ST15-01A-160112 TRAFFIC IMPACT STUDY
Commercial Development
CoppelI, Texas
January 12, 2016
Prepared for
Prologis, Inc.
�,ti��ti'`'►1ltltl
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r'* ••• HALFF;
S P. BOOTH
rr A'• 94903
ttt`-Avt aNN,s," 1201 North Bowser Road
P g:zto -722 ;n6 Richardson, Texas 75081
Firm Registration No. 312
AVO 31337
Commercial Development January 12, 2016
Coppell, Texas AVO 31337
Table of Contents
I. INTRODUCTION 1
1.1 Existing and Future Roadway Conditions 1
II. ANALYSIS 2
2.1 Traffic Volumes 2
2.1.1 Existing Traffic Patterns 2
2.1.2 Projected Background Traffic Patterns 2
2.2 Land Uses and Trip Generation 3
2.3 Site-Generated Traffic Distributions/Assignments 3
2.4 Background plus Site-Generated Traffic Volumes 4
III. RESULTS 5
3.1 Intersection Analysis Results 6
3.1.1 Projected Background Conditions 6
3.1.2 Year 2022 Background Traffic Conditions 6
3.1.3 Year 2017 with Development Traffic 7
3.1.4 Year 2022 with Development Traffic 7
3.2 Driveway Spacing and Deceleration Lanes 7
3.2.1 Driveway Spacing 8
3.2.2 Deceleration Lanes 8
IV. SUMMARY 9
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■; HALFF
Commercial Development January 12, 2016
Coppell, Texas AVO 31337
List of Figures
Figure 1 - Area Map 1
List of Tables
Table 1 —Trip Generation Summary 3
Table 2—Level-of-Service Criteria for Unsignalized Intersections 5
Table 3 —Level-of-Service Criteria for Signalized Intersections 5
Table 4—LOS Summary (Projected Year 2017 Background Conditions) 6
Table 5 —LOS Summary (Projected Year 2022 Background Conditions) 6
Table 6—LOS Summary (Projected Background Conditions) 7
Table 7—LOS Summary (Projected Background Conditions) 7
mom HALFF
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Commercial Development January 12, 2016
ICoppell, Texas AVO 31337
I. INTRODUCTION
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Ha1ff Associates, Inc. (Ha1ff) conducted a Traffic Impact Study for Prologis, Inc. related to the
proposed commercial development and access roadway located in Coppell,Texas. Figure 1 below
Iis a map detailing the site location and a copy of the plat has been included in Appendix A.
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1 Figure 1 - Area Map
I The proposed development consists of 14.6 acres of land that is zoned Highway Commercial by
the City of Coppell. There are no specific plans for the site at this time,therefore,an assumed land
use plan was used to determine potential traffic volumes that could be generated by future
I development. The focus of the study is the proposed local access road (shown in yellow in the
above figure) and its connection with the northbound SH 121 frontage road.
r1.1 Existing and Future Roadway Conditions
The proposed development is located south of the SH 121 freeway corridor. This section of SHI 121 is currently under construction with additional main lanes and new ramps being constructed,
and the existing frontage roads being rebuilt. To the east of the site is Freeport Parkway, which is
I also under construction at this time and will be built as a 6-lane divided roadway upon completion.
There are no existing roads on the other two sides of the site. As such, a local access road is
proposed to be built and would consist of a two-lane roadway, 30 feet in width. The access road
I would connect to the SH 121 northbound frontage road and to Freeport Parkway as shown in the
figure above.
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• • HALFF
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Commercial Development January 12,2016
Coppell, Texas AVO 31337
II. ANALYSIS
Halff used standard transportation engineering practices in conducting the TIA for the proposed
Commercial Development. The TIA examined the projected impacts of the development on the
following intersections:
• Northbound SH 121 frontage road at Freeport Parkway
• Southbound SH 121 frontage road at Freeport Parkway
• Northbound SH 121 frontage road at proposed access road
Study scenarios include the following:
• Baseline conditions (upon completion of current construction projects)
• Baseline conditions plus 5 years
• Site build out(combined development and background traffic)
• Build out plus 5 years (combined development and background traffic)
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2.1 Traffic Volumes
With the existing intersections of SH 121 at Freeport Parkway currently under construction, no
traffic data was collected as part of the project. Instead,turning movement counts for the AM and
PM peak hours at the study intersections listed above were taken from a previous study completed
in 2014 for the City of Coppell that projected traffic volumes on the section of Freeport Parkway
south of SH 121 and at the interchange with SH 121. These turning movement volumes were
generated through a combination of 24-hour count data at the intersection of SH 121 and Freeport
Parkway (collected before construction began), projected development traffic from the proposed
warehouse development south of the study site, and projected redistribution of traffic due to the
completed connection of Freeport Parkway from Sandy Lake Road to SH 121.
2.1.1 Existing Traffic Patterns
Exhibits 2 and 3 in Appendix B show the projected turning movement volumes at the study
intersections for the baseline conditions. These are the anticipated traffic volumes at the study
intersections once the construction of SH 121 and Freeport Parkway are complete in the early part
of 2017.
2.1.2 Projected Background Traffic Patterns
To develop turning movement volumes for the "plus 5 year" scenarios, it was necessary to apply
a growth rate to the baseline traffic volumes. This is usually done by using existing and historical
count data to calculate a growth based on past trends. In examining historical Annual Average
Daily Traffic (AADT) volume data from TxDOT for this area, it was determined that there is no
clear trend of growth in this area since 2007. In many cases, there was no growth between 2007
and 2013 (latest year the data is available). In some cases,there was a reduction in traffic volumes.
And, in one case, there was a doubling of traffic volumes since 2007, which appeared to be an
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Commercial Development January 12,2016
ICoppell, Texas AVO 31337,
outlier given that adjacent count locations on the same corridor showed little to no growth.
I Therefore,in place of to calculating a growth rate based on historical data, Halff used the regional
annual growth rate from the North Central Texas Council of Governments (NCTCOG) of 2.1%.
Therefore, the growth over the five year period would be approximately 11%, which was applied
to the baseline (year 2017) traffic count data. The turning movement volumes at the study
intersections for the AM and PM peak hours for the year 2022 are shown in Exhibits 4 and 5,
respectively.
2.2 Land Uses and Trip Generation
Trips for the proposed development were generated based on the ITE Trip Generation Manual—
Ninth Edition. There is no specific plan for the 14.6 acre site at this time, so a hypothetical site
plan was prepared for the site based on the zoning and the surrounding land uses. For the purpose
1 of the study, development on the site was assumed to be the maximum permissible by zoning,
which is 50 percent coverage, which would represent a worst case scenario for the site. Table 1
below contains a summary of the trip generation for all parts of the hypothetical development at
Ibuild-out.
ITable 1 —Trip Generation Summary
AM-peak PM-peak 24-hour
Land Use Independent Units Weekday
1114 (ITE Code) Variable In Out Total In Out Total Total
Gas Station Fueling 16 81 82 163 108 108 216 2,604
(945) Positions _
Office Gross Sq Ft 264 363 49 412 67 326 393 2,912
(710) (1000)
..; Total Trips (no pass-by) 444 131 575 175 434 609 5,516
Total Trips with 50%pass-by 403 90 493 121 390 501 4,214
at gas station
For the hypothetical development scenario above, it was assumed that 2.6 acres of the site would
be used for a gas station with convenience store that has 16 fueling positions. The remaining 12
I acres would have office type use (which is consistent with surrounding development type) at 50
percent coverage, which is roughly 264,000 square feet of gross floor space. It is anticipated that
this density of office development would be difficult to achieve due to parking requirements for
Ioffice space, but it was used as a worst case scenario.
I2.3 Site-Generated Traffic Distributions/Assignments
The site traffic was assumed to come primarily from the northeast (30 percent of trips) and
I southwest (40 percent of trips) via SH 121. Another 20 percent will arrive from the south on
Freeport Parkway and the remaining 10 percent is from the north on Freeport/Lakeside Parkway.
Development related trips were then routed through the study intersections. Exhibits 6 and 7 in
ms HALFF
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Commercial Development January 12,2016
Coppell, Texas AVO 31337
the appendix detail the trips related to the hypothetical development for the AM and PM peak
' hours,respectively.
It should be noted that a significant portion of the development related trips that exit the site via
the access road at the northbound frontage road will use the Texas U-turn at Freeport Parkway to
go southbound on SH 121. These volumes are not shown on the exhibits since they do not pass
through the signalized intersections. The volume of the U-turn traffic can be calculated by taking
the total right-turn volume from the access road at northbound frontage road and subtracting the
through volumes at the intersection with Freeport Parkway.
2.4 Background plus Site-Generated Traffic Volumes
With the hypothetical development trips distributed on the study roadways and intersections, the
trips were combined with the background traffic volumes from the year 2017 and 2022. The
combined volumes (development trips plus background) and shown in Exhibits 8 through 11 in
Appendix B. Exhibits 8 and 9 show the turning movement volumes for the AM and PM peak
hours at build-out of the development (year 2017), while Exhibits 10 and 11 detail volumes at
build out plus five years (year 2022)for the AM and PM peak hours.
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E•! HALFF
Commercial Development January 12, 2016
Coppell, Texas AVO 31337
III. RESULTS
All analyses of the study intersections and driveways were conducted using the Synchro 8 traffic
analysis software package. Copies of the analysis reports can be found in Appendix C. Table 2
below details the LOS rankings for unsignalized intersections based on the information provided
in the Highway Capacity Manual (HCM). Table 3 summarizes the LOS rankings for signalized
intersections.
LOS rankings shown in the results section are based on the combined average delay for all
approaches at the study intersections. At unsignalized intersections where only two (or one)
approaches are controlled (stop or yield); the LOS ranking shown is based on the worst approach.
Table 2—Level-of-Service Criteria for Unsignalized Intersections
LOS Characteristics Average Stopped
Delay(sec/veh)
A Completely free-flow conditions < 10.0
B Indicative of free-flow conditions,although the presence of other vehicles is > 10,0 and <_15.0
noticeable
C The influence of traffic density on operations becomes marked > 15.0 and <_25.0
The ability to maneuver is severely restricted due to congestion >25.0 and <_35.0
E Operations are at or near capacity and are unstable > 35.0 and <_50.0
F Forced flow or breakdown characterized by queues > 50.0
Table 3—Level-of-Service Criteria for Signalized Intersections
Average
LOS Characteristics Stopped Delay
(sec/veh)
A No delays at intersection with smooth progression of traffic. 5_10.0
B Uncongested operations;all vehicles clear in a single signal cycle. >10.0 and <_20.0
Moderate delays at intersections with satisfactory to good progression of traffic. Light
C congestion;occasional backups on critical approaches. >20.0 and 5__35.0
40-percent probability of delays of one cycle or more at every intersection. No
progression of traffic along the roadway with 90 percent probability of being stopped at
D every intersection experiencing"D"condition. Significant congestion on critical >35.0 and 5__55.0
approaches,but intersections are functional. Vehicles are required to wait through more
than one cycle during short peaks. No long standing lines formed.
Heavy traffic flow condition. Delays of two or more cycles are probable. No
E progression. 100 percent probability of stopping at intersection. Blockage of >55.0 and_5_80.0
intersection may occur if traffic signal does not provide for protected turning movements.
Unstable flow. Heavy congestion.Traffic moves in forced flow condition. Three or
F more cycles to pass through intersection. Total breakdown with stop-and-go operations. >80.0
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Commercial Development January 12, 2016
Coppell, Texas AVO 31337
3.1 Intersection Analysis Results
The signalized intersections of SH-121 at Freeport Parkway were assumed to operate in a TTI 4-
phase configuration with a cycle length of 90 seconds when the construction is completed.
3.1.1 Projected Background Conditions
Table 4 below summarizes the LOS ranking for the study intersections and driveways for the AM
and PM peak hours for the projected background conditions, which assumes that the SH 121
project is complete(estimated early 2017)and Freeport Parkway between SH 121 and Sandy Lake
Road is built (late 2016).
Table 4—LOS Summary (Projected Year 2017 Background Conditions)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
Northbound SH 121 frontage road at Freeport Pkwy B 13.7 C 25.2
Southbound SH 121 frontage road at Freeport Pkwy C 28.7 C 24.7
Northbound SH 121 frontage road at access road n/a n/a n/a n/a
The table above shows that in the year 2017, the study intersections will operate with a LOS rank
of C or better during both the AM and PM peak periods.
3.1.2 Year 2022 Background Traffic Conditions
Table 5 below summarizes the LOS ranking and delay for the AM and PM peak hours for the year
2022 background traffic only scenario.
Table 5—LOS Summary (Projected Year 2022 Background Conditions)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
Northbound SH 121 frontage road at Freeport Pkwy B 14.1 C 31.9
Southbound SH 121 frontage road at Freeport Pkwy D 45.8 C 28.6
Northbound SH 121 frontage road at access road n/a n/a n/a n/a
With the 11 percent increase in traffic volumes due to regional growth, there is a corresponding
increase in delay at the study intersections. Based on the projected volumes, a LOS rank of D will
be maintained at the study intersections during both the AM and PM peak hours. The LOS rank
of D at the southbound frontage road is primarily due to the high right-turn volume from
Freeport/Lakeside Parkway to southbound SH 121, which is unrelated to the proposed
development.
Ese HALFF'
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Commercial Development January 12, 2016
Coppell, Texas AVO 31337
3.1.3 Year 2017 with Development Traffic
Table 6 below summarizes the LOS ranking and delay for the AM and PM peak hours for the year
2017 with the combined background and development related traffic.
Table 6—LOS Summary (Projected Background Conditions)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
Northbound SH 121 frontage road at Freeport Pkwy B 14.1 C 28.2
Southbound SH 121 frontage road at Freeport Pkwy C 29.8 C 24.5
Northbound SH 121 frontage road at access road A 8.7 A 9.7
The addition of development related traffic has very little impact on the operations of the study
intersections. All intersections operate with a LOS of C or better during the AM and PM peak
hours. The outbound (right-turning) traffic from the access road is projected to have a LOS rank
of A in both the AM and PM peak hours.
3.1.4 Year 2022 with Development Traffic
Table 7 below summarizes the LOS ranking and delay for the AM and PM peak hours for the year
2022 with the combined background and development related traffic.
Table 7—LOS Summary (Projected Background Conditions)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
Northbound SH 121 frontage road at Freeport Pkwy B 14.5 D 37.7
Southbound SH 121 frontage road at Freeport Pkwy D 46.7 C 29.7
Northbound SH 121 frontage road at access road A 8.7 A 9.8
With the increase in background traffic and the development related trips on the system there is an
increase in average delay at the study intersections, but all intersections are projected to operate at
a LOS of D or better during both peak hours. The outbound(right-turning)traffic from the access
road continues to operate with a LOS rank of A in both peak hours.
3.2 Driveway Spacing and Deceleration Lanes
For developments with driveway access to TxDOT facilities, it is necessary to review access
management spacing guidelines and the need for right and/or left-turn lanes. Access spacing is
based on the posted speed limit of the roadway being access via the proposed driveway/roadway.
The need for turn lanes is based on threshold criteria set forth by TxDOT.
NEN HALFF
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Commercial Development January 12, 2016
Coppell, Texas AVO 31337
3.2.1 Driveway Spacing
The proposed access road is located just southwest of a control of access related to the northbound
SH 121 exit ramp. It is approximately 1,000 feet southwest from the intersection of Freeport
Parkway. The nearest existing driveway is to the southwest approximately 360 feet from the
proposed access drive. This corresponds to the required spacing for a posted speed limit of 45
miles per hour.
3.2.2 Deceleration Lanes
011 For facilities with a posted speed less than or equal to 45 miles per hour,review regarding the need
ili for a right-turn deceleration lane is recommended if the number of right-turning vehicles exceeds
60 in any one hour period. For facilities with a posted speed greater than 45 miles per hour, the
threshold is reduced to 50 right-turning vehicles in any one-hour period.
The need for left-turn deceleration lanes is considered by comparing the left-turn volumes to the
through volumes on the roadway. The criteria shown in Table 3-11 of the TxDOT Roadway
1.4
Design Manual provide recommendations for when left-turn lanes may be considered. With the
access road only being right-in and right-out,there is no need for review of a left-turn deceleration
lane.
For the right-turn deceleration lane, it is necessary to examine the projected right-turn volumes
based on the development trips. From Exhibit 6 in Appendix B, the projected northbound right-
turn volumes onto the access road is 60 vehicles in the AM peak hour. Based on the projected
volume, examination of the need for a right-turn deceleration lane is advised.
Based on current plans, the new northbound frontage road (currently under construction) will be
two lanes in width. The exit ramp from SH 121 will form a third lane that is carried up to the
intersection with Freeport Parkway, where there is additional widening for turning movements.
The proposed access road is located upstream from the northbound exit ramp from SH 121 to
Freeport Parkway and is located in the two lane section of the frontage road.
With the proposed access road being located before the exit ramp from SH 121, volumes on the'
frontage road in vicinity to the access roadway are projected to be light. Examination of Exhibits
4 and 5 in Appendix B show projected background frontage road volumes to be between 80 (AM
peak) and 200 (PM peak) vehicles per hour in the year 2022. With traffic related to the
development included,the volumes increase to a range of 160 to 225 vehicles per hour. With these
projected low volumes on the frontage road adjacent to the access driveway and a projected right-
'
turn volume that is right at the threshold, Halff does not believe that a northbound right-turn
deceleration lane on the SH 121 frontage road is warranted at this time.
If background traffic volumes on the frontage road increase significantly beyond the projections
or if the volume of the right-turning traffic is higher than projected, the need for a right-turn
deceleration lane should be revisited. As such, Halff recommends that right of way be set aside
for a future deceleration lane, if warranted.
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Commercial Development January 12,2016
Coppell, Texas AVO 31337
IV. SUMMARY
Based on the results presented above, the proposed development and proposed access road has
minimal impact on traffic operations on the adjacent roadways and intersections in the year 2017
and in the year 2022. As such, there are no recommended remediation measures for the frontage
road or signalized intersections associated with the proposed development.
1 The location of the proposed access road, in relation to both existing driveways/roadways and
roadways currently under construction,conforms to recommended spacing of 360 feet for a posted
speed of 45 miles per hour. Based on the projected northbound right- turn volumes and through
volumes at the proposed access roadway,it is Halff s opinion that a right-turn deceleration lane is
not needed at this time. Halff does recommend that right-of-way be reserved (if possible) for a
future deceleration lane,if the need arises.
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Commercial Development
' Coppell, Texas AVO 31337
APPENDIX A
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Site Plan
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Commercial Development
Coppell, Texas AVO 31337
APPENDIX B
Turning Movement Volume Exhibits
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Commercial Development
Coppell, Texas AVO 31337
APPENDIX C
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Analysis Output/Reports
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mo• HALFF
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IHCM Signalized Intersection Capacity Analysis Projected AM Peak Hour-Backgroundf
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IWnent EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ) 4f' tilt r ) 4++ r
Volume(vph) 908 329 0 0 79 49 369 227 142 0 0 0
I Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.97 1.00 1.00 0.95 0.98 1.00
Satd. Flow(prot) 1522 4670 6408 1583 1522 4700 1583
Flt Permitted 0.95 0.85 1.00 1.00 0.95 0.98 1.00
I Satd. Flow(perm)
Peak hour factor,PHF 1522 4088 6408 1583 1522 4700 1583
0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 987 358 0 0 86 53 401 247 154 0 0 0
lilt RTOR Reduction(vph) 0 0 0 0 0 49 0 0 113 0 0 0
Lane Group Flow(vph) 493 852 0 0 86 4 200 448 41 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
• Actuated Green,G(s) 47.2 54.0 6.8 6.8 24.0 24.0 24.0
Effective Green,g(s) 47.2 54.0 6.8 6.8 24.0 24.0 24.0
Actuated g/C Ratio 0.52 0.60 0.08 0.08 0.27 0.27 0.27
• Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0 _
Lane Grp Cap(vph) 798 2758 484 119 405 1253 422
v/s Ratio Prot c0.32 0.16 0.01
v/s Ratio Perm c0.02 0.00 c0.13 0.10 0.03
v/c Ratio 0.62 0.31 0.18 0.03 0.49 0.36 0.10
Uniform Delay,dl 15.1 8.8 39.0 38.6 27.9 26.8 24.8
Progression Factor 0.38 0.07 1.00 1.00 1.00 1.00 1.00
4111" Incremental Delay,d2 1.3 0.1 0.8 0.5 0.9 0.2 0.1
Delay(s) 7.0 0.7 39.8 39.1 28.8 26.9 24.9
u" Level of Service A A D D C C C
Approach Delay(s) 3.0 39.5 27.0 0.0
Approach LOS A D C A
Intersection Summary
is HCM 2000 Control Delay 13.7 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 65.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
to
I
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
I
HCM Signalized Intersection Capacity Analysis Projected AM Peak Hour-Background
t - c k t i 1 4/
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Mt f r ) 4++ 1,1 4+4 r
Volume(vph) 0 1033 829 71 377 0 0 0 0 204 289 165
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 1.00 0.86 0.86 0.86 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1.00
Satd. Flow(prot) 6408 1583 1522 4801 1522 4752 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.99 1.00
Satd.Flow(perm) 6408 1583 1522 4509 1522 4752 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 0 1123 901 77 410 0 0 0 0 222 314 179
RTOR Reduction(vph) 0 0 242 0 0 0 0 0 0 0 0 131
Lane Group Flow(vph) 0 1123 659 69 418 0 0 0 0 131 405 48
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G(s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
Effective Green,g(s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
Actuated g/C Ratio 0.42 0.42 0.18 0.60 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 2705 668 270 2757 405 1267 422
v/s Ratio Prot 0.18 c0.05 0.03
v/s Ratio Perm c0.42 0.06 c0.09 0.09 0.03
v/c Ratio 0.42 0.99 0.26 0.15 0.32 0.32 0.11
Uniform Delay,dl 18.2 25.8 31.9 7.9 26.5 26.5 25.0
Progression Factor 1.00 1.00 0.61 0.13 1.00 1.00 1.00
Incremental Delay,d2 0.1 31.3 0.5 0.0 0.5 0.1 0.1
Delay(s) 18.3 57.1 19.8 1.0 27.0 26.6 25.1
Level of Service B E B A C C C
Approach Delay(s) 35.6 3.7 0.0 26.3
Approach LOS D A A C
Intersection Summary
HCM 2000 Control Delay 28.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 65.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Halff Associates, Inc. 2:SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour-Background
f _ ■ly4- k- `\ t p \. 1, 4n
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ' 44'4' tttt r 1 4/4 r
Volume(vph) 535 309 0 0 209 274 650 1100 32 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 1.00 1.00 0.95 0.99 1.00
Satd. Flow(prot) 1522 4697 6408 1583 1522 4765 1583
Flt Permitted 0.95 0.75 1.00 1.00 0.95 0.99 1.00
Satd. Flow(perm) 1522 3607 6408 1583 1522 4765 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 582 336 0 0 227 298 707 1196 35 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 129 0 0 23 0 0 0
Lane Group Flow(vph) 291 627 0 0 227 169 460 1443 12 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green,G(s) 29.3 46.0 16.7 16.7 32.0 32.0 32.0
Effective Green,g(s) 29.3 46.0 16.7 16.7 32.0 32.0 32.0
Actuated g/C Ratio 0.33 0.51 0.19 0.19 0.36 0.36 0.36
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0 _
Lane Grp Cap(vph) 495 2198 1189 293 541 1694 562
v/s Ratio Prot c0.19 0.09 0.04
v/s Ratio Perm 0.05 c0.11 0.30 0.30 0.01
v/c Ratio 0.59 0.29 0.19 0.58 0.85 0.85 0.02
Uniform Delay,dl 25.3 12.6 30.9 33.4 26.8 26.8 18.8
Progression Factor 0.22 0.01 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.4 0.1 0.4 8.1 12.2 4.4 0.0
Delay(s) 7.0 0.1 31.3 41.5 39.0 31.2 18.9
Level of Service A A C D D C B
Approach Delay(s) 2.3 37.1 32.8 0.0
Approach LOS A D C A
Intersection Summary _
HCM 2000 Control Delay 25.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 51.9% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour-Background
- - ' c 4 4\ t r' 1 4'
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1111 r l 444 'I 4TH r
Volume(vph) 0 544 199 88 771 0 0 0 0 300 380 529
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.86 1.00 0.86 0.86 0.86 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1.00
Satd.Flow(prot) 6408 1583 1522 4803 1522 4744 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.99 1.00
Satd.Flow(perm) 6408 1583 1522 4518 1522 4744 1583
Peak-hour factor,PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 0 591 216 96 838 0 0 0 0 326 413 575
RTOR Reduction (vph) 0 0 192 0 0 0 0 0 0 0 0 100
Lane Group Flow(vph) 0 591 24 86 848 0 0 0 0 179 560 475
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G(s) 10.0 10.0 35.0 45.0 33.0 33.0 33.0
Effective Green,g(s) 10.0 10.0 35.0 45.0 33.0 33.0 33.0
Actuated g/C Ratio 0.11 0.11 0.39 0.50 0.37 0.37 0.37
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 712 175 591 2369 558 1739 580
v/s Ratio Prot c0.09 0.06 c0.14
lb v/s Ratio Perm 0.02 0.04 0.12 0.12 c0.30
v/c Ratio 0.83 0.14 0.15 0.36 0.32 0.32 0.82
I Uniform Delay,dl 39.2 36.1 17.8 13.7 20.5 20.5 25.8
Progression Factor 1.00 1.00 0.95 0.26 1.00 1.00 1.00
Incremental Delay,d2 8.1 0.4 0.1 0.1 0.3 0.1 8.8
Delay(s) 47.3 36.5 16.9 3.7 20.8 20.6 34.6
I Level of Service D D B A C C C
Approach Delay(s) 44.4 4.9 0.0 26.7
Approach LOS D A A C
Intersection Summary _
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
1 Intersection Capacity Utilization 51.9% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
a
Halff Associates, Inc. 2:SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected A♦M Peak Hour plus 5 yrs-IBackgrourd
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ) 4/4 tilt r i Off r
Volume(vph) 1007 365 0 0 88 54 409 252 157 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.97 1.00 1.00 0.95 0.98 1.00
Satd. Flow(prot) 1522 4670 6408 1583 1522 4700 1583
Flt Permitted 0.95 0.88 1.00 1.00 0.95 0.98 1.00
Satd. Flow(perm) 1522 4217 6408 1583 1522 4700 1583 _
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 1095 397 0 0 96 59 445 274 171 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 55 0 0 125 0 0 0
Lane Group Flow(vph) 547 945 0 0 96 4 222 497 46 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green, G(s) 48.0 54.0 6.0 6.0 24.0 24.0 24.0
Effective Green,g (s) 48.0 54.0 6.0 6.0 24.0 24.0 24.0
Actuated g/C Ratio 0.53 0.60 0.07 0.07 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 811 2771 427 105 405 1253 422
v/s Ratio Prot c0.36 0.18 0.01
v/s Ratio Perm c0.02 0.00 c0.15 0.11 0.03
v/c Ratio 0.67 0.34 0.22 0.04 0.55 0.40 0.11
Uniform Delay,d1 15.3 9.1 39.8 39.3 28.3 27.1 24.9
Progression Factor 0.39 0.07 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 2.0 0.1 1.2 0.7 1.5 0.2 0.1
Delay(s) 7.9 0.7 41.0 40.0 29.9 27.3 25.0
Level of Service A A D D C C C
Approach Delay(s) 3.4 40.6 27.5 0.0
Approach LOS A D C A
Intersection Summary _
HCM 2000 Control Delay 14.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 71.7% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected AM Peak Hour plus 5 yrs-Background
J r ♦- k 4\ T t \* 1 4'
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations nit P '1 411, In 414 P
Volume(vph) 0 1146 920 79 418 0 0 0 0 226 321 183
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 0.86 1.00 0.86 0.86 0.86 0.86 1,30
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1.00
Satd.Flow(prot) 6408 1583 1522 4801 1522 4753 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.99 1.00
Satd.Flow(perm) 6408 1583 1522 4499 1522 4753 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 0 1246 1000 86 454 0 0 0 0 246 349 199
RTOR Reduction(vph) 0 0 220 0 0 0 0 0 0 0 0 146
Lane Group Flow(vph) 0 1246 780 77 463 0 0 0 0 145 450 53
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
I Permitted Phases 2
38.0 38.04 12 4 12
Actuated Green, G(s) 16.0 54.0 24.0 24.0 24.0
Effective Green,g (s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
11 Actuated g/C Ratio 0.42 0.42 0.18 0.60 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 2705 668 270 2753 405 1267 422
v/s Ratio Prot 0.19 c0.05 0.03
v/s Ratio Perm c0.49 0.07 c0.10 0.09 0.03
v/c Ratio 0.46 1.17 0.29 0.17 0.36 0.36 0.13
Uniform Delay,dl 18.6 26.0 32.0 8.0 26.8 26.7 25.0
Progression Factor 1.00 1.00 0.68 0.13 1.00 1.00 1.00
Oft Incremental Delay,d2 0.1 91.3 0.5 0.0 0.5 0.2 0.1
Delay(s) 18.8 117.3 22.3 1.1 27.3 26.9 25.2
Level of Service B F C A C C C
Approach Delay(s) 62.6 4.1 0.0 26.5
Approach LOS E A A C
Intersection Summary _
HCM 2000 Control Delay 45.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length(s) 90,0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 71.7% ICU Level of Service C
"'' Analysis Period(min) 15
c Critical Lane Group
Ili
MD
Halff Associates, Inc. 2:SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour plus 5 yrs-Background
f -0' 7 4- k- 4\ t , #/
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations IN 444 Mt r. 44T r
Volume(vph) 594 343 0 0 232 304 721 1220 36 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 1.00 1.00 0.95 0.99 1.00
Satd.Flow(prot) 1522 4697 6408 1583 1522 4765 1583
Flt Permitted 0.95 0.75 1.00 1.00 0.95 0.99 1.00
Satd.Flow(perm) 1522 3586 6408 1583 1522 4765 1583 _
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0 92
Adj.Flow(vph) 646 373 0 0 252 330 784 1326 39 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 132 0 0 25 0 0 0
Lane Group Flow(vph) 323 696 0 0 252 198 510 1600 14 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green,G(s) 31.0 46.0 15.0 15.0 32.0 32.0 32.0
Effective Green,g(s) 31.0 46.0 15.0 15.0 32.0 32.0 32.0
Actuated g/C Ratio 0.34 0.51 0.17 0.17 0.36 0.36 0.36
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 524 2215 1068 263 541 1694 562
v/s Ratio Prot c0.21 0.11 0.04
v/s Ratio Perm 0.05 c0.13 0.34 0.34 0.01
v/c Ratio 0.62 0.31 0.24 0.75 0.94 0.94 0.02
Uniform Delay,dl 24.6 12.8 32.5 35.7 28.1 28.1 18.9
Progression Factor 0.24 0.01 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.5 0.1 0.5 18.0 25.1 11.3 0.0
Delay(s) 7.3 0.2 33.0 53.8 53.2 39.4 18.9
Level of Service A A C D D D B
Approach Delay(s) 2.5 44.8 42.3 0.0
Approach LOS A D D A
Intersection Summary
HCM 2000 Control Delay 31.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 56.9% ICU Level of Service B
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour plus 5 yrs-II Background,
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 1ti i" '1 Ott ' 411 i
Volume(vph) 0 604 221 98 855 0 0 0 0 333 422 587
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 1.00 0.86 0.86 0.86 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1.00
Satd.Flow(prot) 6408 1583 1522 4803 1522 4744 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.99 1.00
Satd.Flow(perm) 6408 1583 1522 4518 1522 4744 1583
Peak-hour factor,PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 0 657 240 107 929 0 0 0 0 362 459 638
RTOR Reduction(vph) 0 0 213 0 0 0 0 0 0 0 0 98
Lane Group Flow(vph) 0 657 27 96 940 0 0 0 0 199 622 540
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G(s) 10.0 10.0 34.0 44.0 34.0 34.0 34.0
Effective Green,g(s) 10.0 10.0 34.0 44.0 34.0 34.0 34.0
Actuated g/C Ratio 0.11 0.11 0.38 0.49 0.38 0.38 0.38
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 712 175 574 2316 574 1792 598
v/s Ratio Prot c0.10 0.06 c0.15
v/s Ratio Perm 0.02 0.05 0.13 0.13 c0.34
v/c Ratio 0.92 0.15 0.17 0.41 0.35 0.35 0.90
Uniform Delay.dl 39.6 36.2 18.6 14.7 20.0 20.1 26.4
Progression Factor 1.00 1.00 0.97 0.33 1.00 1.00 1.00
Incremental Delay,d2 17.5 0.4 0.1 0.1 0.4 0.1 16.9
Delay(s) 57.1 36.6 18.1 4.8 20.4 20.2 43.3
Level of Service E D B A C C D
Approach Delay(s) 51.6 6.1 0.0 30.3
Approach LOS D A A C
Intersection Summary _
HCM 2000 Control Delay 28.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 56.9% ICU Level of Service B
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 2: SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected AM Peak Hour-Build Out
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations j 4 . tilt 1q 19 4+4 r
Volume(vph) 908 490 0 0 97 67 369 236 243 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1S00
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 1.00 1.00 0.95 0.98 1.00
Satd. Flow(prot) 1522 4693 6408 1583 1522 4703 1583
Flt Permitted 0.95 0.87 1.00 1.00 0.95 0.98 1.00
Satd.Flow(perm) 1522 4157 6408 1583 1522 4703 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0 92
Adj.Flow(vph) 987 533 0 0 105 73 401 257 264 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 68 0 0 194 0 0 0
Lane Group Flow(vph) 493 1027 0 0 105 5 200 458 70 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green,G (s) 48.4 54.0 5.6 5.6 24.0 24.0 24.0
Effective Green,g(s) 48.4 54.0 5.6 5.6 24.0 24.0 24.0
Actuated g/C Ratio 0.54 0.60 0.06 0.06 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 818 2782 398 98 405 1254 422
v/s Ratio Prot c0.32 0.20 0.02
v/s Ratio Perm c0.02 0.00 c0.13 0.10 0.04
v/c Ratio 0.60 0.37 0.26 0.05 0.49 0.37 0.17
Uniform Delay,dl 14.2 9.2 40.2 39.7 27.9 26.8 25.3
Progression Factor 0.43 0.11 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.2 0.1 1.6 0.9 0.9 0.2 0.2
Delay(s) 7.3 1.1 41.8 40.6 28.8 27.0 25.5
Level of Service A A D D C C C
Approach Delay(s) 3.1 41.3 27.0 0.0
Approach LOS A D C A
Intersection Summary
r HCM 2000 Control Delay 14.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.58
I Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 67.1% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
I
I
.w
Halff Associates,Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
I
1
HCM Signalized Intersection Capacity Analysis Projected AM Peak Hour-Build Out
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ITTI r ) 444 1 414 r
Volume(vph) 0 1073 829 80 386 0 0 0 0 325 289 165
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 1.00 0.86 0.86 0.86 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.98 1.00
Satd. Flow(prot) 6408 1583 1522 4801 1522 4721 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.98 1.00
Satd. Flow(perm) 6408 1583 1522 4500 1522 4721 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 0 1166 901 87 420 0 0 0 0 353 314 179
RTOR Reduction(vph) 0 0 231 0 0 0 0 0 0 0 0 131
Lane Group Flow(vph) 0 1166 670 78 429 0 0 0 0 176 491 48
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G(s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
Effective Green,g(s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
Actuated g/C Ratio 0.42 0.42 0.18 0.60 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 2705 668 270 2753 405 1258 422
v/s Ratio Prot 0.18 c0.05 0.03
v/s Ratio Perm c0.42 0.07 c0.12 0.10 0.03
v/c Ratio 0.43 1.00 0.29 0.16 0.43 0.39 0.11
Uniform Delay,dl 18.4 26.0 32.1 7.9 27.4 27.0 25.0
Progression Factor 1.00 1.00 0.58 0.11 1.00 1.00 1.00
Incremental Delay,d2 0.1 35.7 0.6 0.0 0.7 0.2 0.1
Delay(s) 18.5 61.7 19.3 0.9 28.1 27.2 25.1
Level of Service B E B A C C C
Approach Delay(s) 37.3 3.7 0.0 26.9
Approach LOS D A A C
Intersection Summary
HCM 2000 Control Delay 29.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 67.1% ICU Level of Service C
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 2: SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Unsignalized Intersection Capacity Analysis Projected AM Peak Hour-Build Out
Movement NWL NWR NET NER SWL SWT
Lane Configurations r tt r
Volume(veh/h) 0 36 94 60 0 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 39 102 65 0 0
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 102 51 167
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 102 51 167
tC,single(s) 6.8 6.9 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 100 96 100
cM capacity(veh/h) 885 1006 1408
Direction,Lane# NW 1 NE 1 NE 2 NE 3 _
Volume Total 39 51 51 65
Volume Left 0 0 0 0
Volume Right 39 0 0 65
cSH 1006 1700 1700 1700
Volume to Capacity 0.04 0.03 0.03 0.04
Queue Length 95th(ft) 3 0 0 0
Control Delay(s) 8.7 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 8.7 0.0
Approach LOS A
Intersection Summary _
Average Delay 1.7
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period(min) 15
Halff Associates,Inc. 10: NB SH 121 Frontage Road&Local Access Rd
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour-Build Out
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations "i Oft 1111 r* 'I 4++ r
Volume(vph) 535 357 0 0 285 350 650 1138 62 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 1.00 1.00 0.95 0.99 1.00
Satd.Flow(prot) 1522 4705 6408 1583 1522 4768 1583
Flt Permitted 0.95 0.74 1.00 1.00 0.95 0.99 1.00
Satd. Flow(perm) 1522 3540 6408 1583 1522 4768 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 582 388 0 0 310 380 707 1237 67 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 129 0 0 43 0 0 0
Lane Group Flow(vph) 291 679 0 0 310 251 474 1470 24 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green,G(s) 29.3 46.0 16.7 16.7 32.0 32.0 32.0
Effective Green,g(s) 29.3 46.0 16.7 16.7 32.0 32.0 32.0
Actuated g/C Ratio 0.33 0.51 0.19 0.19 0.36 0.36 0.36
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 495 2188 1189 293 541 1695 562
v/s Ratio Prot c0.19 0.10 0.05
v/s Ratio Perm 0.06 c0.16 c0.31 0.31 0.02
v/c Ratio 0.59 0.31 0.26 0.86 0.88 0.87 0.04
Uniform Delay,dl 25.3 12.8 31.4 35.5 27.1 27.0 19.0
Progression Factor 0.22 0.01 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.3 0.1 0.5 26.3 14.7 5.0 0.0
Delay(s) 7.0 0.2 31.9 61.8 41.9 32.0 19.0
Level of Service A A C E D C B
Approach Delay(s) 2.2 48.3 33.9 0.0
Approach LOS A D C A
Intersection Summary
HCM 2000 Control Delay 28.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 54.7% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour-Build Out
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations tilt r ) 4++ 11 4+4'' r
Volume(vph) 0 556 199 126 809 0 0 0 0 336 380 529
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 1.00 0.86 0.86 0.86 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1.00
Satd. Flow(prot) 6408 1583 1522 4802 1522 4735 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.99 1.00
Satd. Flow(perm) 6408 1583 1522 4518 1522 4735 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 0 604 216 137 879 0 0 0 0 365 413 575
RTOR Reduction(vph) 0 0 192 0 0 0 0 0 0 0 0 100
Lane Group Flow(vph) 0 604 24 123 893 0 0 0 0 190 588 475
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G(s) 10.0 10.0 35.0 45.0 33.0 33.0 33.0
Effective Green,g(s) 10.0 10.0 35.0 45.0 33.0 33.0 33.0
Actuated g/C Ratio 0.11 0.11 0.39 0.50 0.37 0.37 0.37
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0 _
Lane Grp Cap(vph) 712 175 591 2369 558 1736 580
v/s Ratio Prot c0.09 0.08 c0.15
v/s Ratio Perm 0.02 0.04 0.12 0.12 c0.30
v/c Ratio 0.85 0.14 0.21 0.38 0.34 0.34 0.82
Uniform Delay,dl 39.3 36.1 18.3 13.9 20.6 20.6 25.8
Progression Factor 1.00 1.00 0.86 0.24 1.00 1.00 1.00
Incremental Delay,d2 9.3 0.4 0.1 0.1 0.4 0.1 8.8
Delay(s) 48.5 36.5 15.9 3.3 21.0 20.7 34.6
Level of Service D D B A C C C
Approach Delay(s) 45.3 4.9 0.0 26.7
Approach LOS D A A C
Intersection Summary
HCM 2000 Control Delay 24.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 54.7% ICU Level of Service A
Analysis Period(min) 15
c Critical Lane Group
Halff Associates, Inc. 2:SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Unsignalized Intersection Capacity Analysis Projected PM Peak Hour-Build Out
Movement NWL NWR NET NER SWL SWT
Lane Configurations r T+ r
Volume(veh/h) 0 152 184 18 0 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 165 200 20 0 0
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX, platoon unblocked
vC,conflicting volume 200 100 220
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 200 100 220
tC,single(s) 6.8 6.9 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 100 82 100
cM capacity(veh/h) 770 936 1347
Direction,Lane# NW 1 NE 1 NE 2 NE 3
Volume Total 165 100 100 20
Volume Left 0 0 0 0
Volume Right 165 0 0 20
cSH 936 1700 1700 1700
Volume to Capacity 0.18 0.06 0.06 0.01
Queue Length 95th(ft) 16 0 0 0
Control Delay(s) 9.7 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 9.7 0.0
i Approach LOS A
In ers Ion Summary
Average Delay 4.2
Intersection Capacity Utilization 21.2% ICU Level of Service A
Analysis Period(min) 15
Halff Associates, Inc. 10: NB SH 121 Frontage Road&Local Access Rd
I
HCM Signalized Intersection Capacity Analysis Projected AM Peak Hour-Build Out plus 5 errs
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations 19 414+ tttt j! 19 414 P
Volume(vph) 1007 526 0 0 106 72 409 261 258 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 1.00 1.00 0.95 0.98 1.00
Satd.Flow(prot) 1522 4691 6408 1583 1522 4702 1583
Flt Permitted 0.95 0.89 1.00 1.00 0.95 0.98 1.00
Satd.Flow(perm) 1522 4272 6408 1583 1522 4702 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 1095 572 0 0 115 78 445 284 280 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 74 0 0 205 0 0 0
Lane Group Flow(vph) 547 1120 0 0 115 4 222 507 75 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green,G(s) 48.9 54.0 5.1 5.1 24.0 24.0 24.0
Effective Green,g(s) 48.9 54.0 5.1 5.1 24.0 24.0 24.0
Actuated g/C Ratio 0.54 0.60 0.06 0.06 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension (s) 3.0 3.0 3.0
Lane Grp Cap(vph) 826 2790 363 89 405 1253 422
v/s Ratio Prot c0.36 0.22 0.02
v/s Ratio Perm c0.02 0.00 c0.15 0.11 0.05
v/c Ratio 0.66 0.40 0.32 0.05 0.55 0.40 0.18
Uniform Delay,dl 14.7 9.5 40.8 40.2 28.3 27.1 25.4
Progression Factor 0.44 0.11 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.8 0.1 2.3 1.1 1.5 0.2 0.2
Delay(s) 8.3 1.2 43.1 41.2 29.9 27.3 25.6
Level of Service A A D D C C C
Approach Delay(s) 3.5 42.3 27.4 0.0
Approach LOS A D C A
Intersection Summary
HCM 2000 Control Delay 14.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 73.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
in
I
I
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
MI
111
HCM Signalized Intersection Capacity Analysis Projected AM Peak Hour-Build Out plus 5 yrs
f ' ' c 4- k 4\ t r' 1 4/
Movement EBL . EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations tilt r 9 411 ) MI' i"
Volume(vph) 0 1186 920 89 427 0 0 0 0 347 321 183
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 1.00 0.86 0.86 0.86 0.86 1.00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.98 1.00
Satd. Flow(prot) 6408 1583 1522 4801 1522 4723 1583
Flt Permitted 1.00 1.00 0.95 0.93 0.95 0.98 1.00
Satd. Flow(perm) 6408 1583 1522 4487 1522 4723 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 0 1289 1000 97 464 0 0 0 0 377 349 199
RTOR Reduction(vph) 0 0 208 0 0 0 0 0 0 0 0 146
Lane Group Flow(vph) 0 1289 792 87 474 0 0 0 0 188 538 53
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G (s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
Effective Green,g(s) 38.0 38.0 16.0 54.0 24.0 24.0 24.0
Actuated g/C Ratio 0.42 0.42 0.18 0.60 0.27 0.27 0.27
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 2705 668 270 2748 405 1259 422
v/s Ratio Prot 0.20 c0.06 0.03
v/s Ratio Perm c0.50 0.07 c0.12 0.11 0.03
v/c Ratio 0.48 1.19 0.32 0.17 0.46 0.43 0.13
Uniform Delay,dl 18.8 26.0 32.3 8.0 27.6 27.3 25.0
Progression Factor 1.00 1.00 0.65 0.12 1.00 1.00 1.00
Incremental Delay,d2 0.1 98.2 0.6 0.0 0.8 0.2 0.1
Delay(s) 18.9 124.2 21.7 1.0 28.5 27.5 25.2
Level of Service B F C A C C C
Approach Delay(s) 64.9 4.2 0.0 27.2
Approach LOS E A A C
Intersection Summary
HCM 2000 Control Delay 46.7 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 73.6% ICU Level of Service D
Analysis Period(min) 15
c Critical Lane Group
Half Associates, Inc. 2:SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Unsignalized Intersection Capacity Analysis Projected AM Peak Hour-Build Out plus 5 yrs
( ►'
Movement NWL NWR NET NER SWL SWT
Lane Configurations r 4u
Volume(veh/h) 0 36 102 60 0 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 39 111 65 0 0
Pedestrians
Lane Width (ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX, platoon unblocked
vC,conflicting volume 111 55 176
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 111 55 176
tC,single(s) 6.8 6.9 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 100 96 100
cM capacity(veh/h) 874 1000 1398
Direction,Lane# NW 1 NE 1 NE 2 NE 3
Volume Total 39 55 55 65
Volume Left 0 0 0 0
Volume Right 39 0 0 65
cSH 1000 1700 1700 1700
Volume to Capacity 0.04 0.03 0.03 0.04
Queue Length 95th (ft) 3 0 0 0
Control Delay(s) 8.7 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 8.7 0.0
Approach LOS A
Intersection Summary
Average Delay 1.6
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period(min) 15
Halff Associates, Inc. 10: NB SH 121 Frontage Road&Local Access Rd
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour-Build Out plus 5 yrs
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations ) 444 liii r ' 414 r
Volume(vph) 594 391 0 0 308 380 721 1258 66 0 0 0
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 0.86 0.86 1.00 0.86 0.86 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 1.00 1.00 0.95 0.99 1.00
Satd. Flow(prot) 1522 4704 6408 1583 1522 4768 1583
Flt Permitted 0.95 0.73 1.00 1.00 0.95 0.99 1.00
Satd. Flow(perm) 1522 3503 6408 1583 1522 4768 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow(vph) 646 425 0 0 335 413 784 1367 72 0 0 0
RTOR Reduction(vph) 0 0 0 0 0 130 0 0 46 0 0 0
Lane Group Flow(vph) 323 748 0 0 335 283 525 1626 26 0 0 0
Turn Type Prot NA NA Perm Perm NA Perm
Protected Phases 5 5 6 6 8 16
Permitted Phases 6 8 16 8 16
Actuated Green, G(s) 30.0 46.0 16.0 16.0 32.0 32.0 32.0
Effective Green,g(s) 30.0 46.0 16.0 16.0 32.0 32.0 32.0
Actuated g/C Ratio 0.33 0.51 0.18 0.18 0.36 0.36 0.36
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 507 2190 1139 281 541 1695 562
v/s Ratio Prot c0.21 0.11 0.05
v/s Ratio Perm 0.06 c0.18 c0.34 0.34 0.02
v/c Ratio 0.64 0.34 0.29 1.01 0.97 0.96 0.05
Uniform Delay,dl 25.4 13.0 32.1 37.0 28.5 28.4 19.0
Progression Factor 0.23 0.02 1.00 1.00 1.00 1.00 1.00
Incremental Delay,d2 1.8 0.1 0.7 55.6 31.1 13.3 0.0
Delay(s) 7.7 0.3 32.8 92.6 59.7 41.7 19.0
Level of Service A A C F E D B
Approach Delay(s) 2.5 65.8 45.2 0.0
Approach LOS A E D A
Intersection Summary
HCM 2000 Control Delay 37.7 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 59.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Halff Associates, Inc. 1: NB SH 121 Frontage Road&Freeport Pkwy
HCM Signalized Intersection Capacity Analysis Projected PM Peak Hour-Build Out plus 5 yrs
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations HP r 9 414 'I 414 ?
Volume(vph) 0 616 221 136 893 0 0 0 0 369 422 587
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util.Factor 0.86 1.00 0.86 0.86 0.86 0.86 1 00
Frt 1.00 0.85 1.00 1.00 1.00 1.00 0,85
Flt Protected 1.00 1.00 0.95 1.00 0.95 0.99 1 00
Satd. Flow(prot) 6408 1583 1522 4802 1522 4736 1583
Flt Permitted 1.00 1.00 0.95 0.94 0.95 0.99 1,00
Satd. Flow(perm) 6408 1583 1522 4518 1522 4736 1583
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj.Flow(vph) 0 670 240 148 971 0 0 0 0 401 459 638
RTOR Reduction(vph) 0 0 213 0 0 0 0 0 0 0 0 100
Lane Group Flow(vph) 0 670 27 133 986 0 0 0 0 209 651 538
Turn Type NA Perm Prot NA Perm NA Perm
Protected Phases 2 1 2 1 4 12
Permitted Phases 2 4 12 4 12
Actuated Green,G(s) 10.0 10.0 35.0 45.0 33.0 33.0 33.0
Effective Green,g(s) 10.0 10.0 35.0 45.0 33.0 33.0 33.0
Actuated g/C Ratio 0.11 0.11 0.39 0.50 0.37 0.37 0.37
Clearance Time(s) 4.0 4.0 4.0
Vehicle Extension(s) 3.0 3.0 3.0
Lane Grp Cap(vph) 712 175 591 2369 558 1736 580
v/s Ratio Prot c0.10 0.09 c0.16
v/s Ratio Perm 0.02 0.05 0.14 0.14 c0.34
v/c Ratio 0.94 0.15 0.23 0.42 0.37 0.38 0.93
Uniform Delay.dl 39.7 36.2 18.4 14.2 20.9 20.9 27.4
Progression Factor 1.00 1.00 0.90 0.30 1.00 1.00 1.00
Incremental Delay,d2 20.5 0.4 0.1 0.1 0.4 0.1 21.0
Delay(s) 60.3 36.6 16.8 4.4 21.3 21.1 48.4
Level of Service E D B A C C D
Approach Delay(s) 54.0 5.8 0.0 32.7
Approach LOS D A A C
Intersection Summary
HCM 2000 Control Delay 29.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 16.0
Intersection Capacity Utilization 59.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Halff Associates, Inc. 2:SB SH 121 Frontage Road&Lakeside Pkwy/Freeport Pkwy
HCM Unsignalized Intersection Capacity Analysis Projected PM Peak Hour-Build Out plus 5 yrs
Movement NWL NWR NET NER SWL SWT
Lane Configurations ? r
Volume(veh/h) 0 152 204 18 0 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 165 222 20 0 0
Pedestrians
Lane Width(ft)
Walking Speed(ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 222 111 241
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 222 111 241
tC,single(s) 6.8 6.9 4.1
tC, 2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 100 82 100
cM capacity(veh/h) 746 921 1322
Direction, Lane# NW 1 NE 1 NE 2 NE 3 _
Volume Total 165 111 111 20
Volume Left 0 0 0 0
Volume Right 165 0 0 20
cSH 921 1700 1700 1700
Volume to Capacity 0.18 0.07 0.07 0.01
Queue Length 95th (ft) 16 0 0 0
Control Delay(s) 9.8 0.0 0.0 0.0
Lane LOS A
Approach Delay(s) 9.8 0.0
Approach LOS A
Intersection Summary
Average Delay 4.0
Intersection Capacity Utilization 21.7% ICU Level of Service A
Analysis Period(min) 15
Halff Associates, Inc. 10: NB SH 121 Frontage Road&Local Access Rd