 3.7 3.3 10.0 8.4 3.5 3.7 18.6 1.3 4.5 52.3 2.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 104 254 113 186 418 186 108 1046 886 115 1052 892 V/C Ratio(X)0.53 0.48 0.43 0.87 0.67 0.29 0.56 0.49 0.05 0.65 0.92 0.09 Avail Cap(c_a), veh/h 153 795 354 186 861 384 127 1046 886 190 1052 892 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.1 49.9 49.7 49.3 47.2 45.1 51.1 15.0 11.2 51.1 22.1 11.3 Incr Delay (d2), s/veh 4.1 1.4 2.6 32.7 1.9 0.8 4.5 1.6 0.1 6.0 14.0 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 1.6 1.6 1.4 6.0 3.7 1.4 1.8 7.6 0.5 2.2 24.2 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 55.2 51.3 52.3 82.0 49.1 45.9 55.6 16.6 11.3 57.0 36.1 11.5 LnGrp LOS E D D F D D E B B E D B Approach Vol, veh/h 226 496 616 1124 Approach Delay, s/veh 52.5 59.5 20.1 35.7 Approach LOS D E C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.6 68.3 17.1 13.8 12.2 68.7 12.0 18.9 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s11.9 59.0 11.7 25.0 8.0 62.9 9.6 27.1 Max Q Clear Time (g_c+I1), s6.5 20.6 12.0 5.7 5.7 54.3 5.4 10.4 Green Ext Time (p_c), s 0.1 3.3 0.0 0.7 0.0 4.4 0.0 1.6 Intersection Summary HCM 6th Ctrl Delay 38.1 HCM 6th LOS D 2035 Project AM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 21 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 154 195 17 286 404 98 104 522 214 50 632 634 v/c Ratio 0.58 0.43 0.05 0.83 0.66 0.25 0.73 0.70 0.29 0.35 0.91 0.72 Control Delay 50.1 42.5 0.3 60.5 43.9 4.1 75.4 33.3 6.7 52.9 49.3 13.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 50.1 42.5 0.3 60.5 43.9 4.1 75.4 33.3 6.7 52.9 49.3 13.3 Queue Length 50th (ft) 91 61 0 170 124 0 64 272 12 30 359 81 Queue Length 95th (ft) 170 92 0 #379 181 21 #170 #514 69 74 #689 266 Internal Link Dist (ft)2563 2568 323 652 Turn Bay Length (ft) 200 200 200 200 200 200 200 424 Base Capacity (vph) 316 892 500 345 895 501 142 751 746 142 697 877 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.22 0.03 0.83 0.45 0.20 0.73 0.70 0.29 0.35 0.91 0.72 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2035 Project AM 11: Armstrong Avenue & Olive Avenue 03/15/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031519 tract 6224 35p am.synPage 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 142 179 16 263 372 90 96 480 197 46 581 583 Future Volume (veh/h) 142 179 16 263 372 90 96 480 197 46 581 583 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 154 195 17 286 404 98 104 522 214 50 632 634 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 194 313 139 321 550 245 145 763 647 145 763 647 Arrive On Green 0.11 0.09 0.09 0.18 0.15 0.15 0.08 0.41 0.41 0.08 0.41 0.41 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 154 195 17 286 404 98 104 522 214 50 632 634 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 7.7 4.8 0.9 14.3 9.9 5.1 5.2 20.8 8.4 2.4 27.5 35.9 Cycle Q Clear(g_c), s 7.7 4.8 0.9 14.3 9.9 5.1 5.2 20.8 8.4 2.4 27.5 35.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 194 313 139 321 550 245 145 763 647 145 763 647 V/C Ratio(X)0.79 0.62 0.12 0.89 0.73 0.40 0.72 0.68 0.33 0.34 0.83 0.98 Avail Cap(c_a), veh/h 347 977 436 351 981 438 157 763 647 157 763 647 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.5 40.0 38.2 36.4 36.6 34.6 40.7 22.1 18.4 39.4 24.1 26.5 Incr Delay (d2), s/veh 7.1 2.0 0.4 22.3 1.9 1.1 13.3 4.9 1.4 1.4 10.0 30.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 2.1 0.3 7.8 4.2 1.9 2.7 9.3 3.1 1.1 13.0 17.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.6 42.0 38.6 58.7 38.6 35.7 54.0 27.0 19.8 40.8 34.1 57.4 LnGrp LOS D D D E D D D C B D C E Approach Vol, veh/h 366 788 840 1316 Approach Delay, s/veh 43.8 45.5 28.5 45.6 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.8 42.9 21.8 13.4 12.8 42.9 15.3 19.9 Change Period (Y+Rc), s 5.4 5.8 5.4 5.4 5.4 5.8 5.4 * 5.8 Max Green Setting (Gmax), s8.0 37.1 17.9 25.0 8.0 37.1 17.7 * 25 Max Q Clear Time (g_c+I1), s4.4 22.8 16.3 6.8 7.2 37.9 9.7 11.9 Green Ext Time (p_c), s 0.0 3.2 0.1 1.0 0.0 0.0 0.2 2.2 Intersection Summary HCM 6th Ctrl Delay 41.0 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 1: Temperance Avenue & Dakota Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 43 26 367 79 8 50 417 1110 103 93 602 202 v/c Ratio 0.35 0.09 0.65 0.64 0.02 0.12 0.87 0.43 0.12 0.60 0.37 0.32 Control Delay 66.0 39.2 9.2 81.6 35.1 0.6 33.1 9.7 0.7 73.1 38.2 7.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.0 39.2 9.2 81.6 35.1 0.6 33.1 9.7 0.7 73.1 38.2 7.4 Queue Length 50th (ft) 34 21 0 64 7 0 62 54 1 76 132 0 Queue Length 95th (ft) 76 38 72 #150 17 0 m#470 72 m3 133 212 66 Internal Link Dist (ft)165 163 2549 254 Turn Bay Length (ft) 200 200 200 200 250 250 255 250 Base Capacity (vph) 124 587 743 124 587 598 485 2572 838 181 1683 647 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.35 0.04 0.49 0.64 0.01 0.08 0.86 0.43 0.12 0.51 0.36 0.31 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 1: Temperance Avenue & Dakota Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 24 338 73 7 46 384 1021 95 86 554 186 Future Volume (veh/h) 40 24 338 73 7 46 384 1021 95 86 554 186 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 0.94 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 43 26 367 79 8 50 417 1110 103 93 602 202 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 378 484 409 103 195 155 617 2273 705 116 821 254 Arrive On Green 0.21 0.26 0.26 0.06 0.10 0.10 0.69 0.89 0.89 0.07 0.16 0.16 Sat Flow, veh/h 1781 1870 1581 1781 1870 1488 1781 5106 1583 1781 5106 1580 Grp Volume(v), veh/h 43 26 367 79 8 50 417 1110 103 93 602 202 Grp Sat Flow(s),veh/h/ln 1781 1870 1581 1781 1870 1488 1781 1702 1583 1781 1702 1580 Q Serve(g_s), s 2.5 1.4 29.1 5.7 0.5 3.4 17.6 5.5 0.8 6.7 14.6 16.0 Cycle Q Clear(g_c), s 2.5 1.4 29.1 5.7 0.5 3.4 17.6 5.5 0.8 6.7 14.6 16.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 378 484 409 103 195 155 617 2273 705 116 821 254 V/C Ratio(X)0.11 0.05 0.90 0.76 0.04 0.32 0.68 0.49 0.15 0.80 0.73 0.79 Avail Cap(c_a), veh/h 378 590 499 110 590 469 617 2273 705 182 1033 320 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 0.51 0.51 0.51 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.3 36.2 46.5 60.4 52.4 37.3 15.8 4.3 2.2 59.9 51.9 52.5 Incr Delay (d2), s/veh 0.1 0.0 16.5 25.6 0.1 1.2 1.5 0.4 0.2 12.8 5.7 22.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.6 13.1 3.3 0.2 1.5 4.6 1.3 0.4 3.4 6.5 7.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.4 36.3 63.1 86.0 52.5 38.5 17.3 4.6 2.4 72.8 57.6 74.6 LnGrp LOS D D E F D D B A A E E E Approach Vol, veh/h 436 137 1630 897 Approach Delay, s/veh 59.3 66.7 7.7 63.0 Approach LOS E E A E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.3 64.1 12.6 39.0 51.2 27.1 32.7 19.0 Change Period (Y+Rc), s 5.8 6.2 5.1 5.4 6.2 * 6.2 5.1 5.4 Max Green Setting (Gmax), s13.3 45.2 8.0 41.0 32.2 * 26 8.0 41.0 Max Q Clear Time (g_c+I1), s8.7 7.5 7.7 31.1 19.6 18.0 4.5 5.4 Green Ext Time (p_c), s 0.1 8.9 0.0 1.0 1.0 2.8 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 33.6 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 2: Temperance Avenue & Shields Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 190 621 288 629 363 64 186 1377 891 101 851 97 v/c Ratio 0.66 0.99 0.44 1.75 0.29 0.09 0.77 0.85 1.23 0.94 0.54 0.16 Control Delay 68.8 75.4 12.8 369.7 11.3 0.2 81.7 12.0 125.0 122.0 33.7 5.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 68.8 75.4 12.8 369.7 11.3 0.2 81.7 12.0 125.0 122.0 33.7 5.2 Queue Length 50th (ft) 80 518 54 ~400 40 0 73 238 ~728 86 105 0 Queue Length 95th (ft) 120 #766 134 m#412 m49 m0 m73 m56 m#704 m#187 216 m27 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 330 630 658 359 1270 677 248 1627 724 108 1565 602 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.99 0.44 1.75 0.29 0.09 0.75 0.85 1.23 0.94 0.54 0.16 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 2: Temperance Avenue & Shields Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 571 265 579 334 59 171 1267 820 93 783 89 Future Volume (veh/h) 175 571 265 579 334 59 171 1267 820 93 783 89 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 190 621 288 629 363 64 186 1377 891 101 851 97 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 243 633 536 362 1336 596 238 1634 507 471 2633 817 Arrive On Green 0.07 0.34 0.34 0.17 0.63 0.63 0.02 0.11 0.11 0.09 0.17 0.17 Sat Flow, veh/h 3456 1870 1584 3456 3554 1585 3456 5106 1585 1781 5106 1585 Grp Volume(v), veh/h 190 621 288 629 363 64 186 1377 891 101 851 97 Grp Sat Flow(s),veh/h/ln 1728 1870 1584 1728 1777 1585 1728 1702 1585 1781 1702 1585 Q Serve(g_s), s 7.0 42.7 20.6 13.6 6.0 1.6 7.0 34.4 41.6 6.9 19.0 6.7 Cycle Q Clear(g_c), s 7.0 42.7 20.6 13.6 6.0 1.6 7.0 34.4 41.6 6.9 19.0 6.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 243 633 536 362 1336 596 238 1634 507 471 2633 817 V/C Ratio(X)0.78 0.98 0.54 1.74 0.27 0.11 0.78 0.84 1.76 0.21 0.32 0.12 Avail Cap(c_a), veh/h 332 633 536 362 1336 596 250 1634 507 471 2633 817 HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 0.33 0.33 0.33 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 0.26 0.26 0.26 0.20 0.20 0.20 0.87 0.87 0.87 Uniform Delay (d), s/veh 59.5 42.6 40.3 53.6 16.2 9.0 62.5 54.9 58.1 46.8 34.0 28.9 Incr Delay (d2), s/veh 5.4 31.3 3.2 336.0 0.1 0.1 2.8 1.2 342.1 0.1 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.2 24.4 8.3 22.2 2.2 0.7 3.2 15.9 65.9 3.1 8.7 2.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 64.9 73.9 43.6 389.6 16.3 9.1 65.3 56.1 400.3 46.8 34.3 29.2 LnGrp LOS E E D F B A E E F D C C Approach Vol, veh/h 1099 1056 2454 1049 Approach Delay, s/veh 64.4 238.2 181.8 35.0 Approach LOS E F F D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.8 74.0 14.5 54.7 41.4 47.4 19.4 49.8 Change Period (Y+Rc), s 5.8 6.2 5.4 5.8 6.2 * 5.8 5.8 * 5.8 Max Green Setting (Gmax), s9.4 39.8 12.5 45.1 8.0 * 42 13.6 * 44 Max Q Clear Time (g_c+I1), s9.0 21.0 9.0 8.0 8.9 43.6 15.6 44.7 Green Ext Time (p_c), s 0.0 9.3 0.1 6.8 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 142.3 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 3: Temperance Avenue & Clinton Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 143 168 157 297 96 172 122 2123 445 139 1511 79 v/c Ratio 0.65 0.26 0.38 1.49 0.16 0.42 0.95 1.02 0.56 0.67 0.66 0.10 Control Delay 69.0 43.7 7.2 282.2 42.2 7.8 43.1 24.1 1.1 53.7 26.4 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.0 43.7 7.2 282.2 42.2 7.8 43.1 24.1 1.1 53.7 26.4 4.8 Queue Length 50th (ft) 115 71 0 ~344 40 0 96 110 6 95 426 7 Queue Length 95th (ft) #212 82 48 #526 52 52 m72 m87 m11 m#193 m422 m13 Internal Link Dist (ft)2597 155 2573 2580 Turn Bay Length (ft) 200 200 200 200 251 250 250 250 Base Capacity (vph) 220 1105 604 200 1121 609 129 2084 793 206 2304 793 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.15 0.26 1.49 0.09 0.28 0.95 1.02 0.56 0.67 0.66 0.10 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 3: Temperance Avenue & Clinton Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 132 155 144 273 88 158 112 1953 409 128 1390 73 Future Volume (veh/h) 132 155 144 273 88 158 112 1953 409 128 1390 73 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 143 168 157 297 96 172 122 2123 445 139 1511 79 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 168 459 205 203 521 229 452 2629 815 117 1652 512 Arrive On Green 0.09 0.13 0.13 0.11 0.15 0.15 0.51 1.00 1.00 0.04 0.22 0.22 Sat Flow, veh/h 1767 3526 1572 1767 3526 1550 1767 5066 1571 1767 5066 1570 Grp Volume(v), veh/h 143 168 157 297 96 172 122 2123 445 139 1511 79 Grp Sat Flow(s),veh/h/ln 1767 1763 1572 1767 1763 1550 1767 1689 1571 1767 1689 1570 Q Serve(g_s), s 10.4 5.7 7.6 14.9 3.1 11.4 5.1 0.0 0.0 8.6 37.9 5.3 Cycle Q Clear(g_c), s 10.4 5.7 7.6 14.9 3.1 11.4 5.1 0.0 0.0 8.6 37.9 5.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 168 459 205 203 521 229 452 2629 815 117 1652 512 V/C Ratio(X)0.85 0.37 0.77 1.47 0.18 0.75 0.27 0.81 0.55 1.19 0.91 0.15 Avail Cap(c_a), veh/h 196 1112 496 203 1128 496 452 2629 815 117 1652 512 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I) 0.91 0.91 0.91 1.00 1.00 1.00 0.09 0.09 0.09 0.19 0.19 0.19 Uniform Delay (d), s/veh 57.9 51.6 19.9 57.5 48.5 36.1 24.8 0.0 0.0 62.1 49.0 36.3 Incr Delay (d2), s/veh 21.6 1.2 13.9 234.8 0.5 12.7 0.0 0.3 0.2 100.6 2.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.6 2.6 3.5 19.8 1.4 5.1 2.0 0.1 0.1 7.1 16.6 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 79.6 52.9 33.8 292.4 49.0 48.9 24.9 0.3 0.2 162.7 51.1 36.4 LnGrp LOS E D C F D D C A A F D D Approach Vol, veh/h 468 565 2690 1729 Approach Delay, s/veh 54.6 176.9 1.4 59.4 Approach LOS D F A E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s39.1 48.2 18.1 24.6 14.0 73.3 20.0 22.7 Change Period (Y+Rc), s 5.8 * 5.8 5.8 * 5.4 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s9.6 * 42 14.4 * 42 8.6 43.4 14.9 41.0 Max Q Clear Time (g_c+I1), s7.1 39.9 12.4 13.4 10.6 2.0 16.9 9.6 Green Ext Time (p_c), s 0.0 2.4 0.0 2.8 0.0 39.6 0.0 3.7 Intersection Summary HCM 6th Ctrl Delay 42.5 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 4: Temperance Avenue & McKinley Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 359 57 393 130 10 118 178 2213 340 224 1577 116 v/c Ratio 0.78 0.09 0.59 0.77 0.03 0.30 1.21 1.46 0.57 1.48 1.02 0.19 Control Delay 58.6 31.9 18.7 85.7 35.9 3.1 141.6 235.2 12.9 280.6 72.1 15.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.6 31.9 18.7 85.7 35.9 3.1 141.6 235.2 12.9 280.6 72.1 15.0 Queue Length 50th (ft) 257 36 120 108 8 0 146 ~873 170 ~251 ~312 8 Queue Length 95th (ft) #643 66 219 #204 19 12 m#182 m#913 m144 m#392 m#566 m65 Internal Link Dist (ft)242 239 2603 2573 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 459 621 680 179 587 597 147 1515 597 151 1543 617 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.78 0.09 0.58 0.73 0.02 0.20 1.21 1.46 0.57 1.48 1.02 0.19 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 4: Temperance Avenue & McKinley Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 330 52 362 120 9 109 164 2036 313 206 1451 107 Future Volume (veh/h) 330 52 362 120 9 109 164 2036 313 206 1451 107 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1811 1870 1811 1870 1811 1811 1811 1811 1870 Adj Flow Rate, veh/h 359 57 393 130 10 118 178 2213 340 224 1577 116 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 6 2 6 2 6 6 6 6 2 Cap, veh/h 461 499 423 154 175 144 132 1483 460 281 1937 621 Arrive On Green 0.26 0.27 0.27 0.09 0.09 0.09 0.10 0.40 0.40 0.05 0.13 0.13 Sat Flow, veh/h 1781 1870 1585 1725 1870 1535 1781 4944 1535 1725 4944 1585 Grp Volume(v), veh/h 359 57 393 130 10 118 178 2213 340 224 1577 116 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1725 1870 1535 1781 1648 1535 1725 1648 1585 Q Serve(g_s), s 24.3 3.0 31.4 9.7 0.6 9.8 9.6 39.0 18.3 16.7 40.3 3.6 Cycle Q Clear(g_c), s 24.3 3.0 31.4 9.7 0.6 9.8 9.6 39.0 18.3 16.7 40.3 3.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 461 499 423 154 175 144 132 1483 460 281 1937 621 V/C Ratio(X)0.78 0.11 0.93 0.84 0.06 0.82 1.35 1.49 0.74 0.80 0.81 0.19 Avail Cap(c_a), veh/h 461 611 518 182 590 484 132 1483 460 281 1937 621 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09 0.57 0.57 0.57 Uniform Delay (d), s/veh 44.7 36.1 46.5 58.3 53.7 57.8 58.6 39.1 19.3 59.4 52.0 6.8 Incr Delay (d2), s/veh 8.2 0.1 21.1 25.7 0.1 10.9 163.5 221.7 1.0 9.0 2.3 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/ln11.8 1.4 14.3 5.2 0.3 4.1 10.1 44.4 5.6 8.4 18.2 3.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 52.9 36.2 67.6 84.1 53.8 68.7 222.1 260.8 20.3 68.4 54.2 7.2 LnGrp LOS D D E F D E F F C E D A Approach Vol, veh/h 809 258 2731 1917 Approach Delay, s/veh 58.9 75.9 228.3 53.0 Approach LOS E E F D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s26.9 44.8 17.4 40.9 15.0 56.7 39.9 18.4 Change Period (Y+Rc), s 5.8 * 5.8 5.8 6.2 5.4 5.8 6.2 * 6.2 Max Green Setting (Gmax), s11.6 * 39 13.7 42.5 9.6 41.0 15.2 * 41 Max Q Clear Time (g_c+I1), s18.7 41.0 11.7 33.4 11.6 42.3 26.3 11.8 Green Ext Time (p_c), s 0.0 0.0 0.1 1.2 0.0 0.0 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 138.7 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 5: Temperance Avenue & Olive Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 400 130 59 137 95 18 35 2325 117 46 1765 301 v/c Ratio 1.81 0.36 0.15 0.78 0.16 0.05 0.33 0.96 0.14 0.43 0.70 0.34 Control Delay 405.0 28.6 5.5 85.5 42.2 0.2 77.0 19.2 2.8 83.8 16.2 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 405.0 28.6 5.5 85.5 42.2 0.2 77.0 19.2 2.8 83.8 16.2 2.0 Queue Length 50th (ft) ~459 115 15 114 40 0 31 23 0 41 80 1 Queue Length 95th (ft) #667 176 39 #211 51 0 m24 m#899 m24 m41 m#629 m48 Internal Link Dist (ft)2568 478 2539 2603 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 221 612 596 186 1094 567 106 2424 813 108 2533 891 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.81 0.21 0.10 0.74 0.09 0.03 0.33 0.96 0.14 0.43 0.70 0.34 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 5: Temperance Avenue & Olive Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 368 120 54 126 87 17 32 2139 108 42 1624 277 Future Volume (veh/h) 368 120 54 126 87 17 32 2139 108 42 1624 277 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 Adj Flow Rate, veh/h 400 130 59 137 95 18 35 2325 117 46 1765 301 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, % 4 4 4 4 4 4 4 4 4 4 4 4 Cap, veh/h 224 179 151 162 215 96 77 2958 918 87 2987 927 Arrive On Green 0.21 0.16 0.16 0.09 0.06 0.06 0.01 0.19 0.19 0.02 0.20 0.20 Sat Flow, veh/h 1753 1841 1560 1753 3497 1560 1753 5025 1560 1753 5025 1560 Grp Volume(v), veh/h 400 130 59 137 95 18 35 2325 117 46 1765 301 Grp Sat Flow(s),veh/h/ln 1753 1841 1560 1753 1749 1560 1753 1675 1560 1753 1675 1560 Q Serve(g_s), s 16.6 8.7 4.4 10.0 3.4 1.4 2.6 57.2 8.1 3.4 41.5 21.5 Cycle Q Clear(g_c), s 16.6 8.7 4.4 10.0 3.4 1.4 2.6 57.2 8.1 3.4 41.5 21.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 224 179 151 162 215 96 77 2958 918 87 2987 927 V/C Ratio(X)1.79 0.73 0.39 0.85 0.44 0.19 0.45 0.79 0.13 0.53 0.59 0.32 Avail Cap(c_a), veh/h 224 617 523 189 1103 492 108 2958 918 108 2987 927 HCM Platoon Ratio 1.67 1.67 1.67 1.00 1.00 1.00 0.33 0.33 0.33 0.33 0.33 0.33 Upstream Filter(I) 0.90 0.90 0.90 1.00 1.00 1.00 0.09 0.09 0.09 0.26 0.26 0.26 Uniform Delay (d), s/veh 51.1 52.8 51.0 58.1 58.8 57.9 62.5 44.6 24.8 62.4 37.9 29.9 Incr Delay (d2), s/veh 369.8 5.0 1.5 25.8 1.4 0.9 0.4 0.2 0.0 1.3 0.2 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/ln29.4 4.0 1.7 5.5 1.5 0.6 1.1 25.6 3.0 1.5 18.6 9.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 421.0 57.8 52.5 83.9 60.3 58.8 62.9 44.8 24.8 63.7 38.1 30.1 LnGrp LOS F E D F E E E D C E D C Approach Vol, veh/h 589 250 2477 2112 Approach Delay, s/veh 303.9 73.1 44.1 37.5 Approach LOS F E D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 82.3 17.4 18.4 11.1 83.1 22.0 13.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 42.0 14.0 43.6 8.0 42.0 16.6 41.0 Max Q Clear Time (g_c+I1), s5.4 59.2 12.0 10.7 4.6 43.5 18.6 5.4 Green Ext Time (p_c), s 0.0 0.0 0.1 0.8 0.0 0.0 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 71.1 HCM 6th LOS E 2035 Project PM 6: Temperance Avenue & Belmont Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 334 243 125 135 276 168 16 1988 66 128 1650 184 v/c Ratio 1.50 0.62 0.27 0.67 0.39 0.38 0.15 1.02 0.09 0.66 0.66 0.22 Control Delay 284.6 51.3 3.1 71.3 44.4 7.8 81.7 67.3 8.9 67.7 14.4 2.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 284.6 51.3 3.1 71.3 44.4 7.8 81.7 67.3 8.9 67.7 14.4 2.3 Queue Length 50th (ft) ~389 197 0 110 112 4 13 ~610 0 81 375 7 Queue Length 95th (ft) #580 241 20 180 128 54 m22 #824 m31 m#212 #642 m53 Internal Link Dist (ft)507 663 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 223 621 638 205 1105 606 107 1948 706 193 2506 853 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.50 0.39 0.20 0.66 0.25 0.28 0.15 1.02 0.09 0.66 0.66 0.22 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 6: Temperance Avenue & Belmont Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 307 224 115 124 254 155 15 1829 61 118 1518 169 Future Volume (veh/h) 307 224 115 124 254 155 15 1829 61 118 1518 169 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 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 334 243 125 135 276 168 16 1988 66 128 1650 184 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 226 288 244 185 477 213 422 2526 784 117 1637 502 Arrive On Green 0.13 0.16 0.16 0.10 0.14 0.14 0.08 0.16 0.16 0.13 0.65 0.65 Sat Flow, veh/h 1767 1856 1572 1767 3526 1572 1767 5066 1572 1767 5066 1553 Grp Volume(v), veh/h 334 243 125 135 276 168 16 1988 66 128 1650 184 Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1763 1572 1767 1689 1572 1767 1689 1553 Q Serve(g_s), s 16.6 16.5 9.5 9.6 9.5 13.4 1.1 49.0 2.8 8.6 42.0 4.9 Cycle Q Clear(g_c), s 16.6 16.5 9.5 9.6 9.5 13.4 1.1 49.0 2.8 8.6 42.0 4.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 226 288 244 185 477 213 422 2526 784 117 1637 502 V/C Ratio(X)1.48 0.84 0.51 0.73 0.58 0.79 0.04 0.79 0.08 1.09 1.01 0.37 Avail Cap(c_a), veh/h 226 625 530 188 1112 496 422 2526 784 117 1637 502 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.74 0.74 0.74 0.67 0.67 0.67 Uniform Delay (d), s/veh 56.7 53.4 50.4 56.4 52.7 54.4 46.1 47.7 11.0 56.4 23.0 7.9 Incr Delay (d2), s/veh 238.4 6.6 1.7 13.3 1.1 6.4 0.0 1.9 0.2 95.8 20.2 1.4 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/ln22.2 8.1 3.8 4.9 4.2 5.6 0.5 22.5 1.7 6.6 11.8 2.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 295.1 60.0 52.0 69.7 53.8 60.8 46.1 49.6 11.1 152.2 43.2 9.3 LnGrp LOS F E D E D E D D B F F A Approach Vol, veh/h 702 579 2070 1962 Approach Delay, s/veh 170.4 59.6 48.3 47.1 Approach LOS F E D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.0 70.6 19.4 26.0 36.8 47.8 22.0 23.4 Change Period (Y+Rc), s 5.4 5.8 5.8 * 5.8 5.8 * 5.8 5.4 5.8 Max Green Setting (Gmax), s8.6 41.4 13.8 * 44 8.0 * 42 16.6 41.0 Max Q Clear Time (g_c+I1), s10.6 51.0 11.6 18.5 3.1 44.0 18.6 15.4 Green Ext Time (p_c), s 0.0 0.0 0.1 1.6 0.0 0.0 0.0 2.1 Intersection Summary HCM 6th Ctrl Delay 65.3 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 13 Lane Group EBL WBL WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 15 24 320 1 1683 38 320 1592 14 v/c Ratio 0.14 0.22 0.50 0.01 0.66 0.04 1.16 0.46 0.01 Control Delay 60.8 63.0 2.7 58.0 29.6 0.1 127.2 1.5 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.8 63.0 2.7 58.0 29.6 0.1 127.2 1.5 0.0 Queue Length 50th (ft) 12 20 0 1 257 0 ~321 17 0 Queue Length 95th (ft) 36 49 0 7 #697 0 #497 57 m0 Internal Link Dist (ft)337 2371 Turn Bay Length (ft) 50 200 200 250 250 250 250 Base Capacity (vph) 111 109 814 107 2551 867 277 3454 1121 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 0.14 0.22 0.39 0.01 0.66 0.04 1.16 0.46 0.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 14 0 0 22 0 294 1 1548 35 294 1465 13 Future Volume (veh/h) 14 0 0 22 0 294 1 1548 35 294 1465 13 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 15 0 0 24 0 320 1 1683 38 320 1592 14 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 45 1 0 211 114 97 4 1500 466 791 3771 1171 Arrive On Green 0.03 0.00 0.00 0.12 0.00 0.06 0.00 0.30 0.30 0.89 1.00 1.00 Sat Flow, veh/h 1767 1856 0 1767 1856 1572 1767 5066 1572 1767 5066 1572 Grp Volume(v), veh/h 15 0 0 24 0 320 1 1683 38 320 1592 14 Grp Sat Flow(s),veh/h/ln 1767 1856 0 1767 1856 1572 1767 1689 1572 1767 1689 1572 Q Serve(g_s), s 1.1 0.0 0.0 1.6 0.0 3.4 0.1 38.5 2.3 3.9 0.0 0.0 Cycle Q Clear(g_c), s 1.1 0.0 0.0 1.6 0.0 3.4 0.1 38.5 2.3 3.9 0.0 0.0 Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 45 1 0 211 114 97 4 1500 466 791 3771 1171 V/C Ratio(X)0.33 0.00 0.00 0.11 0.00 3.31 0.26 1.12 0.08 0.40 0.42 0.01 Avail Cap(c_a), veh/h 113 589 0 211 585 496 109 1500 466 791 3771 1171 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.73 0.73 0.73 Uniform Delay (d), s/veh 62.2 0.0 0.0 51.1 0.0 11.0 64.8 45.7 33.0 4.0 0.0 0.0 Incr Delay (d2), s/veh 4.2 0.0 0.0 0.2 0.0 1049.8 32.2 64.3 0.3 0.2 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.0 0.7 0.0 31.2 0.1 24.5 0.9 1.1 0.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 66.4 0.0 0.0 51.3 0.0 1060.8 96.9 110.0 33.3 4.2 0.3 0.0 LnGrp LOS E A A D A F F F C A A A Approach Vol, veh/h 15 344 1722 1926 Approach Delay, s/veh 66.4 990.4 108.3 0.9 Approach LOS E F F A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s64.0 44.3 21.7 0.0 5.7 102.6 7.5 14.2 Change Period (Y+Rc), s 5.8 * 5.8 6.2 * 4.6 5.4 5.8 * 4.2 6.2 Max Green Setting (Gmax), s20.6 * 39 8.0 * 41 8.0 51.1 * 8.3 41.0 Max Q Clear Time (g_c+I1), s5.9 40.5 3.6 0.0 2.1 2.0 3.1 5.4 Green Ext Time (p_c), s 0.8 0.0 0.0 0.0 0.0 16.1 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 132.3 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 8: Locan Avenue & Shields Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 586 609 192 141 540 45 117 329 158 30 216 297 v/c Ratio 1.18 0.74 0.24 0.78 1.12 0.08 1.08 0.67 0.29 0.28 0.52 0.51 Control Delay 117.9 26.4 3.6 48.2 103.0 0.9 166.6 52.4 6.4 65.1 49.9 7.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 117.9 26.4 3.6 48.2 103.0 0.9 166.6 52.4 6.4 65.1 49.9 7.9 Queue Length 50th (ft) ~587 389 12 110 ~536 0 ~110 264 0 25 162 0 Queue Length 95th (ft) m#492 m333 m7 m132 m#693 m0 #237 #404 48 58 245 76 Internal Link Dist (ft)2528 2598 168 294 Turn Bay Length (ft) 250 250 250 250 200 200 273 273 Base Capacity (vph) 498 818 790 191 484 534 108 489 541 108 412 581 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.18 0.74 0.24 0.74 1.12 0.08 1.08 0.67 0.29 0.28 0.52 0.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 8: Locan Avenue & Shields Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 539 560 177 130 497 41 108 303 145 28 199 273 Future Volume (veh/h) 539 560 177 130 497 41 108 303 145 28 199 273 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 586 609 192 141 540 45 117 329 158 30 216 297 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 502 844 715 167 486 412 471 839 711 73 414 351 Arrive On Green 0.28 0.45 0.45 0.06 0.17 0.17 0.26 0.45 0.45 0.04 0.22 0.22 Sat Flow, veh/h 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 586 609 192 141 540 45 117 329 158 30 216 297 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 36.6 34.5 7.2 10.2 33.8 3.4 6.7 15.3 7.9 2.1 13.2 23.3 Cycle Q Clear(g_c), s 36.6 34.5 7.2 10.2 33.8 3.4 6.7 15.3 7.9 2.1 13.2 23.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 502 844 715 167 486 412 471 839 711 73 414 351 V/C Ratio(X)1.17 0.72 0.27 0.85 1.11 0.11 0.25 0.39 0.22 0.41 0.52 0.85 Avail Cap(c_a), veh/h 502 844 715 193 486 412 471 839 711 110 414 351 HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.09 0.09 0.55 0.55 0.55 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.7 29.0 12.1 60.0 53.7 50.3 37.6 24.0 22.0 60.8 44.5 48.5 Incr Delay (d2), s/veh 78.0 0.3 0.0 15.4 65.3 0.1 0.3 1.4 0.7 3.7 4.6 21.5 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/ln26.5 14.7 3.4 5.3 24.9 1.2 2.9 6.9 3.0 1.0 6.5 11.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 124.7 29.3 12.1 75.4 119.0 50.3 37.9 25.4 22.7 64.6 49.2 69.9 LnGrp LOS F C B E F D D C C E D E Approach Vol, veh/h 1387 726 604 543 Approach Delay, s/veh 67.2 106.2 27.1 61.4 Approach LOS E F C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.7 64.9 18.0 64.4 41.0 34.6 42.4 40.0 Change Period (Y+Rc), s 5.4 5.8 5.8 5.8 5.8 * 5.8 5.8 * 6.2 Max Green Setting (Gmax), s8.0 28.8 14.1 56.3 8.0 * 29 36.6 * 34 Max Q Clear Time (g_c+I1), s4.1 17.3 12.2 36.5 8.7 25.3 38.6 35.8 Green Ext Time (p_c), s 0.0 1.8 0.1 4.2 0.0 0.8 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 67.5 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 9: DeWolf Avenue & Shields Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 17 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 224 471 32 13 590 86 26 378 99 46 284 154 v/c Ratio 0.86 0.51 0.04 0.10 0.93 0.13 0.24 0.69 0.17 0.43 0.49 0.25 Control Delay 67.3 9.0 0.1 56.0 63.5 0.4 63.9 51.0 0.6 71.3 42.7 4.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.3 9.0 0.1 56.0 63.5 0.4 63.9 51.0 0.6 71.3 42.7 4.7 Queue Length 50th (ft) 199 85 0 11 463 0 21 304 0 38 214 0 Queue Length 95th (ft) m#293 247 m0 31 #673 0 53 #461 0 81 313 39 Internal Link Dist (ft)2598 234 299 264 Turn Bay Length (ft) 250 250 250 250 200 200 200 200 Base Capacity (vph) 275 954 892 130 670 709 108 545 585 108 583 617 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.81 0.49 0.04 0.10 0.88 0.12 0.24 0.69 0.17 0.43 0.49 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2035 Project PM 9: DeWolf Avenue & Shields Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 206 433 29 12 543 79 24 348 91 42 261 142 Future Volume (veh/h) 206 433 29 12 543 79 24 348 91 42 261 142 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 224 471 32 13 590 86 26 378 99 46 284 154 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 252 533 452 340 626 530 174 553 469 89 458 388 Arrive On Green 0.05 0.09 0.09 0.19 0.33 0.33 0.10 0.30 0.30 0.05 0.24 0.24 Sat Flow, veh/h 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 224 471 32 13 590 86 26 378 99 46 284 154 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1781 1870 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 16.3 32.3 2.4 0.8 39.9 3.9 1.7 23.2 3.7 3.3 17.6 10.6 Cycle Q Clear(g_c), s 16.3 32.3 2.4 0.8 39.9 3.9 1.7 23.2 3.7 3.3 17.6 10.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 252 533 452 340 626 530 174 553 469 89 458 388 V/C Ratio(X)0.89 0.88 0.07 0.04 0.94 0.16 0.15 0.68 0.21 0.52 0.62 0.40 Avail Cap(c_a), veh/h 277 849 719 340 673 571 174 553 469 110 458 388 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.73 0.73 0.73 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 61.0 56.8 43.2 42.8 42.0 19.0 53.7 40.4 12.5 60.2 43.7 41.1 Incr Delay (d2), s/veh 20.8 5.2 0.0 0.0 21.0 0.1 0.4 6.7 1.0 4.6 6.2 3.0 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 9.2 16.9 0.9 0.3 21.1 1.8 0.8 11.4 2.3 1.6 8.7 4.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 81.8 61.9 43.2 42.9 63.0 19.2 54.1 47.1 13.5 64.8 49.9 44.1 LnGrp LOS F E D D E B D D B E D D Approach Vol, veh/h 727 689 503 484 Approach Delay, s/veh 67.2 57.2 40.9 49.5 Approach LOS E E D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 44.2 30.6 43.2 18.5 37.6 24.2 49.7 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.8 * 5.8 5.8 6.2 Max Green Setting (Gmax), s8.0 31.8 8.0 59.0 8.0 * 32 20.2 46.8 Max Q Clear Time (g_c+I1), s5.3 25.2 2.8 34.3 3.7 19.6 18.3 41.9 Green Ext Time (p_c), s 0.0 1.3 0.0 2.7 0.0 1.6 0.1 1.6 Intersection Summary HCM 6th Ctrl Delay 55.3 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 10: Armstrong Avenue & Clinton Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 19 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 105 338 53 77 177 29 39 925 98 42 586 33 v/c Ratio 0.78 0.54 0.14 0.57 0.34 0.09 0.29 0.92 0.10 0.31 0.58 0.04 Control Delay 86.2 44.6 0.7 67.7 42.4 0.5 56.2 39.8 0.2 56.9 21.5 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 86.2 44.6 0.7 67.7 42.4 0.5 56.2 39.8 0.2 56.9 21.5 0.1 Queue Length 50th (ft) 75 121 0 54 60 0 27 614 0 29 286 0 Queue Length 95th (ft) #190 169 0 #131 93 0 67 #1031 0 70 472 0 Internal Link Dist (ft)176 2597 70 117 Turn Bay Length (ft) 200 200 200 200 200 200 200 200 Base Capacity (vph) 135 847 475 135 847 473 135 1009 938 135 1009 938 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.78 0.40 0.11 0.57 0.21 0.06 0.29 0.92 0.10 0.31 0.58 0.04 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2035 Project PM 10: Armstrong Avenue & Clinton Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 20 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 97 311 49 71 163 27 36 851 90 39 539 30 Future Volume (veh/h) 97 311 49 71 163 27 36 851 90 39 539 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 105 338 53 77 177 29 39 925 98 42 586 33 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 131 451 201 121 445 198 96 1002 849 96 1002 849 Arrive On Green 0.07 0.13 0.13 0.07 0.13 0.13 0.05 0.54 0.54 0.05 0.54 0.54 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 105 338 53 77 177 29 39 925 98 42 586 33 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 6.1 9.7 3.2 4.4 4.8 1.4 2.2 48.0 3.2 2.4 22.4 0.6 Cycle Q Clear(g_c), s 6.1 9.7 3.2 4.4 4.8 1.4 2.2 48.0 3.2 2.4 22.4 0.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 131 451 201 121 445 198 96 1002 849 96 1002 849 V/C Ratio(X)0.80 0.75 0.26 0.64 0.40 0.15 0.41 0.92 0.12 0.44 0.58 0.04 Avail Cap(c_a), veh/h 135 841 375 135 841 375 135 1002 849 135 1002 849 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.2 44.5 41.7 48.0 42.5 27.5 48.4 22.5 12.1 48.5 16.6 4.4 Incr Delay (d2), s/veh 27.8 2.5 0.7 8.2 0.6 0.3 2.8 15.0 0.3 3.2 2.5 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 4.3 1.2 2.2 2.1 0.7 1.0 22.6 1.1 1.1 9.3 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 76.0 47.0 42.3 56.1 43.1 27.9 51.1 37.6 12.4 51.6 19.1 4.5 LnGrp LOS E D D E D C D D B D B A Approach Vol, veh/h 496 283 1062 661 Approach Delay, s/veh 52.6 45.1 35.7 20.4 Approach LOS D D D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.1 62.4 13.0 19.2 11.1 62.4 13.2 19.0 Change Period (Y+Rc), s 5.4 5.8 5.8 * 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 56.6 8.0 * 25 8.0 56.6 8.0 25.0 Max Q Clear Time (g_c+I1), s4.4 50.0 6.4 11.7 4.2 24.4 8.1 6.8 Green Ext Time (p_c), s 0.0 3.5 0.0 1.7 0.0 3.9 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 36.1 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 2035 Project PM 11: Armstrong Avenue & Olive Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 21 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 430 380 32 83 347 15 12 855 176 38 589 266 v/c Ratio 1.32 0.56 0.07 0.31 0.69 0.04 0.11 0.99 0.21 0.35 0.63 0.29 Control Delay 206.6 52.3 0.3 39.7 49.4 0.3 60.2 64.5 5.4 68.0 29.6 3.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 206.6 52.3 0.3 39.7 49.4 0.3 60.2 64.5 5.4 68.0 29.6 3.7 Queue Length 50th (ft) ~468 163 0 52 136 0 10 ~769 7 31 315 0 Queue Length 95th (ft) #676 207 0 74 136 0 31 #1106 55 69 593 54 Internal Link Dist (ft)2563 2568 323 652 Turn Bay Length (ft) 200 200 200 200 200 200 200 424 Base Capacity (vph) 325 1025 576 284 680 433 108 863 819 108 939 930 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.32 0.37 0.06 0.29 0.51 0.03 0.11 0.99 0.21 0.35 0.63 0.29 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 2035 Project PM 11: Armstrong Avenue & Olive Avenue 03/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p pm.synPage 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 396 350 29 76 319 14 11 787 162 35 542 245 Future Volume (veh/h) 396 350 29 76 319 14 11 787 162 35 542 245 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 430 380 32 83 347 15 12 855 176 38 589 266 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 327 484 216 301 438 196 39 734 622 227 937 794 Arrive On Green 0.18 0.14 0.14 0.06 0.04 0.04 0.02 0.39 0.39 0.13 0.50 0.50 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 1870 1585 1781 1870 1585 Grp Volume(v), veh/h 430 380 32 83 347 15 12 855 176 38 589 266 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1870 1585 1781 1870 1585 Q Serve(g_s), s 23.9 13.4 2.0 5.8 12.6 0.9 0.9 51.0 9.9 2.5 29.8 13.1 Cycle Q Clear(g_c), s 23.9 13.4 2.0 5.8 12.6 0.9 0.9 51.0 9.9 2.5 29.8 13.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 327 484 216 301 438 196 39 734 622 227 937 794 V/C Ratio(X)1.31 0.79 0.15 0.28 0.79 0.08 0.31 1.17 0.28 0.17 0.63 0.33 Avail Cap(c_a), veh/h 327 995 444 301 683 305 110 734 622 227 937 794 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.96 0.96 0.96 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.0 54.3 38.2 53.8 60.7 31.3 62.6 39.5 27.0 50.6 23.6 19.4 Incr Delay (d2), s/veh 161.0 2.9 0.3 0.5 3.3 0.2 4.5 88.8 1.1 0.3 3.2 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln25.0 6.1 0.9 2.7 6.2 0.5 0.4 40.3 3.8 1.1 13.3 4.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 214.1 57.2 38.5 54.2 64.0 31.5 67.1 128.3 28.1 50.9 26.8 20.6 LnGrp LOS F E D D E C E F C D C C Approach Vol, veh/h 842 445 1043 893 Approach Delay, s/veh 136.6 61.1 110.7 26.0 Approach LOS F E F C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s22.4 56.8 27.7 23.1 8.2 71.0 29.0 21.8 Change Period (Y+Rc), s 5.8 * 5.8 5.8 * 5.4 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s8.0 * 51 12.6 * 36 8.0 51.0 23.9 25.0 Max Q Clear Time (g_c+I1), s4.5 53.0 7.8 15.4 2.9 31.8 25.9 14.6 Green Ext Time (p_c), s 0.0 0.0 0.1 2.2 0.0 4.3 0.0 1.5 Intersection Summary HCM 6th Ctrl Delay 87.1 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. ND Engineering, PC APPENDIX N MITIGATED 2035 PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE CALCULATIONS Mitigated 2035 Project AM 1: Temperance Avenue & Dakota Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 146 35 293 142 14 84 126 812 37 40 1168 113 v/c Ratio 0.75 0.12 0.59 0.73 0.05 0.21 0.68 0.31 0.04 0.37 0.51 0.14 Control Delay 79.0 40.3 8.6 76.9 37.2 1.2 47.5 11.0 0.1 68.5 30.8 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 79.0 40.3 8.6 76.9 37.2 1.2 47.5 11.0 0.1 68.5 30.8 1.9 Queue Length 50th (ft) 119 29 0 116 11 0 88 63 0 33 213 0 Queue Length 95th (ft) #206 46 64 #197 24 0 #133 94 m0 73 396 16 Internal Link Dist (ft) 509 451 2549 519 Turn Bay Length (ft) 200 200 200 200 250 250 255 250 Base Capacity (vph) 217 587 692 217 587 598 202 2606 869 109 2307 789 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.06 0.42 0.65 0.02 0.14 0.62 0.31 0.04 0.37 0.51 0.14 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 1: Temperance Avenue & Dakota Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 32 270 131 13 77 116 747 34 37 1075 104 Future Volume (veh/h) 134 32 270 131 13 77 116 747 34 37 1075 104 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 0.96 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 146 35 293 142 14 84 126 812 37 40 1168 113 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 172 411 348 168 412 335 438 2367 734 84 1337 414 Arrive On Green 0.10 0.22 0.22 0.09 0.22 0.22 0.49 0.93 0.93 0.05 0.26 0.26 Sat Flow, veh/h 1781 1870 1581 1781 1870 1522 1781 5106 1583 1781 5106 1582 Grp Volume(v), veh/h 146 35 293 142 14 84 126 812 37 40 1168 113 Grp Sat Flow(s),veh/h/ln 1781 1870 1581 1781 1870 1522 1781 1702 1583 1781 1702 1582 Q Serve(g_s), s 10.5 1.9 23.1 10.2 0.8 5.9 5.4 2.2 0.2 2.8 28.5 5.5 Cycle Q Clear(g_c), s 10.5 1.9 23.1 10.2 0.8 5.9 5.4 2.2 0.2 2.8 28.5 5.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 172 411 348 168 412 335 438 2367 734 84 1337 414 V/C Ratio(X) 0.85 0.09 0.84 0.85 0.03 0.25 0.29 0.34 0.05 0.48 0.87 0.27 Avail Cap(c_a), veh/h 218 590 499 218 590 480 438 2367 734 110 1430 443 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 0.94 0.94 0.94 1.00 1.00 1.00 Uniform Delay (d), s/veh 57.8 40.3 48.5 58.0 39.8 41.9 26.3 2.6 1.1 60.4 45.9 21.6 Incr Delay (d2), s/veh 21.8 0.1 8.7 20.7 0.0 0.4 0.3 0.4 0.1 4.2 8.2 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 5.7 0.9 9.8 5.5 0.4 2.2 2.1 0.7 0.1 1.4 12.5 3.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 79.6 40.4 57.3 78.7 39.9 42.2 26.7 3.0 1.2 64.6 54.1 23.2 LnGrp LOS E D E E D D C A A E D C Approach Vol, veh/h 474 240 975 1321 Approach Delay, s/veh 62.9 63.7 6.0 51.8 Approach LOS E E A D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 66.5 17.6 34.0 38.1 40.2 17.6 34.0 Change Period (Y+Rc), s 5.8 6.2 5.4 * 5.4 6.2 * 6.2 5.1 5.4 Max Green Setting (Gmax), s8.0 42.6 15.9 * 41 14.2 * 36 15.9 41.0 Max Q Clear Time (g_c+I1), s4.8 4.2 12.2 25.1 7.4 30.5 12.5 7.9 Green Ext Time (p_c), s 0.0 5.8 0.1 1.0 0.1 3.6 0.1 0.3 Intersection Summary HCM 6th Ctrl Delay 39.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 2: Temperance Avenue & Shields Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 127 375 238 882 834 87 390 761 582 68 1220 308 v/c Ratio 0.55 0.38 0.41 2.66 0.76 0.14 0.74 0.37 0.39 0.32 0.82 0.51 Control Delay 67.6 37.7 8.5 777.1 31.6 0.5 49.3 16.9 4.2 56.9 41.3 17.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.6 37.7 8.5 777.1 31.6 0.5 49.3 16.9 4.2 56.9 41.3 17.2 Queue Length 50th (ft) 54 134 20 ~660 211 0 144 171 57 28 357 119 Queue Length 95th (ft) 88 160 77 #794 203 m1 #333 199 78 m44 286 127 Internal Link Dist (ft) 851 2528 2580 2549 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 250 1279 696 332 1363 712 530 2066 1478 211 1486 604 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.29 0.34 2.66 0.61 0.12 0.74 0.37 0.39 0.32 0.82 0.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 2: Temperance Avenue & Shields Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 117 345 219 811 767 80 359 700 535 63 1122 283 Future Volume (veh/h) 117 345 219 811 767 80 359 700 535 63 1122 283 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 127 375 238 882 834 87 390 761 582 68 1220 308 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 210 961 428 335 1089 486 255 1555 850 517 1958 608 Arrive On Green 0.06 0.27 0.27 0.16 0.51 0.51 0.02 0.10 0.10 0.10 0.26 0.26 Sat Flow, veh/h 3456 3554 1583 3456 3554 1585 3456 5106 2790 3456 5106 1585 Grp Volume(v), veh/h 127 375 238 882 834 87 390 761 582 68 1220 308 Grp Sat Flow(s),veh/h/ln 1728 1777 1583 1728 1777 1585 1728 1702 1395 1728 1702 1585 Q Serve(g_s), s 4.7 11.2 16.8 12.6 24.5 2.5 9.6 18.3 19.3 2.3 27.5 21.6 Cycle Q Clear(g_c), s 4.7 11.2 16.8 12.6 24.5 2.5 9.6 18.3 19.3 2.3 27.5 21.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 210 961 428 335 1089 486 255 1555 850 517 1958 608 V/C Ratio(X) 0.60 0.39 0.56 2.63 0.77 0.18 1.53 0.49 0.68 0.13 0.62 0.51 Avail Cap(c_a), veh/h 253 1285 572 335 1370 611 255 1555 850 517 1958 608 HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 0.33 0.33 0.33 0.67 0.67 0.67 Upstream Filter(I) 1.00 1.00 1.00 0.67 0.67 0.67 0.84 0.84 0.84 0.82 0.82 0.82 Uniform Delay (d), s/veh 59.5 38.7 40.7 54.5 28.0 9.7 63.4 48.9 28.5 50.8 40.0 37.8 Incr Delay (d2), s/veh 1.1 1.0 4.3 740.8 3.1 0.5 253.8 0.9 3.8 0.0 1.2 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.0 4.9 6.9 39.4 8.5 1.4 13.3 8.5 7.6 1.0 12.0 9.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 60.6 39.7 45.0 795.2 31.1 10.2 317.2 49.8 32.2 50.8 41.2 40.3 LnGrp LOS E D D F C B F D C D D D Approach Vol, veh/h 740 1803 1733 1596 Approach Delay, s/veh 45.0 403.9 104.1 41.4 Approach LOS D F F D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s15.0 56.1 13.3 45.6 25.7 45.4 18.0 40.9 Change Period (Y+Rc), s 5.4 6.2 5.4 5.8 6.2 * 5.8 5.4 5.8 Max Green Setting (Gmax), s9.6 38.0 9.5 50.1 8.0 * 40 12.6 47.0 Max Q Clear Time (g_c+I1), s11.6 29.5 6.7 26.5 4.3 21.3 14.6 18.8 Green Ext Time (p_c), s 0.0 7.0 0.0 13.2 0.0 11.9 0.0 8.6 Intersection Summary HCM 6th Ctrl Delay 171.7 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 3: Temperance Avenue & Clinton Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 38 155 66 402 198 277 130 1249 264 245 2054 160 v/c Ratio 0.18 0.23 0.17 1.41 0.24 0.51 1.13 0.54 0.31 0.76 0.83 0.20 Control Delay 60.1 42.2 1.5 246.6 39.4 10.0 165.5 9.5 1.0 45.2 13.8 1.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.1 42.2 1.5 246.6 39.4 10.0 165.5 9.5 1.0 45.2 13.8 1.7 Queue Length 50th (ft) 15 65 0 ~234 82 31 ~129 99 0 113 93 0 Queue Length 95th (ft) 35 74 4 #338 88 89 #267 140 0 m106 m551 m19 Internal Link Dist (ft) 2597 719 2573 2580 Turn Bay Length (ft) 200 200 200 200 251 250 250 250 Base Capacity (vph) 209 1186 606 285 1267 707 115 2318 849 321 2461 814 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.13 0.11 1.41 0.16 0.39 1.13 0.54 0.31 0.76 0.83 0.20 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 3: Temperance Avenue & Clinton Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 35 143 61 370 182 255 120 1149 243 225 1890 147 Future Volume (veh/h) 35 143 61 370 182 255 120 1149 243 225 1890 147 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 38 155 66 402 198 277 130 1249 264 245 2054 160 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 157 496 221 287 622 274 466 1586 491 1002 1730 536 Arrive On Green 0.05 0.14 0.14 0.08 0.18 0.18 0.35 0.42 0.42 0.29 0.34 0.34 Sat Flow, veh/h 3428 3526 1572 3428 3526 1554 1767 5066 1569 3428 5066 1570 Grp Volume(v), veh/h 38 155 66 402 198 277 130 1249 264 245 2054 160 Grp Sat Flow(s),veh/h/ln 1714 1763 1572 1714 1763 1554 1767 1689 1569 1714 1689 1570 Q Serve(g_s), s 1.4 5.1 2.9 10.9 6.4 12.4 6.9 27.8 12.4 7.1 44.4 7.8 Cycle Q Clear(g_c), s 1.4 5.1 2.9 10.9 6.4 12.4 6.9 27.8 12.4 7.1 44.4 7.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 157 496 221 287 622 274 466 1586 491 1002 1730 536 V/C Ratio(X) 0.24 0.31 0.30 1.40 0.32 1.01 0.28 0.79 0.54 0.24 1.19 0.30 Avail Cap(c_a), veh/h 211 1193 532 287 1275 562 466 1586 491 1002 1730 536 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 Upstream Filter(I) 0.98 0.98 0.98 1.00 1.00 1.00 0.85 0.85 0.85 0.09 0.09 0.09 Uniform Delay (d), s/veh 59.8 50.2 17.6 59.5 46.7 15.6 33.3 34.2 17.6 35.1 42.8 20.1 Incr Delay (d2), s/veh 0.3 1.0 2.0 199.1 0.8 44.7 0.1 3.5 3.6 0.0 84.8 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 2.3 2.0 12.6 2.8 7.6 2.8 10.6 4.5 2.9 31.3 2.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 60.1 51.1 19.6 258.7 47.5 60.3 33.4 37.6 21.2 35.1 127.6 20.2 LnGrp LOS E D B F D F C D C D F C Approach Vol, veh/h 259 877 1643 2459 Approach Delay, s/veh 44.4 148.3 34.7 111.4 Approach LOS D F C F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s39.7 50.2 11.4 28.7 43.4 46.5 16.0 24.1 Change Period (Y+Rc), s 5.4 5.8 5.4 * 5.8 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s8.6 44.4 8.0 * 47 12.3 40.7 10.9 44.0 Max Q Clear Time (g_c+I1), s8.9 46.4 3.4 14.4 9.1 29.8 12.9 7.1 Green Ext Time (p_c), s 0.0 0.0 0.0 5.6 0.1 9.4 0.0 2.7 Intersection Summary HCM 6th Ctrl Delay 90.2 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 4: Temperance Avenue & McKinley Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 48 2 68 460 55 262 434 1279 190 176 1879 413 v/c Ratio 0.17 0.00 0.17 1.62 0.09 0.55 1.56 0.52 0.22 0.67 0.76 0.44 Control Delay 56.7 31.5 0.9 331.4 39.4 8.8 296.9 19.9 5.6 48.4 20.3 10.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.7 31.5 0.9 331.4 39.4 8.8 296.9 19.9 5.6 48.4 20.3 10.3 Queue Length 50th (ft) 19 1 0 ~286 23 7 ~269 75 3 69 316 66 Queue Length 95th (ft) 40 3 0 #395 32 65 #365 256 m67 m77 m#721 m283 Internal Link Dist (ft) 680 592 2603 2573 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 278 1197 645 284 1284 715 279 2474 861 264 2463 929 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.00 0.11 1.62 0.04 0.37 1.56 0.52 0.22 0.67 0.76 0.44 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 4: Temperance Avenue & McKinley Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 44 2 63 423 51 241 399 1177 175 162 1729 380 Future Volume (veh/h) 44 2 63 423 51 241 399 1177 175 162 1729 380 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1811 1870 1811 1870 1811 1811 1811 1811 1870 Adj Flow Rate, veh/h 48 2 68 460 55 262 434 1279 190 176 1879 413 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 6 2 6 2 6 6 6 6 2 Cap, veh/h 175 364 162 288 479 207 1087 2795 867 227 1559 500 Arrive On Green 0.05 0.10 0.10 0.09 0.13 0.13 0.63 1.00 1.00 0.02 0.10 0.10 Sat Flow, veh/h 3456 3554 1585 3346 3554 1535 3456 4944 1535 3346 4944 1585 Grp Volume(v), veh/h 48 2 68 460 55 262 434 1279 190 176 1879 413 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1673 1777 1535 1728 1648 1535 1673 1648 1585 Q Serve(g_s), s 1.7 0.1 2.9 11.2 1.8 14.3 8.1 0.0 0.0 6.8 41.0 33.2 Cycle Q Clear(g_c), s 1.7 0.1 2.9 11.2 1.8 14.3 8.1 0.0 0.0 6.8 41.0 33.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 175 364 162 288 479 207 1087 2795 867 227 1559 500 V/C Ratio(X) 0.27 0.01 0.42 1.60 0.11 1.27 0.40 0.46 0.22 0.77 1.20 0.83 Avail Cap(c_a), veh/h 213 1203 536 288 1290 557 1087 2795 867 245 1559 500 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.74 0.74 0.74 0.30 0.30 0.30 Uniform Delay (d), s/veh 59.4 52.4 16.4 59.4 49.4 37.7 18.0 0.0 0.0 62.6 58.2 54.7 Incr Delay (d2), s/veh 0.8 0.0 1.7 283.8 0.1 128.6 0.2 0.4 0.4 4.4 94.2 4.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 0.0 2.1 16.0 0.8 12.6 2.7 0.1 0.1 3.1 31.7 14.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 60.2 52.4 18.1 343.2 49.5 166.2 18.2 0.4 0.4 67.0 152.5 59.6 LnGrp LOS E D B F D F B A A E F E Approach Vol, veh/h 118 777 1903 2468 Approach Delay, s/veh 35.8 262.8 4.5 130.8 Approach LOS D F A F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s14.2 79.3 17.0 19.5 46.7 46.8 12.8 23.7 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.8 * 5.8 6.2 * 6.2 Max Green Setting (Gmax), s9.5 42.1 11.2 44.0 10.6 * 41 8.0 * 47 Max Q Clear Time (g_c+I1), s8.8 2.0 13.2 4.9 10.1 43.0 3.7 16.3 Green Ext Time (p_c), s 0.0 12.0 0.0 0.2 0.1 0.0 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 102.5 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 5: Temperance Avenue & Olive Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 291 107 72 224 215 30 64 1636 99 12 1979 471 v/c Ratio 0.74 0.19 0.18 0.51 0.34 0.07 0.56 0.62 0.11 0.11 0.82 0.52 Control Delay 67.8 43.4 1.0 58.1 45.6 0.4 73.9 13.7 1.6 71.6 31.8 18.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.8 43.4 1.0 58.1 45.6 0.4 73.9 13.7 1.6 71.6 31.8 18.5 Queue Length 50th (ft) 120 46 0 87 92 0 43 341 3 9 223 50 Queue Length 95th (ft) #226 56 0 #158 102 0 m#88 m509 m18 m10 m#645 m242 Internal Link Dist (ft) 2568 850 2539 2603 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 393 1134 617 441 1094 601 114 2649 879 106 2420 914 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.74 0.09 0.12 0.51 0.20 0.05 0.56 0.62 0.11 0.11 0.82 0.52 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 5: Temperance Avenue & Olive Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 268 98 66 206 198 28 59 1505 91 11 1821 433 Future Volume (veh/h) 268 98 66 206 198 28 59 1505 91 11 1821 433 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 Adj Flow Rate, veh/h 291 107 72 224 215 30 64 1636 99 12 1979 471 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, % 4 4 4 4 4 4 4 4 4 4 4 4 Cap, veh/h 290 215 96 372 299 134 97 1836 570 505 3022 938 Arrive On Green 0.09 0.06 0.06 0.11 0.09 0.09 0.02 0.12 0.12 0.29 0.60 0.60 Sat Flow, veh/h 3401 3497 1560 3401 3497 1560 1753 5025 1560 1753 5025 1560 Grp Volume(v), veh/h 291 107 72 224 215 30 64 1636 99 12 1979 471 Grp Sat Flow(s),veh/h/ln 1700 1749 1560 1700 1749 1560 1753 1675 1560 1753 1675 1560 Q Serve(g_s), s 11.1 3.9 5.0 8.2 7.8 2.3 4.7 41.7 7.4 0.6 33.7 12.8 Cycle Q Clear(g_c), s 11.1 3.9 5.0 8.2 7.8 2.3 4.7 41.7 7.4 0.6 33.7 12.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 290 215 96 372 299 134 97 1836 570 505 3022 938 V/C Ratio(X) 1.00 0.50 0.75 0.60 0.72 0.22 0.66 0.89 0.17 0.02 0.65 0.50 Avail Cap(c_a), veh/h 290 1143 510 372 1103 492 108 1836 570 505 3022 938 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) 0.96 0.96 0.96 1.00 1.00 1.00 0.77 0.77 0.77 0.29 0.29 0.29 Uniform Delay (d), s/veh 59.4 59.1 43.3 55.2 57.9 55.4 62.6 54.6 39.5 33.2 17.0 4.8 Incr Delay (d2), s/veh 52.3 1.7 10.7 2.7 3.2 0.8 9.4 5.5 0.5 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 6.8 1.7 2.6 3.6 3.5 0.9 2.4 19.6 3.0 0.3 11.9 3.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 111.7 60.8 53.9 57.9 61.1 56.3 72.0 60.2 40.0 33.2 17.4 5.4 LnGrp LOS F E D E E E E E D C B A Approach Vol, veh/h 470 469 1799 2462 Approach Delay, s/veh 91.3 59.3 59.5 15.2 Approach LOS F E E B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s43.3 53.3 19.6 13.8 12.6 84.0 16.5 16.9 Change Period (Y+Rc), s 5.8 * 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 * 48 9.6 42.5 8.0 47.5 11.1 41.0 Max Q Clear Time (g_c+I1), s2.6 43.7 10.2 7.0 6.7 35.7 13.1 9.8 Green Ext Time (p_c), s 0.0 3.0 0.0 0.8 0.0 9.8 0.0 1.3 Intersection Summary HCM 6th Ctrl Delay 41.3 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 6: Temperance Avenue & Belmont Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 232 113 48 130 363 192 101 1350 65 155 1771 345 v/c Ratio 0.92 0.18 0.12 0.34 0.49 0.41 0.48 0.57 0.08 0.63 0.73 0.40 Control Delay 99.8 42.3 0.6 57.3 45.4 9.8 61.8 25.3 2.7 74.0 14.3 2.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 99.8 42.3 0.6 57.3 45.4 9.8 61.8 25.3 2.7 74.0 14.3 2.4 Queue Length 50th (ft) 102 48 0 50 154 19 43 105 0 56 163 4 Queue Length 95th (ft) #182 57 0 89 160 69 63 262 18 m76 #681 m38 Internal Link Dist (ft) 507 663 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 251 1210 650 380 1186 640 209 2358 820 246 2410 871 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.92 0.09 0.07 0.34 0.31 0.30 0.48 0.57 0.08 0.63 0.73 0.40 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 6: Temperance Avenue & Belmont Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 213 104 44 120 334 177 93 1242 60 143 1629 317 Future Volume (veh/h) 213 104 44 120 334 177 93 1242 60 143 1629 317 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 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 232 113 48 130 363 192 101 1350 65 155 1771 345 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 253 217 97 562 545 243 831 2725 846 210 1792 549 Arrive On Green 0.07 0.06 0.06 0.16 0.15 0.15 0.48 1.00 1.00 0.08 0.47 0.47 Sat Flow, veh/h 3428 3526 1572 3428 3526 1572 3428 5066 1572 3428 5066 1553 Grp Volume(v), veh/h 232 113 48 130 363 192 101 1350 65 155 1771 345 Grp Sat Flow(s),veh/h/ln 1714 1763 1572 1714 1763 1572 1714 1689 1572 1714 1689 1553 Q Serve(g_s), s 8.7 4.0 3.8 4.3 12.6 15.3 2.1 0.0 0.0 5.7 45.0 16.3 Cycle Q Clear(g_c), s 8.7 4.0 3.8 4.3 12.6 15.3 2.1 0.0 0.0 5.7 45.0 16.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 253 217 97 562 545 243 831 2725 846 210 1792 549 V/C Ratio(X) 0.92 0.52 0.50 0.23 0.67 0.79 0.12 0.50 0.08 0.74 0.99 0.63 Avail Cap(c_a), veh/h 253 1218 543 562 1193 532 831 2725 846 224 1792 549 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.33 1.33 1.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.89 0.89 0.89 0.55 0.55 0.55 Uniform Delay (d), s/veh 59.8 59.1 59.0 47.2 51.8 52.9 25.9 0.0 0.0 58.7 34.1 15.8 Incr Delay (d2), s/veh 35.1 1.9 3.9 0.2 1.4 5.7 0.1 0.6 0.2 6.5 13.2 3.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.9 1.8 1.6 1.8 5.6 6.3 0.8 0.1 0.0 2.6 18.0 5.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 94.9 61.1 62.9 47.4 53.2 58.6 26.0 0.6 0.2 65.2 47.3 18.8 LnGrp LOS F E E D D E C A A E D B Approach Vol, veh/h 393 685 1516 2271 Approach Delay, s/veh 81.2 53.6 2.3 44.2 Approach LOS F D A D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.4 75.7 27.1 13.8 37.3 51.8 15.0 25.9 Change Period (Y+Rc), s 5.4 5.8 5.8 * 5.8 5.8 * 5.8 5.4 5.8 Max Green Setting (Gmax), s8.5 45.5 8.7 * 45 8.0 * 46 9.6 44.0 Max Q Clear Time (g_c+I1), s7.7 2.0 6.3 6.0 4.1 47.0 10.7 17.3 Green Ext Time (p_c), s 0.0 12.4 0.1 0.8 0.1 0.0 0.0 2.8 Intersection Summary HCM 6th Ctrl Delay 35.5 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 13 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 8 16 145 5 116 1 1364 20 49 1940 2 v/c Ratio 0.07 0.06 1.01 0.01 0.25 0.01 0.47 0.02 0.41 0.59 0.00 Control Delay 59.3 25.1 135.7 28.8 3.1 58.0 21.9 0.1 52.8 16.5 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.3 25.1 135.7 28.8 3.1 58.0 21.9 0.1 52.8 16.5 0.0 Queue Length 50th (ft) 7 7 ~125 4 0 1 206 0 37 62 0 Queue Length 95th (ft) 24 23 #266 12 20 7 421 0 m48 #703 m0 Internal Link Dist (ft) 444 493 882 2371 Turn Bay Length (ft) 50 200 200 250 250 250 250 Base Capacity (vph) 111 548 144 652 653 107 2915 954 123 3264 1053 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.03 1.01 0.01 0.18 0.01 0.47 0.02 0.40 0.59 0.00 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 7: Temperance Avenue & Driveway/Tulare Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 7 8 6 133 5 107 1 1255 18 45 1785 2 Future Volume (veh/h) 7 8 6 133 5 107 1 1255 18 45 1785 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 8 9 7 145 5 116 1 1364 20 49 1940 2 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 27 59 46 145 260 221 4 1851 575 547 3424 1063 Arrive On Green 0.02 0.06 0.06 0.08 0.14 0.14 0.00 0.37 0.37 0.62 1.00 1.00 Sat Flow, veh/h 1767 968 753 1767 1856 1572 1767 5066 1572 1767 5066 1572 Grp Volume(v), veh/h 8 0 16 145 5 116 1 1364 20 49 1940 2 Grp Sat Flow(s),veh/h/ln 1767 0 1720 1767 1856 1572 1767 1689 1572 1767 1689 1572 Q Serve(g_s), s 0.6 0.0 1.1 10.7 0.3 4.7 0.1 30.4 0.8 1.5 0.0 0.0 Cycle Q Clear(g_c), s 0.6 0.0 1.1 10.7 0.3 4.7 0.1 30.4 0.8 1.5 0.0 0.0 Prop In Lane 1.00 0.44 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 27 0 105 145 260 221 4 1851 575 547 3424 1063 V/C Ratio(X) 0.29 0.00 0.15 1.00 0.02 0.53 0.26 0.74 0.03 0.09 0.57 0.00 Avail Cap(c_a), veh/h 113 0 542 145 619 525 109 1851 575 547 3424 1063 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.66 0.66 0.66 Uniform Delay (d), s/veh 63.3 0.0 57.8 59.6 48.2 14.7 64.8 35.8 14.1 17.4 0.0 0.0 Incr Delay (d2), s/veh 5.8 0.0 0.7 73.6 0.0 1.9 32.2 2.7 0.1 0.0 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.0 0.5 7.6 0.1 3.4 0.1 12.5 0.4 0.6 0.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 69.1 0.0 58.5 133.3 48.2 16.6 96.9 38.5 14.2 17.4 0.5 0.0 LnGrp LOS E A E F D B F D B B A A Approach Vol, veh/h 24 266 1385 1991 Approach Delay, s/veh 62.0 80.8 38.2 0.9 Approach LOS E F D A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s46.0 53.3 16.5 14.2 5.7 93.7 6.2 24.5 Change Period (Y+Rc), s 5.8 * 5.8 5.8 * 6.2 5.4 5.8 * 4.2 6.2 Max Green Setting (Gmax), s9.2 * 48 10.7 * 41 8.0 48.7 * 8.3 43.4 Max Q Clear Time (g_c+I1), s3.5 32.4 12.7 3.1 2.1 2.0 2.6 6.7 Green Ext Time (p_c), s 0.0 7.9 0.0 0.1 0.0 21.9 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 21.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 8: Locan Avenue & Shields Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 210 621 139 117 813 49 120 182 228 41 318 685 v/c Ratio 0.65 0.78 0.28 0.46 0.84 0.09 0.59 0.12 0.29 0.38 0.26 0.51 Control Delay 59.8 40.4 7.2 30.4 28.4 0.2 66.7 26.1 4.6 69.2 33.5 7.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.8 40.4 7.2 30.4 28.4 0.2 66.7 26.1 4.6 69.2 33.5 7.6 Queue Length 50th (ft) 76 275 15 49 112 0 96 52 0 34 105 35 Queue Length 95th (ft) 135 224 31 m97 154 m1 163 83 55 73 153 97 Internal Link Dist (ft) 2528 2598 493 587 Turn Bay Length (ft) 250 250 250 250 200 200 273 273 Base Capacity (vph) 359 1015 575 253 1083 597 223 1467 789 108 1207 1333 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.61 0.24 0.46 0.75 0.08 0.54 0.12 0.29 0.38 0.26 0.51 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 8: Locan Avenue & Shields Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 193 571 128 108 748 45 110 167 210 38 293 630 Future Volume (veh/h) 193 571 128 108 748 45 110 167 210 38 293 630 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 210 621 139 117 813 49 120 182 228 41 318 685 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 268 763 340 211 919 410 358 1252 558 243 1022 803 Arrive On Green 0.03 0.07 0.07 0.16 0.34 0.34 0.20 0.35 0.35 0.14 0.29 0.29 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 2790 Grp Volume(v), veh/h 210 621 139 117 813 49 120 182 228 41 318 685 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1395 Q Serve(g_s), s 7.9 22.4 10.9 7.9 28.0 1.9 7.5 4.5 14.1 2.6 9.1 23.2 Cycle Q Clear(g_c), s 7.9 22.4 10.9 7.9 28.0 1.9 7.5 4.5 14.1 2.6 9.1 23.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 268 763 340 211 919 410 358 1252 558 243 1022 803 V/C Ratio(X) 0.78 0.81 0.41 0.55 0.88 0.12 0.34 0.15 0.41 0.17 0.31 0.85 Avail Cap(c_a), veh/h 362 1020 455 221 1088 485 358 1252 558 243 1022 803 HCM Platoon Ratio 0.33 0.33 0.33 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.93 0.93 0.93 0.61 0.61 0.61 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 62.3 57.8 52.5 51.6 40.8 15.7 44.5 28.7 31.8 49.6 36.2 25.9 Incr Delay (d2), s/veh 7.3 3.6 0.7 1.7 5.0 0.1 0.5 0.2 2.2 0.3 0.8 11.2 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 3.8 11.0 4.6 3.4 11.5 1.0 3.3 2.0 5.6 1.2 4.0 8.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 69.5 61.4 53.2 53.3 45.8 15.8 45.1 29.0 34.1 50.0 37.0 37.1 LnGrp LOS E E D D D B D C C D D D Approach Vol, veh/h 970 979 530 1044 Approach Delay, s/veh 62.0 45.2 34.8 37.6 Approach LOS E D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s23.1 51.6 21.6 33.7 31.5 43.2 15.5 39.8 Change Period (Y+Rc), s 5.4 5.8 6.2 * 5.8 5.4 5.8 5.4 6.2 Max Green Setting (Gmax), s8.0 45.8 16.1 * 37 16.4 37.4 13.6 39.8 Max Q Clear Time (g_c+I1), s4.6 16.1 9.9 24.4 9.5 25.2 9.9 30.0 Green Ext Time (p_c), s 0.0 1.9 0.1 3.5 0.1 3.9 0.2 3.6 Intersection Summary HCM 6th Ctrl Delay 46.0 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 9: DeWolf Avenue & Shields Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 17 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 273 453 43 11 778 70 47 328 12 50 489 336 v/c Ratio 0.83 0.28 0.05 0.10 0.87 0.13 0.44 0.27 0.02 0.44 0.40 0.44 Control Delay 45.0 14.7 0.1 59.9 57.9 0.5 71.8 34.7 0.1 70.7 36.2 5.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.0 14.7 0.1 59.9 57.9 0.5 71.8 34.7 0.1 70.7 36.2 5.7 Queue Length 50th (ft) 79 42 0 9 325 0 39 114 0 41 176 0 Queue Length 95th (ft) 161 86 m0 30 403 0 81 162 0 85 238 75 Internal Link Dist (ft) 2598 605 570 522 Turn Bay Length (ft) 250 250 250 250 200 200 200 200 Base Capacity (vph) 383 1655 828 108 947 548 108 1200 650 118 1211 763 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.71 0.27 0.05 0.10 0.82 0.13 0.44 0.27 0.02 0.42 0.40 0.44 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project AM 9: DeWolf Avenue & Shields Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 251 417 40 10 716 64 43 302 11 46 450 309 Future Volume (veh/h) 251 417 40 10 716 64 43 302 11 46 450 309 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 273 453 43 11 778 70 47 328 12 50 489 336 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 296 1399 624 36 869 388 230 1266 565 92 979 436 Arrive On Green 0.33 0.79 0.79 0.02 0.24 0.24 0.13 0.36 0.36 0.05 0.28 0.28 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 273 453 43 11 778 70 47 328 12 50 489 336 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1585 Q Serve(g_s), s 19.2 4.7 0.5 0.8 27.5 3.7 3.1 8.5 0.6 3.6 15.0 25.3 Cycle Q Clear(g_c), s 19.2 4.7 0.5 0.8 27.5 3.7 3.1 8.5 0.6 3.6 15.0 25.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 296 1399 624 36 869 388 230 1266 565 92 979 436 V/C Ratio(X) 0.92 0.32 0.07 0.31 0.90 0.18 0.20 0.26 0.02 0.55 0.50 0.77 Avail Cap(c_a), veh/h 386 1503 671 110 951 424 230 1266 565 118 979 436 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.73 0.73 0.73 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 42.6 8.9 3.4 62.8 47.5 25.7 50.6 29.7 27.1 60.2 39.6 43.3 Incr Delay (d2), s/veh 18.5 0.1 0.0 4.7 10.4 0.2 0.4 0.5 0.1 5.0 1.8 12.3 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 8.1 1.5 0.3 0.4 13.0 1.7 1.4 3.6 0.2 1.7 6.6 11.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 61.1 9.0 3.4 67.5 57.9 25.9 51.1 30.2 27.2 65.2 41.4 55.6 LnGrp LOS E A A E E C D C C E D E Approach Vol, veh/h 769 859 387 875 Approach Delay, s/veh 27.2 55.4 32.6 48.2 Approach LOS C E C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.1 52.1 8.4 57.4 22.6 41.6 27.8 38.0 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.8 * 5.8 6.2 * 6.2 Max Green Setting (Gmax), s8.6 35.2 8.0 55.0 8.0 * 36 28.2 * 35 Max Q Clear Time (g_c+I1), s5.6 10.5 2.8 6.7 5.1 27.3 21.2 29.5 Green Ext Time (p_c), s 0.0 1.9 0.0 3.0 0.0 2.7 0.4 2.3 Intersection Summary HCM 6th Ctrl Delay 42.7 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project AM 10: Armstrong Avenue & Clinton Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 19 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 55 122 49 162 280 54 61 513 42 74 967 83 v/c Ratio 0.29 0.22 0.13 0.68 0.36 0.12 0.34 0.35 0.06 0.41 0.66 0.11 Control Delay 43.6 31.8 0.7 53.8 29.5 0.5 45.2 21.0 0.2 47.2 26.0 0.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.6 31.8 0.7 53.8 29.5 0.5 45.2 21.0 0.2 47.2 26.0 0.9 Queue Length 50th (ft) 27 31 0 81 71 0 30 96 0 37 215 0 Queue Length 95th (ft) 76 53 0 #235 106 0 83 197 0 #103 #443 6 Internal Link Dist (ft) 596 2597 490 450 Turn Bay Length (ft) 200 200 200 200 200 200 200 200 Base Capacity (vph) 201 1462 736 242 1544 770 182 1462 736 182 1462 736 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.27 0.08 0.07 0.67 0.18 0.07 0.34 0.35 0.06 0.41 0.66 0.11 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated 2035 Project AM 10: Armstrong Avenue & Clinton Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 20 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 51 112 45 149 258 50 56 472 39 68 890 76 Future Volume (veh/h) 51 112 45 149 258 50 56 472 39 68 890 76 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 55 122 49 162 280 54 61 513 42 74 967 83 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 128 367 164 199 510 228 134 1468 655 147 1493 666 Arrive On Green 0.07 0.10 0.10 0.11 0.14 0.14 0.08 0.41 0.41 0.08 0.42 0.42 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 55 122 49 162 280 54 61 513 42 74 967 83 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1585 Q Serve(g_s), s 2.3 2.5 2.2 6.9 5.7 2.3 2.5 7.7 1.2 3.1 16.8 2.5 Cycle Q Clear(g_c), s 2.3 2.5 2.2 6.9 5.7 2.3 2.5 7.7 1.2 3.1 16.8 2.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 128 367 164 199 510 228 134 1468 655 147 1493 666 V/C Ratio(X) 0.43 0.33 0.30 0.81 0.55 0.24 0.45 0.35 0.06 0.50 0.65 0.12 Avail Cap(c_a), veh/h 202 1468 655 244 1551 692 184 1468 655 184 1493 666 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.4 32.2 32.1 33.6 30.8 29.4 34.3 15.6 13.7 34.0 17.9 13.7 Incr Delay (d2), s/veh 2.3 0.5 1.0 15.6 0.9 0.5 2.4 0.7 0.2 2.7 2.2 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 1.0 1.0 0.8 3.6 2.3 0.9 1.1 2.8 0.4 1.4 6.4 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.7 32.8 33.1 49.2 31.7 29.9 36.6 16.2 13.9 36.7 20.1 14.1 LnGrp LOS D C C D C C D B B D C B Approach Vol, veh/h 226 496 616 1124 Approach Delay, s/veh 33.8 37.3 18.1 20.7 Approach LOS C D B C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.8 37.8 14.1 13.8 11.2 38.3 10.9 16.9 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 32.0 10.6 32.0 8.0 32.0 8.8 33.8 Max Q Clear Time (g_c+I1), s5.1 9.7 8.9 4.5 4.5 18.8 4.3 7.7 Green Ext Time (p_c), s 0.0 3.2 0.1 0.8 0.0 5.4 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 24.6 HCM 6th LOS C Mitigated 2035 Project AM 11: Armstrong Avenue & Olive Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 21 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 154 195 17 286 404 98 104 522 214 50 632 634 v/c Ratio 0.77 0.37 0.05 1.03 0.59 0.23 0.66 0.35 0.27 0.32 0.50 0.79 Control Delay 66.7 35.6 0.2 100.8 36.5 3.0 63.4 21.4 4.6 47.2 25.4 19.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.7 35.6 0.2 100.8 36.5 3.0 63.4 21.4 4.6 47.2 25.4 19.6 Queue Length 50th (ft) 84 54 0 158 111 0 57 110 0 26 138 125 Queue Length 95th (ft) #222 79 0 #442 155 16 #161 200 53 71 246 #400 Internal Link Dist (ft) 2563 2568 683 652 Turn Bay Length (ft) 200 200 200 200 200 200 200 424 Base Capacity (vph) 199 1257 653 279 1273 659 157 1497 793 157 1273 806 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.77 0.16 0.03 1.03 0.32 0.15 0.66 0.35 0.27 0.32 0.50 0.79 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated 2035 Project AM 11: Armstrong Avenue & Olive Avenue 04/17/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\april synchro\35p mit\041719 tract 6224 35p mit am.synPage 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 142 179 16 263 372 90 96 480 197 46 581 583 Future Volume (veh/h) 142 179 16 263 372 90 96 480 197 46 581 583 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 154 195 17 286 404 98 104 522 214 50 632 634 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 188 335 149 317 576 257 154 1357 605 154 1357 605 Arrive On Green 0.11 0.09 0.09 0.18 0.16 0.16 0.09 0.38 0.38 0.09 0.38 0.38 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 154 195 17 286 404 98 104 522 214 50 632 634 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1585 Q Serve(g_s), s 7.2 4.5 0.8 13.3 9.1 4.7 4.8 9.0 8.2 2.2 11.3 32.4 Cycle Q Clear(g_c), s 7.2 4.5 0.8 13.3 9.1 4.7 4.8 9.0 8.2 2.2 11.3 32.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 188 335 149 317 576 257 154 1357 605 154 1357 605 V/C Ratio(X) 0.82 0.58 0.11 0.90 0.70 0.38 0.68 0.38 0.35 0.33 0.47 1.05 Avail Cap(c_a), veh/h 212 1341 598 317 1357 605 168 1357 605 168 1357 605 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.1 36.8 35.2 34.1 33.6 31.7 37.6 19.0 18.7 36.4 19.7 26.2 Incr Delay (d2), s/veh 19.7 1.6 0.3 27.1 1.6 0.9 9.3 0.8 1.6 1.2 1.1 49.5 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 4.0 1.9 0.3 7.8 3.8 1.8 2.4 3.5 3.0 1.0 4.4 19.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.9 38.4 35.5 61.3 35.2 32.7 46.9 19.8 20.3 37.7 20.9 75.7 LnGrp LOS E D D E D C D B C D C F Approach Vol, veh/h 366 788 840 1316 Approach Delay, s/veh 46.0 44.3 23.3 47.9 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s12.7 38.2 20.5 13.4 12.7 38.2 14.4 19.5 Change Period (Y+Rc), s 5.4 5.8 5.4 5.4 5.4 5.8 5.4 * 5.8 Max Green Setting (Gmax), s8.0 32.4 10.6 32.0 8.0 32.4 10.1 * 32 Max Q Clear Time (g_c+I1), s4.2 11.0 15.3 6.5 6.8 34.4 9.2 11.1 Green Ext Time (p_c), s 0.0 3.8 0.0 1.1 0.0 0.0 0.0 2.6 Intersection Summary HCM 6th Ctrl Delay 40.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 1: Temperance Avenue & Dakota Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 43 26 367 79 8 50 417 1110 103 93 602 202 v/c Ratio 0.31 0.09 0.65 0.57 0.02 0.12 0.91 0.52 0.14 0.32 0.36 0.32 Control Delay 62.9 39.2 9.2 74.0 35.1 0.6 45.6 10.6 1.6 52.6 37.7 7.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.9 39.2 9.2 74.0 35.1 0.6 45.6 10.6 1.6 52.6 37.7 7.3 Queue Length 50th (ft) 34 21 0 64 7 0 133 52 0 68 130 0 Queue Length 95th (ft) 76 38 72 #150 17 0 #570 412 m19 132 212 66 Internal Link Dist (ft)617 527 2549 676 Turn Bay Length (ft) 200 200 200 200 250 250 255 250 Base Capacity (vph) 138 587 743 138 587 600 465 2254 775 293 1693 650 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.31 0.04 0.49 0.57 0.01 0.08 0.90 0.49 0.13 0.32 0.36 0.31 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 1: Temperance Avenue & Dakota Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 40 24 338 73 7 46 384 1021 95 86 554 186 Future Volume (veh/h) 40 24 338 73 7 46 384 1021 95 86 554 186 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 0.94 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 43 26 367 79 8 50 417 1110 103 93 602 202 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 374 484 409 103 195 155 441 1422 440 407 1340 415 Arrive On Green 0.21 0.26 0.26 0.06 0.10 0.10 0.08 0.09 0.09 0.23 0.26 0.26 Sat Flow, veh/h 1781 1870 1581 1781 1870 1488 1781 5106 1582 1781 5106 1582 Grp Volume(v), veh/h 43 26 367 79 8 50 417 1110 103 93 602 202 Grp Sat Flow(s),veh/h/ln 1781 1870 1581 1781 1870 1488 1781 1702 1582 1781 1702 1582 Q Serve(g_s), s 2.5 1.4 29.1 5.7 0.5 4.0 30.3 27.6 6.3 5.5 12.8 8.3 Cycle Q Clear(g_c), s 2.5 1.4 29.1 5.7 0.5 4.0 30.3 27.6 6.3 5.5 12.8 8.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 374 484 409 103 195 155 441 1422 440 407 1340 415 V/C Ratio(X)0.11 0.05 0.90 0.76 0.04 0.32 0.95 0.78 0.23 0.23 0.45 0.49 Avail Cap(c_a), veh/h 374 590 499 110 590 469 441 1775 550 407 1340 415 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 0.70 0.70 0.70 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.6 36.2 46.5 60.4 52.4 54.0 58.8 55.1 29.5 40.8 40.1 14.3 Incr Delay (d2), s/veh 0.1 0.0 16.5 25.6 0.1 1.2 23.2 3.1 0.9 0.3 1.1 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.6 13.1 3.3 0.2 1.6 17.2 13.0 3.3 2.4 5.3 3.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.7 36.3 63.1 86.0 52.5 55.2 82.0 58.2 30.4 41.1 41.2 18.3 LnGrp LOS D D E F D E F E C D D B Approach Vol, veh/h 436 137 1630 897 Approach Delay, s/veh 59.3 72.8 62.5 36.0 Approach LOS E E E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s35.9 42.4 12.6 39.0 38.0 40.3 32.7 19.0 Change Period (Y+Rc), s 6.2 * 6.2 5.1 5.4 5.8 6.2 5.4 * 5.4 Max Green Setting (Gmax), s13.3 * 45 8.0 41.0 32.2 26.3 8.0 * 41 Max Q Clear Time (g_c+I1), s7.5 29.6 7.7 31.1 32.3 14.8 4.5 6.0 Green Ext Time (p_c), s 0.1 6.5 0.0 1.0 0.0 3.3 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 54.9 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 2: Temperance Avenue & Shields Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 190 621 288 629 363 64 186 1377 891 101 851 97 v/c Ratio 0.36 0.63 0.53 1.63 0.44 0.14 0.88 0.72 0.63 0.48 0.45 0.14 Control Delay 52.5 43.4 19.3 321.1 23.0 1.3 71.7 13.8 4.9 60.0 22.6 2.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.5 43.4 19.3 321.1 23.0 1.3 71.7 13.8 4.9 60.0 22.6 2.2 Queue Length 50th (ft) 71 253 94 ~390 123 1 86 236 81 45 205 15 Queue Length 95th (ft) 118 269 158 #498 m144 m2 m#110 #486 47 73 283 1 Internal Link Dist (ft)851 2528 2580 2549 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 532 1279 665 385 1336 675 211 1900 1413 211 1884 691 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.49 0.43 1.63 0.27 0.09 0.88 0.72 0.63 0.48 0.45 0.14 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 2: Temperance Avenue & Shields Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 571 265 579 334 59 171 1267 820 93 783 89 Future Volume (veh/h) 175 571 265 579 334 59 171 1267 820 93 783 89 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 190 621 288 629 363 64 186 1377 891 101 851 97 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 750 955 426 388 572 255 533 1477 807 533 1461 454 Arrive On Green 0.22 0.27 0.27 0.19 0.27 0.27 0.15 0.29 0.29 0.05 0.09 0.09 Sat Flow, veh/h 3456 3554 1583 3456 3554 1585 3456 5106 2790 3456 5106 1585 Grp Volume(v), veh/h 190 621 288 629 363 64 186 1377 891 101 851 97 Grp Sat Flow(s),veh/h/ln 1728 1777 1583 1728 1777 1585 1728 1702 1395 1728 1702 1585 Q Serve(g_s), s 5.9 20.1 14.1 14.6 11.7 4.1 6.3 34.1 27.1 3.6 20.8 7.4 Cycle Q Clear(g_c), s 5.9 20.1 14.1 14.6 11.7 4.1 6.3 34.1 27.1 3.6 20.8 7.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 750 955 426 388 572 255 533 1477 807 533 1461 454 V/C Ratio(X)0.25 0.65 0.68 1.62 0.63 0.25 0.35 0.93 1.10 0.19 0.58 0.21 Avail Cap(c_a), veh/h 750 1285 572 388 1342 599 533 1477 807 533 1461 454 HCM Platoon Ratio 1.00 1.00 1.00 1.67 1.67 1.67 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 0.76 0.76 0.76 0.50 0.50 0.50 0.87 0.87 0.87 Uniform Delay (d), s/veh 42.2 42.1 18.9 52.8 44.2 41.4 49.1 45.0 24.0 53.9 51.4 45.3 Incr Delay (d2), s/veh 0.1 2.9 7.0 288.2 3.4 1.5 0.1 6.9 56.7 0.1 1.5 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 2.5 9.0 5.8 21.2 4.9 1.7 2.7 14.8 14.8 1.6 9.6 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.2 45.0 25.9 341.0 47.6 42.9 49.2 51.8 80.7 54.0 52.9 46.3 LnGrp LOS D D C F D D D D F D D D Approach Vol, veh/h 1099 1056 2454 1049 Approach Delay, s/veh 39.5 222.1 62.1 52.4 Approach LOS D F E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s25.9 43.4 34.0 26.7 25.9 43.4 20.0 40.7 Change Period (Y+Rc), s 5.8 6.2 5.8 * 5.8 5.8 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 37.2 12.5 * 49 8.0 37.6 14.6 47.0 Max Q Clear Time (g_c+I1), s8.3 22.8 7.9 13.7 5.6 36.1 16.6 22.1 Green Ext Time (p_c), s 0.0 7.8 0.1 6.7 0.0 1.4 0.0 12.6 Intersection Summary HCM 6th Ctrl Delay 85.8 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 3: Temperance Avenue & Clinton Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 143 168 157 297 96 172 122 2123 445 139 1511 79 v/c Ratio 0.48 0.25 0.36 1.15 0.15 0.41 0.90 0.85 0.49 0.63 0.62 0.10 Control Delay 62.8 42.4 6.7 155.0 40.8 8.2 56.4 11.1 1.7 56.9 18.4 2.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.8 42.4 6.7 155.0 40.8 8.2 56.4 11.1 1.7 56.9 18.4 2.6 Queue Length 50th (ft) 59 71 0 ~151 40 5 102 105 17 55 268 4 Queue Length 95th (ft) 96 79 46 #244 50 54 m99 m#715 m22 m75 m292 m13 Internal Link Dist (ft)2597 571 2573 2580 Turn Bay Length (ft) 200 200 200 200 251 250 250 250 Base Capacity (vph) 296 1186 636 258 1240 652 136 2496 902 221 2432 829 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.48 0.14 0.25 1.15 0.08 0.26 0.90 0.85 0.49 0.63 0.62 0.10 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 3: Temperance Avenue & Clinton Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 132 155 144 273 88 158 112 1953 409 128 1390 73 Future Volume (veh/h) 132 155 144 273 88 158 112 1953 409 128 1390 73 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 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 143 168 157 297 96 172 122 2123 445 139 1511 79 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 210 489 218 261 534 235 485 2806 870 210 1711 530 Arrive On Green 0.06 0.14 0.14 0.08 0.15 0.15 0.55 1.00 1.00 0.02 0.11 0.11 Sat Flow, veh/h 3428 3526 1572 3428 3526 1551 1767 5066 1571 3428 5066 1570 Grp Volume(v), veh/h 143 168 157 297 96 172 122 2123 445 139 1511 79 Grp Sat Flow(s),veh/h/ln 1714 1763 1572 1714 1763 1551 1767 1689 1571 1714 1689 1570 Q Serve(g_s), s 5.3 5.6 7.2 9.9 3.1 11.4 4.7 0.0 0.0 5.2 38.2 5.9 Cycle Q Clear(g_c), s 5.3 5.6 7.2 9.9 3.1 11.4 4.7 0.0 0.0 5.2 38.2 5.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 210 489 218 261 534 235 485 2806 870 210 1711 530 V/C Ratio(X)0.68 0.34 0.72 1.14 0.18 0.73 0.25 0.76 0.51 0.66 0.88 0.15 Avail Cap(c_a), veh/h 211 1193 532 261 1247 549 485 2806 870 211 1711 530 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 0.92 0.92 0.92 1.00 1.00 1.00 0.15 0.15 0.15 0.35 0.35 0.35 Uniform Delay (d), s/veh 59.8 50.6 17.9 60.1 48.1 36.3 22.3 0.0 0.0 62.4 55.2 40.9 Incr Delay (d2), s/veh 6.6 1.1 10.7 97.9 0.4 11.5 0.0 0.3 0.3 2.2 2.7 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 2.5 2.5 5.3 7.8 1.4 5.0 1.8 0.1 0.1 2.4 17.7 2.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 66.4 51.7 28.6 158.0 48.6 47.7 22.4 0.3 0.3 64.5 57.9 41.1 LnGrp LOS E D C F D D C A A E E D Approach Vol, veh/h 468 565 2690 1729 Approach Delay, s/veh 48.4 105.8 1.3 57.7 Approach LOS D F A E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s41.5 49.7 13.8 25.1 13.3 77.8 15.0 23.8 Change Period (Y+Rc), s 5.8 * 5.8 5.8 * 5.4 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s10.1 * 44 8.0 * 46 8.0 46.0 9.9 44.0 Max Q Clear Time (g_c+I1), s6.7 40.2 7.3 13.4 7.2 2.0 11.9 9.2 Green Ext Time (p_c), s 0.0 3.5 0.0 2.9 0.0 42.0 0.0 3.8 Intersection Summary HCM 6th Ctrl Delay 34.1 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 4: Temperance Avenue & McKinley Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 359 57 393 130 10 118 178 2213 340 224 1577 116 v/c Ratio 0.65 0.06 0.72 0.55 0.02 0.29 0.68 1.06 0.45 1.10 0.78 0.15 Control Delay 57.7 33.9 31.0 67.0 33.9 2.9 57.3 57.6 8.9 141.7 41.8 13.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.7 33.9 31.0 67.0 33.9 2.9 57.3 57.6 8.9 141.7 41.8 13.9 Queue Length 50th (ft) 138 21 189 55 4 0 68 608 123 ~108 282 8 Queue Length 95th (ft) #303 33 262 89 10 12 m77 m#912 m143 m#184 m552 m71 Internal Link Dist (ft)776 652 2603 2573 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 556 1205 654 251 1197 628 262 2082 760 203 2009 751 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.05 0.60 0.52 0.01 0.19 0.68 1.06 0.45 1.10 0.78 0.15 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 4: Temperance Avenue & McKinley Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 330 52 362 120 9 109 164 2036 313 206 1451 107 Future Volume (veh/h) 330 52 362 120 9 109 164 2036 313 206 1451 107 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1811 1870 1811 1870 1811 1811 1811 1811 1870 Adj Flow Rate, veh/h 359 57 393 130 10 118 178 2213 340 224 1577 116 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 6 2 6 2 6 6 6 6 2 Cap, veh/h 800 950 424 204 334 144 213 1696 527 492 2134 684 Arrive On Green 0.23 0.27 0.27 0.06 0.09 0.09 0.04 0.23 0.23 0.05 0.14 0.14 Sat Flow, veh/h 3456 3554 1585 3346 3554 1535 3456 4944 1535 3346 4944 1585 Grp Volume(v), veh/h 359 57 393 130 10 118 178 2213 340 224 1577 116 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1673 1777 1535 1728 1648 1535 1673 1648 1585 Q Serve(g_s), s 11.6 1.6 31.4 4.9 0.3 9.8 6.6 44.6 20.1 8.5 39.7 3.6 Cycle Q Clear(g_c), s 11.6 1.6 31.4 4.9 0.3 9.8 6.6 44.6 20.1 8.5 39.7 3.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 800 950 424 204 334 144 213 1696 527 492 2134 684 V/C Ratio(X)0.45 0.06 0.93 0.64 0.03 0.82 0.84 1.30 0.65 0.46 0.74 0.17 Avail Cap(c_a), veh/h 800 1211 540 255 1203 519 213 1696 527 492 2134 684 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.23 0.23 0.23 0.68 0.68 0.68 Uniform Delay (d), s/veh 42.8 35.4 46.4 59.6 53.5 57.8 61.7 50.1 25.5 56.8 48.7 6.5 Incr Delay (d2), s/veh 0.4 0.0 19.4 3.5 0.0 10.8 6.8 138.1 1.4 0.4 1.6 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 5.0 0.7 14.1 2.1 0.1 4.1 3.1 40.3 7.8 3.7 17.8 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 43.2 35.5 65.8 63.1 53.6 68.6 68.5 188.2 27.0 57.2 50.3 6.9 LnGrp LOS D D E E D E E F C E D A Approach Vol, veh/h 809 258 2731 1917 Approach Delay, s/veh 53.6 65.3 160.3 48.5 Approach LOS D E F D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s24.9 50.4 13.7 41.0 13.4 61.9 36.3 18.4 Change Period (Y+Rc), s 5.8 * 5.8 5.8 6.2 5.4 5.8 6.2 * 6.2 Max Green Setting (Gmax), s8.0 * 45 9.9 44.3 8.0 44.6 10.2 * 44 Max Q Clear Time (g_c+I1), s10.5 46.6 6.9 33.4 8.6 41.7 13.6 11.8 Green Ext Time (p_c), s 0.0 0.0 0.1 1.4 0.0 2.3 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 103.4 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 5: Temperance Avenue & Olive Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 9 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 400 130 59 137 95 18 35 2325 117 46 1765 301 v/c Ratio 1.33 0.21 0.16 0.56 0.17 0.05 0.33 0.88 0.13 0.43 0.64 0.31 Control Delay 215.5 42.8 0.9 67.2 43.0 0.3 87.6 17.4 1.3 87.0 14.8 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 215.5 42.8 0.9 67.2 43.0 0.3 87.6 17.4 1.3 87.0 14.8 1.9 Queue Length 50th (ft) ~225 55 0 58 41 0 30 523 3 41 80 1 Queue Length 95th (ft) #329 65 0 93 51 0 m33 m#947 m14 m49 #665 m65 Internal Link Dist (ft)2568 826 2539 2603 Turn Bay Length (ft) 200 200 200 200 250 250 250 250 Base Capacity (vph) 300 1137 585 259 1094 567 106 2652 879 108 2761 958 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.33 0.11 0.10 0.53 0.09 0.03 0.33 0.88 0.13 0.43 0.64 0.31 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 5: Temperance Avenue & Olive Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 10 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 368 120 54 126 87 17 32 2139 108 42 1624 277 Future Volume (veh/h) 368 120 54 126 87 17 32 2139 108 42 1624 277 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 1841 Adj Flow Rate, veh/h 400 130 59 137 95 18 35 2325 117 46 1765 301 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, % 4 4 4 4 4 4 4 4 4 4 4 4 Cap, veh/h 303 314 140 208 215 96 77 3151 978 87 3180 987 Arrive On Green 0.09 0.09 0.09 0.06 0.06 0.06 0.06 0.83 0.83 0.05 0.63 0.63 Sat Flow, veh/h 3401 3497 1560 3401 3497 1560 1753 5025 1560 1753 5025 1560 Grp Volume(v), veh/h 400 130 59 137 95 18 35 2325 117 46 1765 301 Grp Sat Flow(s),veh/h/ln 1700 1749 1560 1700 1749 1560 1753 1675 1560 1753 1675 1560 Q Serve(g_s), s 11.6 4.6 4.7 5.1 3.4 1.4 2.5 26.0 1.8 3.3 25.8 11.4 Cycle Q Clear(g_c), s 11.6 4.6 4.7 5.1 3.4 1.4 2.5 26.0 1.8 3.3 25.8 11.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 303 314 140 208 215 96 77 3151 978 87 3180 987 V/C Ratio(X)1.32 0.41 0.42 0.66 0.44 0.19 0.45 0.74 0.12 0.53 0.56 0.30 Avail Cap(c_a), veh/h 303 1146 511 262 1103 492 108 3151 978 108 3180 987 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 Upstream Filter(I) 0.93 0.93 0.93 1.00 1.00 1.00 0.42 0.42 0.42 0.57 0.57 0.57 Uniform Delay (d), s/veh 59.2 55.9 56.0 59.7 58.8 57.9 59.7 6.2 4.2 60.3 13.5 10.9 Incr Delay (d2), s/veh 163.2 0.8 1.9 4.1 1.4 0.9 1.7 0.7 0.1 2.8 0.4 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/ln11.8 2.0 1.9 2.3 1.5 0.6 1.1 4.5 0.6 1.5 8.9 3.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 222.4 56.8 57.9 63.8 60.3 58.8 61.4 6.8 4.3 63.0 13.9 11.3 LnGrp LOS F E E E E E E A A E B B Approach Vol, veh/h 589 250 2477 2112 Approach Delay, s/veh 169.4 62.1 7.5 14.6 Approach LOS F E A B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 87.3 13.3 17.5 11.1 88.1 17.0 13.8 Change Period (Y+Rc), s 5.4 5.8 5.4 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 47.0 10.0 42.6 8.0 47.0 11.6 41.0 Max Q Clear Time (g_c+I1), s5.3 28.0 7.1 6.7 4.5 27.8 13.6 5.4 Green Ext Time (p_c), s 0.0 15.4 0.1 0.9 0.0 12.8 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 30.3 HCM 6th LOS C Mitigated 2035 Project PM 6: Temperance Avenue & Belmont Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 11 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 334 243 125 135 276 168 16 1988 66 128 1650 184 v/c Ratio 1.21 0.36 0.29 0.46 0.40 0.38 0.08 0.82 0.08 0.57 0.60 0.20 Control Delay 171.0 44.6 3.2 62.0 44.9 7.5 28.2 16.0 0.2 61.1 18.9 5.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 171.0 44.6 3.2 62.0 44.9 7.5 28.2 16.0 0.2 61.1 18.9 5.2 Queue Length 50th (ft) ~176 104 0 56 118 4 6 441 1 57 380 53 Queue Length 95th (ft) #274 110 19 91 123 52 m8 #773 m0 m79 #615 97 Internal Link Dist (ft)891 1097 2371 2539 Turn Bay Length (ft) 250 250 250 250 250 250 250 250 Base Capacity (vph) 277 1205 648 295 1186 638 209 2422 838 226 2759 923 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.21 0.20 0.19 0.46 0.23 0.26 0.08 0.82 0.08 0.57 0.60 0.20 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 6: Temperance Avenue & Belmont Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 12 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 307 224 115 124 254 155 15 1829 61 118 1518 169 Future Volume (veh/h) 307 224 115 124 254 155 15 1829 61 118 1518 169 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 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 334 243 125 135 276 168 16 1988 66 128 1650 184 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 280 376 168 368 478 213 896 2784 864 209 1753 537 Arrive On Green 0.08 0.11 0.11 0.11 0.14 0.14 0.52 1.00 1.00 0.02 0.11 0.11 Sat Flow, veh/h 3428 3526 1572 3428 3526 1572 3428 5066 1572 3428 5066 1553 Grp Volume(v), veh/h 334 243 125 135 276 168 16 1988 66 128 1650 184 Grp Sat Flow(s),veh/h/ln 1714 1763 1572 1714 1763 1572 1714 1689 1572 1714 1689 1553 Q Serve(g_s), s 10.6 8.6 10.0 4.8 9.5 13.4 0.3 0.0 0.0 4.8 42.0 10.6 Cycle Q Clear(g_c), s 10.6 8.6 10.0 4.8 9.5 13.4 0.3 0.0 0.0 4.8 42.0 10.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 280 376 168 368 478 213 896 2784 864 209 1753 537 V/C Ratio(X)1.19 0.65 0.74 0.37 0.58 0.79 0.02 0.71 0.08 0.61 0.94 0.34 Avail Cap(c_a), veh/h 280 1212 541 368 1193 532 896 2784 864 211 1753 537 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.74 0.74 0.74 0.75 0.75 0.75 Uniform Delay (d), s/veh 59.7 55.7 56.3 53.9 52.7 54.4 23.0 0.0 0.0 62.2 56.3 24.3 Incr Delay (d2), s/veh 117.2 1.9 6.4 0.6 1.1 6.4 0.0 1.2 0.1 3.8 9.1 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 9.1 3.8 4.2 2.0 4.2 5.6 0.1 0.3 0.0 2.2 20.4 4.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 176.9 57.6 62.8 54.5 53.8 60.7 23.0 1.2 0.1 66.0 65.4 25.6 LnGrp LOS F E E D D E C A A E E C Approach Vol, veh/h 702 579 2070 1962 Approach Delay, s/veh 115.3 56.0 1.3 61.7 Approach LOS F E A E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s13.3 77.3 19.7 19.7 39.8 50.8 16.0 23.4 Change Period (Y+Rc), s 5.4 5.8 5.8 * 5.8 5.8 * 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 45.0 9.9 * 45 8.0 * 45 10.6 44.0 Max Q Clear Time (g_c+I1), s6.8 2.0 6.8 12.0 2.3 44.0 12.6 15.4 Green Ext Time (p_c), s 0.0 22.4 0.1 1.8 0.0 0.8 0.0 2.2 Intersection Summary HCM 6th Ctrl Delay 44.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 13 Lane Group EBL WBL WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 15 24 320 1 1683 38 320 1592 14 v/c Ratio 0.14 0.22 0.50 0.01 0.66 0.04 1.16 0.46 0.01 Control Delay 60.8 63.0 2.7 58.0 29.6 0.1 141.4 23.3 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.8 63.0 2.7 58.0 29.6 0.1 141.4 23.3 0.0 Queue Length 50th (ft) 12 20 0 1 257 0 ~320 35 0 Queue Length 95th (ft) 36 49 0 7 #697 0 #495 429 m0 Internal Link Dist (ft)337 2371 Turn Bay Length (ft) 50 200 200 250 250 250 250 Base Capacity (vph) 111 109 814 107 2551 867 277 3454 1121 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 0.14 0.22 0.39 0.01 0.66 0.04 1.16 0.46 0.01 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 7: Temperance Avenue & Driveway/Tulare Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 14 0 0 22 0 294 1 1548 35 294 1465 13 Future Volume (veh/h) 14 0 0 22 0 294 1 1548 35 294 1465 13 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 15 0 0 24 0 320 1 1683 38 320 1592 14 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, % 3 3 3 3 3 3 3 3 3 3 3 3 Cap, veh/h 45 1 0 211 114 97 4 1500 466 791 3771 1171 Arrive On Green 0.03 0.00 0.00 0.12 0.00 0.06 0.00 0.30 0.30 0.89 1.00 1.00 Sat Flow, veh/h 1767 1856 0 1767 1856 1572 1767 5066 1572 1767 5066 1572 Grp Volume(v), veh/h 15 0 0 24 0 320 1 1683 38 320 1592 14 Grp Sat Flow(s),veh/h/ln 1767 1856 0 1767 1856 1572 1767 1689 1572 1767 1689 1572 Q Serve(g_s), s 1.1 0.0 0.0 1.6 0.0 3.4 0.1 38.5 2.3 3.9 0.0 0.0 Cycle Q Clear(g_c), s 1.1 0.0 0.0 1.6 0.0 3.4 0.1 38.5 2.3 3.9 0.0 0.0 Prop In Lane 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 45 1 0 211 114 97 4 1500 466 791 3771 1171 V/C Ratio(X)0.33 0.00 0.00 0.11 0.00 3.31 0.26 1.12 0.08 0.40 0.42 0.01 Avail Cap(c_a), veh/h 113 589 0 211 585 496 109 1500 466 791 3771 1171 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.80 0.80 0.80 Uniform Delay (d), s/veh 62.2 0.0 0.0 51.1 0.0 11.0 64.8 45.7 33.0 4.0 0.0 0.0 Incr Delay (d2), s/veh 4.2 0.0 0.0 0.2 0.0 1049.8 32.2 64.3 0.3 0.3 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.0 0.7 0.0 31.2 0.1 24.5 0.9 1.1 0.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 66.4 0.0 0.0 51.3 0.0 1060.8 96.9 110.0 33.3 4.3 0.3 0.0 LnGrp LOS E A A D A F F F C A A A Approach Vol, veh/h 15 344 1722 1926 Approach Delay, s/veh 66.4 990.4 108.3 0.9 Approach LOS E F F A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s64.0 44.3 21.7 0.0 5.7 102.6 7.5 14.2 Change Period (Y+Rc), s 5.8 * 5.8 6.2 * 4.6 5.4 5.8 * 4.2 6.2 Max Green Setting (Gmax), s20.6 * 39 8.0 * 41 8.0 51.1 * 8.3 41.0 Max Q Clear Time (g_c+I1), s5.9 40.5 3.6 0.0 2.1 2.0 3.1 5.4 Green Ext Time (p_c), s 0.8 0.0 0.0 0.0 0.0 16.1 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 132.3 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 8: Locan Avenue & Shields Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 586 609 192 141 540 45 117 329 158 30 216 297 v/c Ratio 0.83 0.59 0.32 0.69 0.76 0.10 0.81 0.23 0.22 0.28 0.18 0.26 Control Delay 51.9 34.0 7.9 40.4 23.4 0.5 96.4 29.2 4.6 65.1 32.5 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.9 34.0 7.9 40.4 23.4 0.5 96.4 29.2 4.6 65.1 32.5 4.3 Queue Length 50th (ft) 247 237 30 60 240 1 99 105 0 25 68 0 Queue Length 95th (ft) #363 249 54 m105 64 m0 #206 152 42 58 106 36 Internal Link Dist (ft)2528 2598 521 667 Turn Bay Length (ft) 250 250 250 250 200 200 273 273 Base Capacity (vph) 703 1094 622 251 952 547 144 1406 731 108 1189 1133 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.83 0.56 0.31 0.56 0.57 0.08 0.81 0.23 0.22 0.28 0.18 0.26 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 8: Locan Avenue & Shields Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 16 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 539 560 177 130 497 41 108 303 145 28 199 273 Future Volume (veh/h) 539 560 177 130 497 41 108 303 145 28 199 273 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 586 609 192 141 540 45 117 329 158 30 216 297 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 627 983 438 169 663 296 281 1466 654 73 1039 815 Arrive On Green 0.06 0.09 0.09 0.03 0.06 0.06 0.16 0.41 0.41 0.04 0.29 0.29 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 2790 Grp Volume(v), veh/h 586 609 192 141 540 45 117 329 158 30 216 297 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1395 Q Serve(g_s), s 22.0 21.5 9.8 10.2 19.5 2.9 7.7 7.8 8.5 2.1 6.0 11.0 Cycle Q Clear(g_c), s 22.0 21.5 9.8 10.2 19.5 2.9 7.7 7.8 8.5 2.1 6.0 11.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 627 983 438 169 663 296 281 1466 654 73 1039 815 V/C Ratio(X)0.93 0.62 0.44 0.84 0.81 0.15 0.42 0.22 0.24 0.41 0.21 0.36 Avail Cap(c_a), veh/h 627 1096 489 253 957 427 281 1466 654 110 1039 815 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.74 0.74 0.74 0.71 0.71 0.71 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 60.3 52.5 21.5 62.0 58.8 36.2 49.3 24.7 24.9 60.8 34.7 36.4 Incr Delay (d2), s/veh 17.1 0.7 0.5 10.3 2.6 0.2 1.0 0.4 0.9 3.7 0.5 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/ln11.7 10.3 3.9 5.2 9.5 1.4 3.5 3.3 3.2 1.0 2.6 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 77.4 53.2 22.0 72.2 61.4 36.4 50.3 25.1 25.8 64.6 35.1 37.7 LnGrp LOS E D C E E D D C C E D D Approach Vol, veh/h 1387 726 604 543 Approach Delay, s/veh 59.1 61.9 30.1 38.2 Approach LOS E E C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.7 59.4 18.1 41.7 26.3 43.8 29.4 30.5 Change Period (Y+Rc), s 5.4 5.8 5.8 5.8 5.8 * 5.8 5.8 * 6.2 Max Green Setting (Gmax), s8.0 40.6 18.5 40.1 10.6 * 38 23.6 * 35 Max Q Clear Time (g_c+I1), s4.1 10.5 12.2 23.5 9.7 13.0 24.0 21.5 Green Ext Time (p_c), s 0.0 2.6 0.2 4.0 0.0 2.4 0.0 2.7 Intersection Summary HCM 6th Ctrl Delay 50.9 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 9: DeWolf Avenue & Shields Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 17 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 224 471 32 13 590 86 26 378 99 46 284 154 v/c Ratio 0.77 0.35 0.05 0.12 0.79 0.17 0.24 0.27 0.14 0.39 0.19 0.20 Control Delay 41.4 9.7 0.5 60.3 56.7 0.7 63.9 30.0 0.4 67.6 27.3 4.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.4 9.7 0.5 60.3 56.7 0.7 63.9 30.0 0.4 67.6 27.3 4.0 Queue Length 50th (ft) 59 24 0 11 248 0 21 116 0 38 84 0 Queue Length 95th (ft) 94 169 m2 33 301 0 53 181 0 80 136 39 Internal Link Dist (ft)2598 625 658 578 Turn Bay Length (ft) 250 250 250 250 200 200 200 200 Base Capacity (vph) 383 1451 746 111 892 560 108 1410 733 125 1504 772 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.32 0.04 0.12 0.66 0.15 0.24 0.27 0.14 0.37 0.19 0.20 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Mitigated 2035 Project PM 9: DeWolf Avenue & Shields Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 18 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 206 433 29 12 543 79 24 348 91 42 261 142 Future Volume (veh/h) 206 433 29 12 543 79 24 348 91 42 261 142 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 224 471 32 13 590 86 26 378 99 46 284 154 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 256 1125 502 41 697 311 335 1535 685 89 1033 461 Arrive On Green 0.05 0.10 0.10 0.02 0.20 0.20 0.19 0.43 0.43 0.05 0.29 0.29 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 224 471 32 13 590 86 26 378 99 46 284 154 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1585 Q Serve(g_s), s 16.2 16.1 1.4 0.9 20.8 6.0 1.6 8.8 4.9 3.3 8.0 6.7 Cycle Q Clear(g_c), s 16.2 16.1 1.4 0.9 20.8 6.0 1.6 8.8 4.9 3.3 8.0 6.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 256 1125 502 41 697 311 335 1535 685 89 1033 461 V/C Ratio(X)0.88 0.42 0.06 0.32 0.85 0.28 0.08 0.25 0.14 0.52 0.27 0.33 Avail Cap(c_a), veh/h 386 1443 644 112 897 400 335 1535 685 123 1033 461 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.85 0.85 0.85 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 60.8 47.0 14.2 62.5 50.4 44.4 43.5 23.5 22.4 60.2 35.5 16.3 Incr Delay (d2), s/veh 11.9 0.2 0.0 4.3 6.1 0.5 0.1 0.4 0.4 4.6 0.7 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.6 7.7 0.9 0.5 9.5 2.3 0.7 3.7 1.8 1.6 3.5 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 72.7 47.2 14.3 66.8 56.4 44.9 43.6 23.8 22.8 64.8 36.2 18.3 LnGrp LOS E D B E E D D C C E D B Approach Vol, veh/h 727 689 503 484 Approach Delay, s/veh 53.6 55.2 24.7 33.2 Approach LOS D E C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.9 62.0 8.8 47.4 30.2 43.6 24.5 31.7 Change Period (Y+Rc), s 5.4 5.8 5.8 6.2 5.8 * 5.8 5.8 6.2 Max Green Setting (Gmax), s9.0 36.8 8.2 52.8 8.0 * 38 28.2 32.8 Max Q Clear Time (g_c+I1), s5.3 10.8 2.9 18.1 3.6 10.0 18.2 22.8 Green Ext Time (p_c), s 0.0 2.6 0.0 3.0 0.0 2.2 0.4 2.7 Intersection Summary HCM 6th Ctrl Delay 43.9 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 10: Armstrong Avenue & Clinton Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 19 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 105 338 53 77 177 29 39 925 98 42 586 33 v/c Ratio 0.50 0.51 0.13 0.40 0.28 0.07 0.21 0.60 0.12 0.22 0.38 0.04 Control Delay 48.2 32.5 0.6 45.9 30.6 0.3 42.7 23.5 0.3 42.9 20.2 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.2 32.5 0.6 45.9 30.6 0.3 42.7 23.5 0.3 42.9 20.2 0.1 Queue Length 50th (ft) 54 89 0 39 45 0 20 208 0 21 117 0 Queue Length 95th (ft) #145 131 0 99 73 0 59 383 0 63 224 0 Internal Link Dist (ft)672 2597 422 506 Turn Bay Length (ft) 200 200 200 200 200 200 200 200 Base Capacity (vph) 225 1579 786 193 1504 753 188 1550 807 188 1550 807 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.21 0.07 0.40 0.12 0.04 0.21 0.60 0.12 0.22 0.38 0.04 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated 2035 Project PM 10: Armstrong Avenue & Clinton Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 20 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 97 311 49 71 163 27 36 851 90 39 539 30 Future Volume (veh/h) 97 311 49 71 163 27 36 851 90 39 539 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 105 338 53 77 177 29 39 925 98 42 586 33 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 163 508 226 148 495 221 109 1498 668 109 1498 668 Arrive On Green 0.09 0.14 0.14 0.08 0.14 0.14 0.06 0.42 0.42 0.06 0.42 0.42 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 105 338 53 77 177 29 39 925 98 42 586 33 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1585 Q Serve(g_s), s 4.5 7.1 2.3 3.2 3.5 1.0 1.6 15.9 3.0 1.8 8.9 0.6 Cycle Q Clear(g_c), s 4.5 7.1 2.3 3.2 3.5 1.0 1.6 15.9 3.0 1.8 8.9 0.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 163 508 226 148 495 221 109 1498 668 109 1498 668 V/C Ratio(X)0.64 0.67 0.23 0.52 0.36 0.13 0.36 0.62 0.15 0.39 0.39 0.05 Avail Cap(c_a), veh/h 218 1526 680 182 1453 648 182 1498 668 182 1498 668 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.3 31.8 29.7 34.4 30.5 17.2 35.3 17.7 14.0 35.3 15.7 4.7 Incr Delay (d2), s/veh 4.2 1.5 0.5 2.8 0.4 0.3 2.0 1.9 0.5 2.2 0.8 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.0 2.9 0.9 1.4 1.4 0.5 0.7 6.0 1.0 0.8 3.3 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.5 33.3 30.3 37.2 31.0 17.4 37.2 19.6 14.4 37.5 16.4 4.9 LnGrp LOS D C C D C B D B B D B A Approach Vol, veh/h 496 283 1062 661 Approach Delay, s/veh 34.1 31.3 19.8 17.2 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.2 38.8 12.3 17.0 10.2 38.8 12.6 16.7 Change Period (Y+Rc), s 5.4 5.8 5.8 * 5.8 5.4 5.8 5.4 5.8 Max Green Setting (Gmax), s8.0 33.0 8.0 * 34 8.0 33.0 9.6 32.0 Max Q Clear Time (g_c+I1), s3.8 17.9 5.2 9.1 3.6 10.9 6.5 5.5 Green Ext Time (p_c), s 0.0 5.5 0.0 2.1 0.0 3.7 0.1 1.0 Intersection Summary HCM 6th Ctrl Delay 23.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Mitigated 2035 Project PM 11: Armstrong Avenue & Olive Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 21 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 430 380 32 83 347 15 12 855 176 38 589 266 v/c Ratio 0.83 0.43 0.06 0.19 0.60 0.04 0.09 0.78 0.29 0.28 0.46 0.36 Control Delay 52.2 39.2 0.2 33.6 45.2 0.1 53.0 40.8 7.5 56.3 29.2 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.2 39.2 0.2 33.6 45.2 0.1 53.0 40.8 7.5 56.3 29.2 5.4 Queue Length 50th (ft) 284 133 0 44 122 0 8 291 4 26 148 0 Queue Length 95th (ft) #560 183 0 98 167 0 31 #485 63 67 288 67 Internal Link Dist (ft)2563 2568 663 652 Turn Bay Length (ft) 200 200 200 200 200 200 200 424 Base Capacity (vph) 531 1738 865 444 1099 606 137 1099 606 137 1272 739 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.81 0.22 0.04 0.19 0.32 0.02 0.09 0.78 0.29 0.28 0.46 0.36 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Mitigated 2035 Project PM 11: Armstrong Avenue & Olive Avenue 03/20/2019 Tract 6224 Synchro 10 Report C:\Projects - ND Engineering\Y&H Lennar Shields Temperance 052518\march synchro\031719 tract 6224 35p mit pm.synPage 22 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 396 350 29 76 319 14 11 787 162 35 542 245 Future Volume (veh/h) 396 350 29 76 319 14 11 787 162 35 542 245 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 430 380 32 83 347 15 12 855 176 38 589 266 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 467 525 234 437 476 212 40 1151 513 93 1271 567 Arrive On Green 0.26 0.15 0.15 0.25 0.13 0.13 0.02 0.32 0.32 0.05 0.36 0.36 Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1781 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 430 380 32 83 347 15 12 855 176 38 589 266 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1781 1777 1585 1781 1777 1585 Q Serve(g_s), s 23.2 10.1 1.5 3.6 9.3 0.7 0.7 21.2 8.3 2.0 12.6 12.8 Cycle Q Clear(g_c), s 23.2 10.1 1.5 3.6 9.3 0.7 0.7 21.2 8.3 2.0 12.6 12.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 467 525 234 437 476 212 40 1151 513 93 1271 567 V/C Ratio(X)0.92 0.72 0.14 0.19 0.73 0.07 0.30 0.74 0.34 0.41 0.46 0.47 Avail Cap(c_a), veh/h 557 1820 812 437 1151 513 144 1151 513 144 1271 567 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 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.5 40.2 26.2 29.5 41.1 24.2 47.5 29.8 25.4 45.3 24.4 24.5 Incr Delay (d2), s/veh 18.8 1.9 0.3 0.2 2.2 0.1 4.0 4.4 1.8 2.8 1.2 2.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln11.9 4.4 0.7 1.5 4.0 0.3 0.3 9.1 3.2 0.9 5.2 4.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.3 42.1 26.4 29.7 43.2 24.3 51.5 34.1 27.2 48.2 25.7 27.3 LnGrp LOS D D C C D C D C C D C C Approach Vol, veh/h 842 445 1043 893 Approach Delay, s/veh 47.7 40.1 33.1 27.1 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.0 37.8 30.1 20.0 7.6 41.1 31.0 19.0 Change Period (Y+Rc), s 5.8 * 5.8 5.8 * 5.4 5.4 5.8 5.1 5.8 Max Green Setting (Gmax), s8.0 * 32 12.4 * 51 8.0 32.0 30.9 32.0 Max Q Clear Time (g_c+I1), s4.0 23.2 5.6 12.1 2.7 14.8 25.2 11.3 Green Ext Time (p_c), s 0.0 3.9 0.1 2.5 0.0 4.2 0.7 2.0 Intersection Summary HCM 6th Ctrl Delay 36.2 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.