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Prologis Park One Twenty One- CS 20190715TABLE OF CONTENTS INTRODUCTION .......................................................................................................................... 1 SITE ACCESSIBILITY.................................................................................................................. 5 PROPOSED DEVELOPMENT...................................................................................................... 9 TRAFFIC VOLUMES .................................................................................................................. 11 TRIP DISTRIBUTION AND ASSIGNMENT ............................................................................ 15 INTERSECTION CAPACITY ANALYSES ............................................................................... 27 ACCESS MANAGEMENT ANALYSES .................................................................................... 34 CONCLUSIONS & RECOMMENDATIONS ............................................................................. 37 APPENDIX ................................................................................................................................... 39 LIST OF TABLES Table 1: Trip Generation Characteristics for Proposed QT 1964 and Archway 121 Development ............................................................................................................................................... 10 Table 2: Historical Traffic Counts ............................................................................................... 11 Table 3: Level of Service Criteria for Signalized Intersections ................................................... 28 Table 4: Level of Service Criteria for Unsignalized Intersections .............................................. 28 Table 5: Capacity Analysis Results - Existing Traffic Conditions .............................................. 29 Table 6: Driveway Analysis Results – Phase 1 Build-Out Year (2020) Total Traffic Conditions ............................................................................................................................................... 30 Table 7: Capacity Analysis Results – Phase 2 Build-Out Year (2024) Traffic Conditions ......... 31 Table 8: Capacity Analysis Results – Phase 2 Build-Out Year (2024) Traffic Conditions (Mitigation) ........................................................................................................................... 33 Table 9: Right Turn Deceleration Lane Analysis Results ........................................................... 34 Table 10: Intersection Sight Distance Evaluation ........................................................................ 35 LIST OF FIGURES Figure 1: Vicinity Map of the Study Area ..................................................................................... 2 Figure 2A: Proposed QT 1964 Site Plan........................................................................................ 3 Figure 2B: Proposed Concept Plan ................................................................................................ 4 Figure 3: Existing Intersection Lane Configurations ..................................................................... 7 Figure 4: Proposed Intersection Lane Configurations ................................................................... 8 Figure 5: Existing Peak Hour Traffic Volumes ........................................................................... 12 Figure 6: Phase 1 Build-Out Year (2020) Background Peak Hour Traffic Volumes .................. 13 Figure 7: Phase 2 Build-Out Year (2024) Background Peak Hour Traffic Volumes .................. 14 Figure 8: Phase 1 (QT) Assumed Directional Distribution – New Trips .................................... 16 Figure 9: Phase 1 (QT) Assumed Directional Distribution – AM Peak Hour Pass-by Trips ...... 17 Figure 10: Phase 1 (QT) Assumed Directional Distribution – PM Peak Hour Pass-by Trips ..... 18 Figure 11: Phase 2 (Retail) Assumed Directional Distribution ................................................... 19 Figure 12: Phase 2 (Hotel) Assumed Directional Distribution .................................................... 20 Figure 13: Phase 2 (Office) Assumed Directional Distribution ................................................... 21 Figure 14: Phase 1 (QT) Site Generated Peak Hour Traffic Volumes ........................................ 22 Figure 15: Phase 2 (Retail + Hotel + Office) Site Generated Peak Hour Traffic Volumes ......... 23 Figure 16: Phase 1 + Phase 2 Site Generated Peak Hour Traffic Volumes ................................. 24 Figure 17: Phase 1 Build-Out Year (2020) Total Peak Hour Traffic Volumes ........................... 25 Figure 18: Phase 2 Build-Out Year (2024) Total Peak Hour Traffic Volumes ........................... 26 Traffic Impact Analysis for QT 1964 – Coppell, TX Page 1 INTRODUCTION This traffic study was conducted to analyze the potential traffic impacts of the proposed QT 1964 facility and the Archway 121 development which will be located on the southeast corner of the intersection of the SH 121 Northbound Frontage Road (NBFR) and Freeport Parkway in Coppell, Texas. The proposed QT 1964 facility will be one component of a multi-use development (Archway 121) containing retail, office and hotel land uses. A vicinity map of the study area is provided in Figure 1. The development is planned in two phases. The build-out of Phase 1 is planned for 2020 and will consist only of the QT 1964 facility (Figure 2A). Phase 2 build-out is anticipated to occur within five years (2024) and will consist of the rest of the development (retail, office and hotel land uses) with the Concept Plan for the site provided in Figure 2B. The following elements were included in this study: Data Collection  Obtained historical average daily traffic (ADT) volumes on roadways in the study area.  Collected weekday AM and PM peak hour turning movement volumes at the following four (4) intersections on Tuesday, March 19, 2019: o Freeport Parkway and SH 121 Southbound Frontage Road (SBFR), o Freeport Parkway and SH 121 Northbound Frontage Road (NBFR), o Freeport Parkway and Northwestern Drive, and o SH 121 NBFR and Northwestern Drive  Obtained the proposed site plan, information related to planned roadway improvements, and other relevant information. Traffic Analysis  Assessed the general accessibility of the site.  Estimated the number of trips that will be generated by the proposed development.  Estimated the directional distribution of traffic approaching / departing the proposed development.  Assigned the estimated traffic to the street network.  Performed capacity analyses for the critical intersections within the study area. Recommendations  Determined if any roadway improvements are needed to accommodate projected traffic generated by the proposed development. Documentation  Prepared a report documenting the study procedures and results. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 2 Figure 1: Vicinity Map of the Study Area Proposed QT 1964 N Northwestern Dr Traffic Impact Analysis for QT 1964 – Coppell, TX Page 5 SITE ACCESSIBILITY Site accessibility describes the ease with which vehicles can get to and from a development. A site’s accessibility is affected by the geographical location of the development with respect to other activity areas, the roadway system, and physical restraints such as rivers or lakes. The proposed QT 1964 and Archway 121 development will be located on the southeast corner of the intersection of the SH 121 NBFR and Freeport Parkway in Coppell, Texas. Access to the QT 1964 facility and the Archway 121 development will be provided by five (5) driveways, three (3) of which will be constructed as part of Phase 1 of the development:  SH 121 NBFR Driveway (Driveway 1): A right-in/right-out (RIRO) driveway along the SH 121 NBFR located approximately 375 feet south of the intersection with Freeport Parkway. Driveway 1 will be open at Phase 1 build-out.  Freeport Parkway Driveway (Driveway 2): A RIRO driveway along eastbound Freeport Parkway that will be located approximately 270 feet east of the SH 121 NBFR. Driveway 2 will be open at Phase 1 build-out.  Northwestern Drive Eastern Driveway (Driveway 3): A full access driveway on Northwestern Drive approximately 225 feet south of Freeport Parkway. Driveway 3 will be open at Phase 1 build-out.  Northwestern Drive Southern Driveway (Driveway 4): A full access driveway on Northwestern Drive approximately 235 feet east of Driveway 5. Driveway 4 will be open at Phase 2 build-out.  Northwestern Drive Southwestern Driveway (Driveway 5): A full access driveway on Northwestern Drive approximately 180 feet east of the SH 121 NBFR. Driveway 5 will be open at Phase 2 build-out. The existing lane configurations for the roadways and the critical intersections within the study area are provided in Figure 3. This figure also includes the proposed lane re-assignments to Freeport Parkway within the inside of the SH 121 frontage road intersections proposed by the City of Coppell. A description of the study area roadways includes: SH 121 – SH 121 is directly west of the proposed facility and is an eight-lane freeway through the study area with a posted speed limit of 55 miles per hour (mph). On either side of the SH 121 freeway are one-way frontage roads. The US 75 Northbound Frontage Road borders the proposed facility to the west and exists as a three-lane roadway with a speed limit of 45 mph. The SH 121 Southbound Frontage Road is also a three-lane roadway. Freeport Parkway – Freeport Parkway borders the proposed facility to the north and is a six-lane divided roadway with a posted speed limit of 40 mph. On the western side of SH 121, Freeport Parkway becomes Lakeside Parkway and transitions into a four-lane divided roadway inside the city limits of Grapevine. Freeport Parkway is classified as a Boulevard in the City of Coppell Thoroughfare Plan, and Lakeside Parkway is classified as a Major Arterial in the City of Grapevine Thoroughfare Plan. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 6 Northwestern Drive – Northwestern Drive forms the remainder of the border for the proposed development, connecting SH 121 on the southwest, then curving and connecting to Freeport Parkway to the north. It is a two-lane undivided roadway with a posted speed limit of 30 mph and is not classified in the City of Coppell Thoroughfare Plan. The proposed site access driveway locations and lane configurations are shown in Figure 4. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 9 PROPOSED DEVELOPMENT The proposed QT 1964 facility (Phase 1) is planned to consist of a 4,977 square foot QuikTrip convenience store with sixteen (16) vehicular fueling positions. Phase 2 of the proposed development will include 15,400 square feet of multi-tenant retail, 73,720 square feet of office space and a 12,000 square feet hotel with 131 rooms. Based on discussions with the developer, the Build-Out Year of the proposed QT 1964 (Phase 1) will occur in 2020. The Phase 2 Build-Out Year is planned to occur in 2024. The number of trips generated by the QT facility and the Phase 2 land uses is a function of the type and quantity of land use for the development. The number of vehicle trips generated by the proposed development was estimated based on the trip generation rates and equations provided in the publication entitled Trip Generation Manual, 10th Edition, by the Institute of Transportation Engineers (ITE). Estimates of the number of trips generated by the site were made for the AM and PM peak hours, as well as on a daily basis. The trip generation rates and the directional splits for this development are shown in Table 1. Table 1 also presents the number of trips generated by the proposed development at Build-Out. When a motorist makes an intermediate stop at an adjacent land use during their journey to their primary trip destination, they are said to have made a pass-by trip. Pass-by trips are not new traffic generated by a development as these trips are attracted out of the existing traffic streams adjacent to the site. The ITE Trip Generation Handbook publishes average pass-by rates for different land uses based on studies at similar types of developments. For a super convenience market/gas station land use, information in this Handbook indicates pass-by percentages of 76 percent during the AM and PM peak hours. As a result, the majority of traffic generated by the planned QT during the AM and PM peak hours is projected to be traffic that is already traveling on the adjacent roadways and passing by this site. While the other land uses in this development generate pass-by trips (retail land uses have a pass-by percentage of 32 percent during the PM peak hour), this study only considers the impact of pass-by vehicles for the QT 1964 facility. In a mixed-use development, land uses tend to interact and thus attract a portion of each other’s trip generation, such as trips between the hotel and retail, office and retail and the other land uses with the QT 1964 facility. This phenomenon is known as “internal capture” and results in a lesser number of trips assumed to use the external roadway system. However, to provide a conservative estimate of the impact of this site, internal capture was not applied. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 10 Table 1: Trip Generation Characteristics for Proposed QT 1964 and Archway 121 Development Rates1 Description ITE Code Average Weekday AM Peak Hour PM Peak Hour Super Convenience Market/Gas Station 960 T = 230.52(X) T = 28.08(X) T = 22.96(X) Retail 820 Ln(T) = 0.68 * Ln(Y) + 5.57 T = 0.50(Y) + 151.78 Ln(T) = 0.74 * Ln(Y) + 2.89 Hotel 310 T = 11.29(Z) - 426.97 T = 0.50(Z) - 5.34 T = 0.75(Z) - 26.02 General Office Building 710 Ln(T) = 0.97 * Ln(Y) + 2.50 T = 0.94(Y) + 26.49 Ln(T) = 0.95 * Ln(Y) + 0.36 Directional Split2 Description ITE Code Average Weekday AM Peak Hour PM Peak Hour Super Convenience Market/Gas Station 960 50 / 50 50 / 50 50 / 50 Retail 820 50 / 50 62 / 38 48 / 52 Hotel 310 50 / 50 59 / 41 51 / 49 General Office Building 710 50 / 50 86 / 14 16 / 84 Number of Trips Land Use Variable3 Average Weekday AM Peak Hour PM Peak Hour Total In Out Total In Out Total In Out Super Convenience Market/Gas Station 16 vfp 3,690 1,845 1,845 450 225 225 368 184 184 Total Pass-By Trips4 --- --- --- 342 171 171 280 140 140 Phase 1 Total New Trips 3,690 1,845 1,845 108 54 54 88 44 44 Retail 15,400 ft2 1,686 843 843 159 99 60 136 65 71 Hotel 131 rooms 1,054 527 527 60 35 25 72 37 35 General Office Building 73,720 ft2 790 395 395 96 83 13 85 14 71 Phase 2 Total New Trips 3,530 1,765 1,765 315 217 98 293 116 177 TOTAL NEW TRIPS 7,220 3,610 3,610 423 271 152 381 160 221 1T = Trips Ends; X = Number of Fueling Positions; Y = 1,000 square feet of gross floor area; Z = Number of Rooms 2XX / YY = % entering vehicles / % exiting vehicles 3VFP = Vehicle Fueling Positions 4ITE Trip Generation Handbook data indicates 76% pass-by traffic during both the AM and PM peak hours Traffic Impact Analysis for QT 1964 – Coppell, TX Page 11 TRAFFIC VOLUMES Existing Traffic Volumes Existing AM and PM peak period turning movement volumes were collected at the four study intersections on Tuesday, March 19, 2019:  Freeport Parkway and SH 121 SBFR,  Freeport Parkway and SH 121 NBFR,  Freeport Parkway and Northwestern Drive, and  SH 121 NBFR and Northwestern Drive. The AM peak hour occurred between 7:15 AM and 8:15 AM, while the PM peak hour occurred between 4:45 PM and 5:45 PM. Figure 5 summarizes the existing traffic volumes collected for this project and the raw traffic count data is provided in the Appendix. Background Traffic Volumes Historical 24-hour traffic volumes in the study area were obtained from TxDOT’s online Statewide Planning Map and are presented in Table 2. Table 2: Historical Traffic Counts Year Location NB SH 121 (S of Freeport Pkwy) SB SH 121 (S of Freeport Pkwy) 2011 102,000 90,000 2012 103,000 107,000 2013 98,746 132,548 2014 101,369 105,353 2015 125,889 109,671 2016 131,574 131,128 2017 133,051 128,069 Average Growth 5% 6% The traffic volumes in Table 2 show that traffic in the study area has fluctuated over the previous seven-year period, which can be attributed to the SH 121 widening project which occurred within this timeframe. Due to the fluctuation in volumes in the area, an annual growth rate of three percent (3%) was used in this analysis in determining traffic conditions under Phase 1 (2020) and Phase 2 (2024) Build-Out Background conditions. To develop background traffic volumes under the build- out year conditions, the existing traffic volumes were grown using this average annual rate (3%). The Phase 1 Build-Out Year (2020) and Phase 2 Build-Out Year (2024) Background traffic volumes at the study intersections are provided in Figure 6 and Figure 7, respectively. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 15 TRIP DISTRIBUTION AND ASSIGNMENT Trip Distribution The existing traffic volumes and roadways in the area, along with the proposed site layout, were used to determine the directions from which traffic would approach and depart the proposed QT facility (Phase 1) and Archway 121 (Phase 2) development. The assumed directional distribution for new trips generated by the QT 1964 facility (Phase 1) is provided in Figure 8. Figure 9 (AM peak hour) and Figure 10 (PM peak hour) provide the assumed directional distributions resulting from the pass-by trips for the QT 1964 facility. Given the location of the remaining land uses within the Archway 121 development and the different trip characteristics, separate directional distributions were assumed for each land use and are shown in Figure 11 (retail), Figure 12 (hotel) and Figure 13 (office). Site Traffic Volumes Traffic volumes expected to be generated by the proposed development were assigned to the area roadways and site access points based on the directional distribution identified in Figures 8 through 13. The estimated Phase 1 and Phase 2 development site generated traffic volumes for the AM and PM peak hours are shown in Figure 14 and Figure 15, respectively. As stated previously, pass-by trips were only considered for the proposed QT 1964 development. The site generated traffic volumes for the entire development (Phase 1 + Phase 2) are provided in Figure 16 and were obtained by adding the trips from Phase 1 (Figure 14) and Phase 2 (Figure 15). Total Traffic Conditions Total (background + site) peak hour traffic conditions at Phase 1 Build-Out Year (2020) of the proposed development were obtained by adding the Phase 1 site traffic volumes (Figure 14) to the Phase 1 Build-Out Year (2020) Background traffic volumes (Figure 6) and are shown in Figure 17. Phase 2 Build-Out Year (2024) Total peak hour traffic conditions (Figure 18) were obtained by adding the total (Phase 1 + Phase 2) site traffic volumes (Figure 16) to the Phase 2 Build-Out Year (2024) Background traffic volumes (Figure 7). Traffic Impact Analysis for QT 1964 – Coppell, TX Page 27 INTERSECTION CAPACITY ANALYSES The Level of Service (LOS) of an intersection is a qualitative measure of capacity and operating conditions and is directly related to vehicle delay. The LOS criteria for a signalized intersection are shown in Table 3. LOS is given a letter designation from A to F, with LOS A representing very short delays (less than 10 seconds of average control delay per vehicle) and LOS F representing very long delays (more than 80 seconds of average control delay per vehicle). LOS D, ranging from 35.1 to 55.0 seconds of average control delay per vehicle, is typically considered the minimum acceptable condition. For unsignalized intersections, the levels of service, as shown in Table 4, are defined by average control delay in seconds per vehicle. LOS D (ranging from 25.1 to 35 seconds of average delay per vehicle) is considered the minimum acceptable condition for an unsignalized intersection. Capacity analyses were conducted for the study area intersections under the following analysis scenarios:  Existing (2019) Traffic Conditions  Phase 2 Build-Out Year (2024) Background Traffic Conditions  Phase 2 Build-Out Year (2024) Total Traffic Conditions As previously mentioned, Phase 1 Build-Out consists of only the QT development, while Phase 2 Build-Out consists of the entire Archway 121 development, including retail, hotel, and office land uses in addition to the QT. Based on discussions with City of Coppell staff, only the proposed driveways were analyzed under Phase 1 conditions. The intersection capacity analyses were conducted using HCM methodologies in the Synchro 10 traffic analysis software package. For existing and background conditions, the intersection lane configurations provided in Figure 3 were used. For total conditions, the additional driveway configurations provided in Figure 4 were also used. The existing signal timing data at the SH 121 Frontage Road intersections with Freeport Parkway was provided by City of Grapevine staff and used under all scenarios. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 28 Table 3: Level of Service Criteria for Signalized Intersections Level-of-Service (LOS) Average Control Delay (seconds/vehicle) Description A ≤ 10.0 Very low vehicle delays, free flow, signal progression extremely favorable, most vehicles arrive during given signal phase. B 10.1 to 20.0 Good signal progression, more vehicles stop and experience higher delays than for LOS A. C 20.1 to 35.0 Stable flow, fair signal progression, significant number of vehicles stop at signals. D 35.1 to 55.0 Congestion noticeable, longer delays and unfavorable signal progression, many vehicles stop at signals. E 55.1 to 80.0 Limit of acceptable delay, unstable flow, poor signal progression, traffic near roadway capacity, frequent cycle failures. F > 80.0 Unacceptable delays, extremely unstable flow and congestion, traffic exceeds roadway capacity, stop-and-go conditions. SOURCE: Highway Capacity Manual (HCM) 6th Edition, Transportation Research Board, 2016 Table 4: Level of Service Criteria for Unsignalized Intersections Level-of-Service (LOS) Average Control Delay (seconds/vehicle) Description A ≤ 10.0 No delays at intersections with continuous flow of traffic. Uncongested operations: high frequency of long gaps available for all left and right turning traffic. No observable queues. B 10.1 to 15.0 No delays at intersections with continuous flow of traffic. Uncongested operations: high frequency of long gaps available for all left and right turning traffic. No observable queues. C 15.1 to 25.0 Moderate delays at intersections with satisfactory to good traffic flow. Light congestion; infrequent backups on critical approaches. D 25.1 to 35.0 Increased probability of delays along every approach. Significant congestion on critical approaches, but intersection functional. No standing long lines formed. E 35.1 to 50.0 Heavy traffic flow condition. Heavy delays probable. No available gaps for cross-street traffic or main street turning traffic. Limit of stable flow. F > 50.0 Unstable traffic flow. Heavy congestion. Traffic moves in forced flow condition. Average delays greater than one minute highly probable. Total breakdown. SOURCE: Highway Capacity Manual (HCM) 6th Edition, Transportation Research Board, 2016 Traffic Impact Analysis for QT 1964 – Coppell, TX Page 29 Existing Traffic Conditions The existing lane configurations shown in Figure 3 and the existing traffic volumes shown in Figure 5 (Existing) and Figure 7 (Phase 2 Build-Out Year (2024) Background) were used for the existing analyses. Table 5 presents the analysis results for the study intersections under Existing (2019) conditions. The shaded cells indicate intersections or approaches which are currently operating below LOS D. Table 5: Capacity Analysis Results - Existing Traffic Conditions 1: Freeport Parkway and SH 121 Southbound Frontage Road (Signalized) Scenario Peak Hour Intersection EB WB NB SB Existing Conditions AM 226.9 (F)1 53.5 (D) 0.1 (A) --- >300 (F) PM 53.9 (D) 33.7 (C) 2.5 (A) --- 132.7 (F) 2: Freeport Parkway and SH 121 Northbound Frontage Road (Signalized) Scenario Peak Hour Intersection EB WB NB SB Existing Conditions AM 20.5 (C) 2.6 (A) 36.6 (D) 51.9 (D) --- PM 52.1 (D) 5.5 (A) 72.9 (E) 56.0 (E) --- 3: Freeport Parkway and Northwestern Drive (Side-Street Stop Control) Scenario Peak Hour Intersection2 EB LT WB LT NB SB Existing Conditions AM --- 9.9 (A) 21.2 (C) 16.9 (C) 11.0 (B) PM --- 23.7 (C) 0.0 (A) 55.0 (F) 28.2 (D) 4: SH 121 Northbound Frontage Road and Northwestern Drive (Side-Street Stop Control) Scenario Peak Hour Intersection EB WB NB SB Existing Conditions AM --- --- 0.0 (A) 0.0 (A) --- PM --- --- 9.7 (A) 0.0 (A) --- 1 Delay in seconds/vehicle (Level of Service) 2 HCM methodology does not provide intersection-wide delay/level of service for Side-Street Stop Control analysis The analysis results in Table 5 indicate that the Freeport Parkway and SH 121 SBFR intersection currently operates at a LOS F during the AM peak hour. This operation is a result of the delays primarily experienced by the southbound approach at this intersection. While the existing intersections operate at acceptable levels of service during the PM peak hour, there are approaches at the SH 121 SBFR (SB), SH 121 NBFR (WB + NB) and the Northwestern Drive (NB) intersections on Freeport Parkway which operate below LOS D. The approaches to the SH 121 Frontage Road intersection operating at LOS E are a result of the high left or right turning vehicles (469 to 726 turns per hour) in a single lane on these approaches. At the Freeport Parkway and Northwestern Drive intersection, the high northbound delay is experienced by the low northbound traffic (13 vehicles) trying to cross or access the high volumes on Freeport Parkway during the PM peak hour, specifically the 1,248 westbound vehicles on Freeport Parkway. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 30 Phase 1 Build-Out Year (2020) Total Traffic Conditions As directed by City staff, only the analysis of driveway operations were performed under Phase 1 Build-Out Year (2020) conditions for the three driveways being constructed as part of the QT 1964 facility (Phase 1):  Driveway 1 at the SH 121 NBFR,  Driveway 2 at Freeport Parkway, and  Driveway 3 at Northwestern Drive. The driveway analysis results for Phase 1 Build-Out Year (2020) Total Traffic conditions are shown in Table 6. As shown by these results, the approaches and movements at the Phase 1 driveways are predicted to operate at acceptable levels of service. Table 6: Driveway Analysis Results – Phase 1 Build-Out Year (2020) Total Traffic Conditions Driveway 1 at SH 121 NBFR Phase 1 Build-Out (2020) Total Conditions Peak Hour SH 121 NBFR Through Traffic Site Traffic Enter (NB Right) Exit (WB Right) --- ---- Traffic Volumes AM 871 70 81 --- --- PM 883 53 62 --- --- Delay and LOS AM 0.0 (A) 1 0.0 (A) 14.7 (B) --- --- PM 0.0 (A) 0.0 (A) 14.3 (B) --- --- Driveway 2 at Freeport Parkway Phase 1 Build-Out (2020) Total Conditions Peak Hour Freeport Parkway Through Traffic Site Traffic Enter (EB Right) Exit (NB Right) --- ---- Traffic Volumes AM 1,294 122 98 --- --- PM 502 47 27 --- --- Delay and LOS AM 0.0 (A) 0.0 (A) 23.9 (C) --- --- PM 0.0 (A) 0.0 (A) 11.4 (B) --- --- Driveway 3 at Northwestern Drive Phase 1 Build-Out (2020) Total Conditions Peak Hour Northwestern Dr Through Traffic Site Traffic Enter (SB Right) Enter (NB Left) Exit (EB Left) Exit (EB Right) Traffic Volumes AM 24 33 0 47 0 PM 5 84 0 95 0 Delay and LOS AM 0.0 (A) 0.0 (A) --- 8.9 (A) --- PM 0.0 (A) 0.0 (A) --- 9.3 (A) --- 1 Delay in seconds/vehicle (Level of Service) Traffic Impact Analysis for QT 1964 – Coppell, TX Page 31 Phase 2 Build-Out Year (2024) Conditions The existing lane configurations shown in Figure 3 and the Phase 2 Build-Out Year (2024) Background traffic volumes shown in Figure 7 were used for the Phase 2 Build-Out Year (2024) Background analyses. For Phase 2 Build-Out Year (2024) Total traffic conditions, the study area intersections were analyzed in Synchro using the lane configurations identified in Figure 4 and the projected Phase 2 Build-Out Year (2024) Total traffic volumes in Figure 18. Table 7 presents the analysis results for the study intersections under Phase 2 Build-Out Year (2024) Background and Total traffic conditions. The shaded cells indicate intersections or approaches which are predicted to operate below LOS D. Table 7: Capacity Analysis Results – Phase 2 Build-Out Year (2024) Traffic Conditions 1: Freeport Parkway and SH 121 Southbound Frontage Road (Signalized) Scenario Peak Hour Intersection EB WB NB SB Phase 2 Build-Out Year (2024) Background Conditions AM >300 (F)1 89.1 (F) 0.7 (A) --- >300 (F) PM 92.8 (F) 33.9 (C) 52.1 (D) --- 189.6 (F) Phase 2 Build-Out Year (2024) Total Conditions AM >300 (F) 95.3 (F) 0.7 (A) --- >300 (F) PM 92.5 (F) 34.3 (C) 52.0 (D) --- 189.6 (F) 2: Freeport Parkway and SH 121 Northbound Frontage Road (Signalized) Scenario Peak Hour Intersection EB WB NB SB Phase 2 Build-Out Year (2024) Background Conditions AM 43.0 (D) 37.3 (D) 38.8 (D) 56.6 (E) --- PM 97.4 (F) 3.2 (A) 156.3 (F) 76.0 (E) --- Phase 2 Build-Out Year (2024) Total Conditions AM 44.7 (D) 38.7 (D) 39.7 (D) 59.3 (E) --- PM 106.4 (F) 2.9 (A) 174.1 (F) 81.9 (F) --- 3: Freeport Parkway and Northwestern Drive (Side-Street Stop Control) Scenario Peak Hour Intersection2 EB LT WB LT NB SB Phase 2 Build-Out Year (2024) Background Conditions AM --- 10.3 (B) 26.3 (D) 19.2 (C) 11.5 (B) PM --- 44.1 (E) 0.0 (A) 186.1 (F) 49.0 (E) Phase 2 Build-Out Year (2024) Total Conditions AM --- 10.2 (B) 44.2 (E) >300 (F) 45.9 (E) PM --- 34.4 (D) 12.4 (B) >300 (F) 207.8 (F) 1 Delay in seconds/vehicle (Level of Service) 2 HCM methodology does not provide intersection-wide delay/level of service for Side-Street Stop Controlled intersections Traffic Impact Analysis for QT 1964 – Coppell, TX Page 32 Table 7: Capacity Analysis Results – Phase 2 Build-Out Year (2024) Traffic Conditions (continued) 4: SH 121 Northbound Frontage Road and Northwestern Drive (Side-Street Stop Control) Scenario Peak Hour Intersection2 EB WB NB SB Phase 2 Build-Out Year (2024) Background Conditions AM --- --- 0.0 (A)1 0.0 (A) --- PM --- --- 9.8 (A) 0.0 (A) --- Phase 2 Build-Out Year (2024) Total Conditions AM --- --- 9.6 (A) 0.0 (A) --- PM --- --- 10.2 (B) 0.0 (A) --- 5: SH 121 Northbound Frontage Road and Driveway 1 (Side Street Stop Control) Scenario Peak Hour Intersection EB WB NB SB Phase 2 Build-Out Year (2024) Total Conditions AM --- --- 18.7 (C) 0.0 (A) --- PM --- --- 20.5 (C) 0.0 (A) --- 6: Freeport Parkway and Driveway 2 (Side Street Stop Control) Scenario Peak Hour Intersection EB WB NB SB Phase 2 Build-Out Year (2024) Total Conditions AM --- 0.0 (A) --- 32.2 (D) --- PM --- 0.0 (A) --- 12.0 (B) --- 7: Northwestern Drive and Driveway 3 (Side Street Stop Control) Scenario Peak Hour Intersection EB WB NB LT SB Phase 2 Build-Out Year (2024) Total Conditions AM --- 9.7 (A) --- 7.6 (A) 0.0 (A) PM --- 9.8 (A) --- 9.8 (A) 0.0 (A) 8: Northwestern Drive and Driveway 4 (Side Street Stop Control) Scenario Peak Hour Intersection EB LT WB NB SB Phase 2 Build-Out Year (2024) Total Conditions AM --- 7.4 (A) 0.0 (A) --- 8.6 (A) PM --- 7.2 (A) 0.0 (A) --- 8.6 (A) 9: Northwestern Drive and Driveway 5 (Side Street Stop Control) Scenario Peak Hour Intersection EB LT WB NB SB Phase 2 Build-Out Year (2024) Total Conditions AM --- 7.3 (A) 0.0 (A) --- 8.6 (A) PM --- 7.3 (A) 0.0 (A) --- 8.6 (A) 1 Delay in seconds/vehicle (Level of Service) 2 HCM methodology does not provide intersection-wide delay/level of service for Side-Street Stop Controlled intersections The analysis results in Table 7 indicate that the existing SH 121 Frontage Road intersections on Freeport Parkway are predicted to operate at the same levels of service under Phase 2 Build-Out Year (2024) Total conditions as Phase 2 Build-Out Year (2024) Background conditions. Traffic generated by the proposed QT and Archway 121 development is not predicted to have an adverse Traffic Impact Analysis for QT 1964 – Coppell, TX Page 33 impact to the SH 121 Frontage Road intersections. With the recent completion of the SH 121 widening project, the approaches to the Freeport Parkway and SH 121 Frontage Road intersections are constructed to their ultimate configuration. Any measures to reduce delays and improve operations at these intersections will need to consist of lane assignment or signal timing modifications. At the Freeport Parkway and Northwestern Drive intersection, the single-lane northbound and/or southbound approaches are predicted to operate at LOS E or LOS F under Phase 2 Build-Out Year (2024) Background (PM peak hour) and Total (AM and PM peak hour) conditions. Additionally, left turns from Freeport Parkway to Northwestern Drive are also predicted to incur delays associated with LOS E. This predicted operation is a result of the high traffic volumes on Freeport Parkway in the peak direction (1,650 eastbound vehicles during the AM peak hour and 1,400+ westbound vehicles during the PM peak hour). As a result of pass-by traffic for the QT 1964 facility being moved from the westbound through movement to the westbound left turn during the PM peak period, the delays for the eastbound left turn movement is predicted to improve under Build-Out Year (2024) Total conditions. If delays for northbound traffic on Northwestern Drive at the Freeport Parkway intersection generated by the QT 1964 and Archway 121 development become too high, motorists have the option to use Driveway 1 or the Northwestern Drive intersection with the SH 121 Northbound Frontage. Potential mitigation at the Freeport Parkway and Northwestern Drive intersection includes widening the side street approaches to provide exclusive turning lanes or signalizing this intersection. The results of installing a traffic signal at the Freeport Parkway and Northwestern Drive intersection is shown in Table 8 and indicates that the intersection and approaches are predicted to operate at acceptable levels of service under signalization. Table 8: Capacity Analysis Results – Phase 2 Build-Out Year (2024) Traffic Conditions (Mitigation) 3: Freeport Parkway and Northwestern Drive (Signalized) Scenario Peak Hour Intersection EB WB NB SB Phase 2 Build-Out Year (2024) Total Conditions AM 12.2 (B)1 12.0 (B) 9.3 (A) 31.5 (C) 12.0 (B) PM 18.1 (B) 14.4 (B) 18.9 (B) 39.2 (D) 7.2 (A) 1 Delay in seconds/vehicle (Level of Service) Traffic Impact Analysis for QT 1964 – Coppell, TX Page 34 ACCESS MANAGEMENT ANALYSES As part of this study, access management analyses were performed to consider the need for deceleration lanes and to determine if adequate driveway spacing and intersection sight distance is provided for the proposed site driveways. Right Turn Deceleration Lane Analysis The proposed site driveways for the proposed development along the SH 121 NBFR and Freeport Parkway were analyzed to determine the need for right turn deceleration lanes. Absent of City guidelines, TxDOT’s guidelines were used. Guidelines in TxDOT’s Access Management Manual state that:  For roadways with a posted speed limit less than or equal to 45 mph, a right turn deceleration lane should be considered when peak right turn volumes are greater than 60 vehicles per hour. Table 9 summarizes the projected right turn volumes under Phase 2 Build-Out Year (2024) Total traffic conditions. Table 9: Right Turn Deceleration Lane Analysis Results Intersection Approach Speed Limit (mph) Threshold (vph) Volume (vph) AM (PM) Exceeds Threshold? AM (PM) Driveway 1 at SH 121 Northbound Frontage Road NB 45 60 152 (99) YES (YES) Driveway 2 at Freeport Parkway EB 40 60 129 (68) YES (YES) As shown in Table 9, the northbound right turn volumes on the SH 121 Northbound Frontage Road at Driveway 1 are predicted to exceed TxDOT’s threshold for the consideration of a right turn deceleration lane during the Phase 2 Build-Out Year (2024) AM and PM peak hours. A northbound right turn deceleration lane is proposed to be constructed as part of the Phase 1 construction of the site. At Driveway 2 on Freeport Parkway, eastbound right turn volumes are also predicted to exceed the guidelines for consideration of a right turn deceleration lane during the Phase 2 Build-Out Year (2024) AM and PM peak hours. An eastbound right turn deceleration lane is recommended to be constructed as part of the Phase 1 construction of the site. Intersection Sight Distance As part of this traffic analysis, the available and required intersection sight distances for motorists accessing the adjacent roadway from the proposed site driveways were analyzed. The sight distances required were estimated using the procedures developed by the American Association of State Highway and Transportation Officials (AASHTO) and published in the 2018 edition of A Traffic Impact Analysis for QT 1964 – Coppell, TX Page 35 Policy on Geometric Design of Highways and Streets. At this location, the motorist should be able to see if and when adequate gaps exist to perform their desired maneuver. Table 10 presents the required and available sight distances for vehicles exiting the proposed site driveways. Table 10: Intersection Sight Distance Evaluation Major Roadway SH 121 NBFR Freeport Parkway Northwestern Drive Posted Speed Limit 45 mph 40 mph 30 mph Minor Roadway Driveway 11 Driveway 21 Driveway 3 Driveway 4 Driveway 5 Design Vehicle Passenger Car Required Intersection Sight Distance 430’ 385’ 335’ 335’ 335’ Available Sight Distance to the Left ~500’ ~700’ >700’ ~275’ ~385’ Available Sight Distance to the Right N/A N/A ~425’ ~445’ to intersection ~ 195’ to intersection Available > Required To the Left Yes Yes Yes NO Yes To the Right N/A N/A Yes Yes NO 1 Right-in/right-out driveway The field investigation results of the available sight distance indicate that adequate intersection sight distance is predicted to be provided at all proposed site driveways except Driveway 4 and Driveway 5 on Freeport Parkway based on conditions that currently exist in the field. Currently, sight distance at Driveway 4 is restricted to the left (north) as a result of the existing berm on the property. When this driveway is constructed, it is recommended that the berm be removed to allow adequate intersection sight distance for vehicles exiting this driveway. It is assumed that the as part of development of this property, the berm will be removed. Although the available sight distance to the right (or west) identified in Table 9 is less than the required sight distance, exiting vehicles at this driveway are able to observe operations at the adjacent stop- controlled intersection of the SH 121 NBFR and Northwestern Drive prior to making their left turn movement. Therefore, adequate sight distance is assumed for Driveway 5. Access Spacing In TxDOT’s Access Management Manual, required access point spacing is determined based on the posted speed limit of the roadway. Absent of City guidelines, TxDOT’s spacing guidelines were used in this analysis. For a one-way frontage road with a posted speed limit of 45 mph, such as the SH 121 Northbound Frontage Road, the minimum spacing between access points is 360 feet. For a roadways with a posted speed limit of 40 mph, such as Freeport Parkway, the minimum connection spacing is 305 feet. For a roadway with a posted speed limit of 30 mph, such as Northwestern Drive, the minimum spacing is 200 feet. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 36 The proposed Driveway 1 along the SH 121 NBFR is planned to be located approximately 375 feet south of Freeport Parkway and 590 feet north of Northwestern Drive and this driveway will meet TxDOT’s access point spacing requirement of 360 feet. The proposed Driveway 2 along Freeport Parkway is planned to be located approximately 270 feet east of the SH 121 NBFR and 165 feet west of Northwestern Drive. While the driveway location does not meet TxDOT’s access spacing requirement of 305 feet, this is the only site driveway proposed on Freeport Parkway. A variance will need to be obtained from the City for the location of this driveway. The proposed Driveway 3 along Northwestern Drive is planned to be located approximately 225 feet south of Freeport Parkway and more than 500 ft north of the proposed Driveway 4. Driveway 3 will meet TxDOT’s access point spacing requirement of 200 feet. The proposed Driveway 4 along Northwestern Drive is planned to be located more than 500 feet south of the proposed Driveway 3 and approximately 235 feet east of the proposed Driveway 5. Driveway 4 will meet TxDOT’s access point spacing requirement of 200 feet. The proposed Driveway 5 along Northwestern Drive is planned to be located approximately 235 feet west of the proposed Driveway 3 and approximately 180 feet east of the SH 121 NBFR. While the spacing between the SH 121 NBFR and Driveway 5 does not meet TxDOT’s requirement, it fails to meet that standard by 10%. With the low speeds on this roadway and the stop-controlled intersection of Northwestern Drive at the SH 121 SBFR to the west, the location of Driveway 5 is not anticipated to significantly impact traffic operations on Northwestern Drive. A variance will need to be obtained from the City for the location of this driveway. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 37 CONCLUSIONS & RECOMMENDATIONS Based on the analysis of the proposed site plan and characteristics of the proposed development, the following conclusions can be made:  At Phase 1, the proposed QT 1964 facility is expected to generate 3,690 trips on a daily basis with 450 trips during the AM peak hour and 368 trips during the PM peak hour. With pass-by traffic taken into account, the proposed QT facility 1964 is predicted to generate 108 and 88 “new” trips to the area roadways during the AM and PM peak hours, respectively.  At Phase 2, with the build-out of all components of the Archway 121 development, the entire development is predicted to generate 7,220 trips on a daily basis, with 765 total trips during the AM peak hour and 661 total trips during the PM peak hour (this total does not remove pass-by trips). Intersection Capacity Analysis  Under Existing (2019) conditions, the Freeport Parkway and SH 121 Southbound Frontage Road intersection currently operates at an unacceptable LOS F during the AM peak hour. All other signalized intersections operate at acceptable levels of service under Existing (2019) conditions. At the Freeport Parkway and Northwestern Drive intersection, the northbound approach (with only 13 vehicles) operates at LOS F because of the high through volumes on Freeport Parkway.  Without traffic generated by the proposed QT and Archway 121 development, the SH 121 Frontage Road intersections on Freeport Parkway are predicted to operate at unacceptable LOS F during the AM and/or the PM peak hours under Phase 2 Build-Out Year (2024) Background conditions. Adding traffic generated by the proposed Archway development to these intersections under Phase 2 Build-Out Year (2024) Total conditions is predicted to result in similar operation (LOS and delays). Traffic generated by the proposed QT and Archway 121 development is not predicted to have an adverse impact to the SH 121 Frontage Road intersections when compared to Phase 2 Build-Out Year (2024) Background conditions.  At the Freeport Parkway and Northwestern Drive intersection, the single-lane northbound and/or southbound approaches are predicted to operate at LOS E or LOS F under Phase 2 Build-Out Year (2024) Background (PM peak hour) and Total (AM and PM peak hour) conditions. Additionally, left turns from Freeport Parkway to Northwestern Drive are also predicted to incur delays associated with LOS E. This predicted operation is a result of the high traffic volumes on Freeport Parkway in the peak direction during the peak hours. If delays for northbound traffic on Northwestern Drive at this intersection become excessive, motorists do have the option to use Driveway 1 or the Northwestern Drive intersection with the SH 121 Northbound Frontage to access locations north and west of the site. o Recommendation: Installing a traffic signal at the Freeport Parkway and Northwestern Drive intersection would result in acceptable operation.  Approaches and movements at the site driveways are predicted to operate at acceptable levels of service under Build-Out Year (2024) Total conditions. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 38 Access Management Analysis  The northbound right turn volume on the SH 121 Northbound Frontage Road at Driveway 1 and the eastbound right turn volume on Freeport Parkway at Driveway 2 are predicted to exceed TxDOT’s threshold for the consideration of a right turn deceleration lane. o A northbound right turn deceleration on the SH 121 NBFR is being constructed at Driveway 1 as part of Phase 1 of the development. o Recommendation: Install an eastbound right turn deceleration lane on Freeport Parkway at Driveway 2.  Field investigation results of the available sight distance at the site driveways indicate that intersection sight distance is adequate for the proposed site driveways, if the existing berm to the northeast of Driveway 4 is removed as part of the construction of the Archway 121 development. o Recommendation: Ensure that adequate intersection sight distance is provided at Driveway 4 by removing any obstacles (i.e., berm) which limit the sight distance when development is constructed.  TxDOT’s access point spacing requirements are predicted to be satisfied for all proposed driveway locations, except Driveway 2 on Freeport Parkway and Driveway 5 on Northwestern Drive. Driveway 2 is the only driveway proposed for the development on Freeport Parkway and Driveway 5 is located within 10% of the access point spacing requirement from the stop-controlled intersection of Northwestern Drive and the SH 121 NBFR. A variance will need to be provided at these two driveway locations to meet access point spacing requirements. Traffic Impact Analysis for QT 1964 – Coppell, TX Page 39 APPENDIX GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 SBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 1 Turning Movement Data Start Time SH 121 SBFR FREEPORT PKWY Northbound St. FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 6:30 AM 58 82 61 26 227 5 78 0 0 83 0 0 0 0 0 0 120 127 0 247 557 6:45 AM 110 144 115 35 404 6 90 0 0 96 0 0 0 0 0 0 164 147 0 311 811 Hourly Total 168 226 176 61 631 11 168 0 0 179 0 0 0 0 0 0 284 274 0 558 1368 7:00 AM 90 133 82 25 330 16 76 0 0 92 0 0 0 0 0 0 202 189 0 391 813 7:15 AM 116 193 75 36 420 8 94 0 0 102 0 0 0 0 0 0 244 188 0 432 954 7:30 AM 139 282 78 42 541 17 116 0 0 133 0 0 0 0 0 0 242 190 0 432 1106 7:45 AM 130 354 115 62 661 10 145 0 0 155 0 0 0 0 0 0 304 189 0 493 1309 Hourly Total 475 962 350 165 1952 51 431 0 0 482 0 0 0 0 0 0 992 756 0 1748 4182 8:00 AM 117 379 67 56 619 18 80 0 0 98 0 0 0 0 0 0 274 169 0 443 1160 8:15 AM 83 382 85 37 587 13 63 0 0 76 0 0 0 0 0 0 214 178 0 392 1055 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - Hourly Total 200 761 152 93 1206 31 143 0 0 174 0 0 0 0 0 0 488 347 0 835 2215 4:30 PM 35 85 109 22 251 35 202 0 0 237 0 0 0 0 0 0 151 181 0 332 820 4:45 PM 32 120 124 8 284 27 260 0 0 287 0 0 0 0 0 0 158 87 0 245 816 Hourly Total 67 205 233 30 535 62 462 0 0 524 0 0 0 0 0 0 309 268 0 577 1636 5:00 PM 30 118 132 18 298 53 302 0 0 355 0 0 0 0 0 0 126 95 0 221 874 5:15 PM 35 105 149 13 302 32 305 0 0 337 0 0 0 0 0 0 126 76 0 202 841 5:30 PM 39 94 134 14 281 22 349 0 0 371 0 0 0 0 0 0 144 88 0 232 884 5:45 PM 36 71 121 16 244 22 251 0 0 273 0 0 0 0 0 0 98 82 0 180 697 Hourly Total 140 388 536 61 1125 129 1207 0 0 1336 0 0 0 0 0 0 494 341 0 835 3296 6:00 PM 24 53 104 10 191 26 220 0 0 246 0 0 0 0 0 0 129 94 0 223 660 6:15 PM 15 55 87 18 175 8 205 0 0 213 0 0 0 0 0 0 99 55 0 154 542 6:30 PM 001010000000000000001 Grand Total 1089 2650 1639 438 5816 318 2836 0 0 3154 0 0 0 0 0 0 2795 2135 0 4930 13900 Approach % 18.7 45.6 28.2 7.5 - 10.1 89.9 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 56.7 43.3 0.0 - - Total % 7.8 19.1 11.8 3.2 41.8 2.3 20.4 0.0 0.0 22.7 0.0 0.0 0.0 0.0 0.0 0.0 20.1 15.4 0.0 35.5 - Lights 1050 2584 1545 422 5601 289 2684 0 0 2973 0 0 0 0 0 0 2679 1979 0 4658 13232 % Lights 96.4 97.5 94.3 96.3 96.3 90.9 94.6 - - 94.3 - - - - - - 95.8 92.7 - 94.5 95.2 Mediums 22 33 43 9 107 25 68 0 0 93 0 0 0 0 0 0 72 65 0 137 337 % Mediums 2.0 1.2 2.6 2.1 1.8 7.9 2.4 - - 2.9 - - - - - - 2.6 3.0 - 2.8 2.4 Articulated Trucks 17 33 51 7 108 4 84 0 0 88 0 0 0 0 0 0 44 91 0 135 331 % Articulated Trucks 1.6 1.2 3.1 1.6 1.9 1.3 3.0 - - 2.8 - - - - - - 1.6 4.3 - 2.7 2.4 APPENDIX PAGE 40 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 SBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 2 03/19/2019 6:30 AM Ending At 03/19/2019 6:45 PM Lights Mediums Articulated Trucks SH 121 SBFR [N] Out In Total 422 5601 6023 9 107 116 7 108 115 438 5816 6254 1545 2584 1050 422 43 33 22 9 51 33 17 7 1639 2650 1089 438 RTLU 388461943729Out315488932973In70381491876702TotalFREEPORT PKWY [E]R0000T283684682684L318425289U00004852 0 4852 123 0 123 128 0 128 5103 0 5103 Out In Total Northbound St. [S] ULTR 0000 0000 0000 0000FREEPORT PKWY [W]Total88872482709405In46581371354930Out422911113544750000U0000L267972442795T197965912135RTurning Movement Data Plot APPENDIX PAGE 41 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 SBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 3 Turning Movement Peak Hour Data (7:30 AM) Start Time SH 121 SBFR FREEPORT PKWY Northbound St. FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 7:30 AM 139 282 78 42 541 17 116 0 0 133 0 0 0 0 0 0 242 190 0 432 1106 7:45 AM 130 354 115 62 661 10 145 0 0 155 0 0 0 0 0 0 304 189 0 493 1309 8:00 AM 117 379 67 56 619 18 80 0 0 98 0 0 0 0 0 0 274 169 0 443 1160 8:15 AM 83 382 85 37 587 13 63 0 0 76 0 0 0 0 0 0 214 178 0 392 1055 Total 469 1397 345 197 2408 58 404 0 0 462 0 0 0 0 0 0 1034 726 0 1760 4630 Approach % 19.5 58.0 14.3 8.2 - 12.6 87.4 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 58.8 41.3 0.0 - - Total % 10.1 30.2 7.5 4.3 52.0 1.3 8.7 0.0 0.0 10.0 0.0 0.0 0.0 0.0 0.0 0.0 22.3 15.7 0.0 38.0 - PHF 0.844 0.914 0.750 0.794 0.911 0.806 0.697 0.000 0.000 0.745 0.000 0.000 0.000 0.000 0.000 0.000 0.850 0.955 0.000 0.892 0.884 Lights 458 1362 321 192 2333 44 368 0 0 412 0 0 0 0 0 0 996 679 0 1675 4420 % Lights 97.7 97.5 93.0 97.5 96.9 75.9 91.1 - - 89.2 - - - - - - 96.3 93.5 - 95.2 95.5 Mediums 4 24 13 4 45 13 13 0 0 26 0 0 0 0 0 0 27 21 0 48 119 % Mediums 0.9 1.7 3.8 2.0 1.9 22.4 3.2 - - 5.6 - - - - - - 2.6 2.9 - 2.7 2.6 Articulated Trucks 7 11 11 1 30 1 23 0 0 24 0 0 0 0 0 0 11 26 0 37 91 % Articulated Trucks 1.5 0.8 3.2 0.5 1.2 1.7 5.7 - - 5.2 - - - - - - 1.1 3.6 - 2.1 2.0 APPENDIX PAGE 42 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 SBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 4 Peak Hour Data 03/19/2019 7:30 AM Ending At 03/19/2019 8:30 AM Lights Mediums Articulated Trucks SH 121 SBFR [N] Out In Total 192 2333 2525 44549 13031 197 2408 2605 321 1362 458 192 13 24 4 4 11 11 7 1 345 1397 469 197 RTLU 150318311454Out4622426412In196542571866TotalFREEPORT PKWY [E]R0000T4042313368L5811344U00002085 0 2085 58 0 58 38 0 38 2181 0 2181 Out In Total Northbound St. [S] ULTR 0000 0000 0000 0000FREEPORT PKWY [W]Total236474712509In167548371760Out68926347490000U0000L99627111034T6792126726RTurning Movement Peak Hour Data Plot (7:30 AM) APPENDIX PAGE 43 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 SBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 5 Turning Movement Peak Hour Data (4:45 PM) Start Time SH 121 SBFR FREEPORT PKWY Northbound St. FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 4:45 PM 32 120 124 8 284 27 260 0 0 287 0 0 0 0 0 0 158 87 0 245 816 5:00 PM 30 118 132 18 298 53 302 0 0 355 0 0 0 0 0 0 126 95 0 221 874 5:15 PM 35 105 149 13 302 32 305 0 0 337 0 0 0 0 0 0 126 76 0 202 841 5:30 PM 39 94 134 14 281 22 349 0 0 371 0 0 0 0 0 0 144 88 0 232 884 Total 136 437 539 53 1165 134 1216 0 0 1350 0 0 0 0 0 0 554 346 0 900 3415 Approach % 11.7 37.5 46.3 4.5 - 9.9 90.1 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 61.6 38.4 0.0 - - Total % 4.0 12.8 15.8 1.6 34.1 3.9 35.6 0.0 0.0 39.5 0.0 0.0 0.0 0.0 0.0 0.0 16.2 10.1 0.0 26.4 - PHF 0.872 0.910 0.904 0.736 0.964 0.632 0.871 0.000 0.000 0.910 0.000 0.000 0.000 0.000 0.000 0.000 0.877 0.911 0.000 0.918 0.966 Lights 127 425 513 51 1116 134 1160 0 0 1294 0 0 0 0 0 0 538 316 0 854 3264 % Lights 93.4 97.3 95.2 96.2 95.8 100.0 95.4 - - 95.9 - - - - - - 97.1 91.3 - 94.9 95.6 Mediums 6 3 12 1 22 0 29 0 0 29 0 0 0 0 0 0 8 14 0 22 73 % Mediums 4.4 0.7 2.2 1.9 1.9 0.0 2.4 - - 2.1 - - - - - - 1.4 4.0 - 2.4 2.1 Articulated Trucks 3914127027002700000081602478 % Articulated Trucks 2.2 2.1 2.6 1.9 2.3 0.0 2.2 - - 2.0 - - - - - - 1.4 4.6 - 2.7 2.3 APPENDIX PAGE 44 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 SBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 6 Peak Hour Data 03/19/2019 4:45 PM Ending At 03/19/2019 5:45 PM Lights Mediums Articulated Trucks SH 121 SBFR [N] Out In Total 51 1116 1167 12223 12728 53 1165 1218 513 425 127 51 12 3 6 1 14 9 3 1 539 437 136 53 RTLU 6901114665Out135027291294In204038431959TotalFREEPORT PKWY [E]R0000T121627291160L13400134U0000875 0 875 17 0 17 25 0 25 917 0 917 Out In Total Northbound St. [S] ULTR 0000 0000 0000 0000FREEPORT PKWY [W]Total252763652655In8542224900Out1673414117550000U0000L53888554T3161416346RTurning Movement Peak Hour Data Plot (4:45 PM) APPENDIX PAGE 45 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 1 Turning Movement Data Start Time Southbound St. FREEPORT PKWY SH 121 NBFR FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 6:30 AM 0 0 0 0 0 0 21 13 0 34 60 30 23 61 174 58 131 0 0 189 397 6:45 AM 0 0 0 0 0 0 25 15 0 40 69 35 42 17 163 61 211 0 0 272 475 Hourly Total 0 0 0 0 0 0 46 28 0 74 129 65 65 78 337 119 342 0 0 461 872 7:00 AM 0 0 0 0 0 0 31 23 0 54 59 45 51 15 170 85 223 0 0 308 532 7:15 AM 0 0 0 0 0 0 41 25 0 66 62 38 51 15 166 118 252 0 0 370 602 7:30 AM 0 0 0 0 0 0 48 41 0 89 84 41 57 39 221 114 286 0 0 400 710 7:45 AM 0 0 0 0 0 0 50 29 0 79 107 59 76 49 291 143 328 0 0 471 841 Hourly Total 0 0 0 0 0 0 170 118 0 288 312 183 235 118 848 460 1089 0 0 1549 2685 8:00 AM 0 0 0 0 0 0 45 30 0 75 56 62 51 27 196 124 267 0 0 391 662 8:15 AM 0 0 0 0 0 0 30 23 0 53 48 55 52 22 177 92 215 0 0 307 537 8:30 AM 000000000000000000000 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 75 53 0 128 104 117 103 49 373 216 482 0 0 698 1199 4:30 PM 0 0 0 0 0 0 168 155 0 323 67 30 34 12 143 103 92 0 0 195 661 4:45 PM 0 0 0 0 0 0 189 123 0 312 88 46 27 11 172 120 88 0 0 208 692 Hourly Total 0 0 0 0 0 0 357 278 0 635 155 76 61 23 315 223 180 0 0 403 1353 5:00 PM 0 0 0 0 0 0 262 150 0 412 87 43 40 17 187 102 65 0 0 167 766 5:15 PM 0 0 0 0 0 0 264 126 0 390 86 60 54 18 218 79 72 0 0 151 759 5:30 PM 0 0 0 0 0 0 236 91 0 327 130 100 61 17 308 93 94 0 0 187 822 5:45 PM 0 0 0 0 0 0 173 90 0 263 97 49 40 11 197 69 85 0 0 154 614 Hourly Total 0 0 0 0 0 0 935 457 0 1392 400 252 195 63 910 343 316 0 0 659 2961 6:00 PM 0 0 0 0 0 0 151 92 0 243 97 51 46 5 199 78 67 0 0 145 587 6:15 PM 0 0 0 0 0 0 136 80 0 216 71 44 26 7 148 68 46 0 0 114 478 6:30 PM 000000000010001120034 Grand Total 0 0 0 0 0 0 1870 1106 0 2976 1269 788 731 343 3131 1508 2524 0 0 4032 10139 Approach % 0.0 0.0 0.0 0.0 - 0.0 62.8 37.2 0.0 - 40.5 25.2 23.3 11.0 - 37.4 62.6 0.0 0.0 - - Total % 0.0 0.0 0.0 0.0 0.0 0.0 18.4 10.9 0.0 29.4 12.5 7.8 7.2 3.4 30.9 14.9 24.9 0.0 0.0 39.8 - Lights 0 0 0 0 0 0 1796 1069 0 2865 1157 773 703 339 2972 1411 2463 0 0 3874 9711 % Lights - - - - - - 96.0 96.7 - 96.3 91.2 98.1 96.2 98.8 94.9 93.6 97.6 - - 96.1 95.8 Mediums 0 0 0 0 0 0 47 20 0 67 51 7 21 2 81 59 32 0 0 91 239 % Mediums - - - - - - 2.5 1.8 - 2.3 4.0 0.9 2.9 0.6 2.6 3.9 1.3 - - 2.3 2.4 Articulated Trucks 0 0 0 0 0 0 27 17 0 44 61 8 7 2 78 38 29 0 0 67 189 % Articulated Trucks - - - - - - 1.4 1.5 - 1.5 4.8 1.0 1.0 0.6 2.5 2.5 1.1 - - 1.7 1.9 APPENDIX PAGE 46 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 2 03/19/2019 6:30 AM Ending At 03/19/2019 6:45 PM Lights Mediums Articulated Trucks Southbound St. [N] Out In Total 3253 0 3253 86 0 86 63 0 63 3402 0 3402 0000 0000 0000 0000 RTLU 325536533166Out297644672865In6231801206031TotalFREEPORT PKWY [E]R110617201069T187027471796L0000U0000339 2972 3311 28183 27880 343 3131 3474 Out In Total SH 121 NBFR [S] ULTR 339 1157 773 703 251721 2618 7 343 1269 788 731FREEPORT PKWY [W]Total68271891557171In387491674032Out2953988831390000U141159381508L246332292524T0000RTurning Movement Data Plot APPENDIX PAGE 47 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 3 Turning Movement Peak Hour Data (7:15 AM) Start Time Southbound St. FREEPORT PKWY SH 121 NBFR FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 7:15 AM 0 0 0 0 0 0 41 25 0 66 62 38 51 15 166 118 252 0 0 370 602 7:30 AM 0 0 0 0 0 0 48 41 0 89 84 41 57 39 221 114 286 0 0 400 710 7:45 AM 0 0 0 0 0 0 50 29 0 79 107 59 76 49 291 143 328 0 0 471 841 8:00 AM 0 0 0 0 0 0 45 30 0 75 56 62 51 27 196 124 267 0 0 391 662 Total 0 0 0 0 0 0 184 125 0 309 309 200 235 130 874 499 1133 0 0 1632 2815 Approach % 0.0 0.0 0.0 0.0 - 0.0 59.5 40.5 0.0 - 35.4 22.9 26.9 14.9 - 30.6 69.4 0.0 0.0 - - Total % 0.0 0.0 0.0 0.0 0.0 0.0 6.5 4.4 0.0 11.0 11.0 7.1 8.3 4.6 31.0 17.7 40.2 0.0 0.0 58.0 - PHF 0.000 0.000 0.000 0.000 0.000 0.000 0.920 0.762 0.000 0.868 0.722 0.806 0.773 0.663 0.751 0.872 0.864 0.000 0.000 0.866 0.837 Lights 0 0 0 0 0 0 167 114 0 281 290 192 231 127 840 459 1122 0 0 1581 2702 % Lights - - - - - - 90.8 91.2 - 90.9 93.9 96.0 98.3 97.7 96.1 92.0 99.0 - - 96.9 96.0 Mediums 0 0 0 0 0 0 14 11 0 25 4 5 2 2 13 30 5 0 0 35 73 % Mediums - - - - - - 7.6 8.8 - 8.1 1.3 2.5 0.9 1.5 1.5 6.0 0.4 - - 2.1 2.6 Articulated Trucks 00000030031532121106001640 % Articulated Trucks - - - - - - 1.6 0.0 - 1.0 4.9 1.5 0.9 0.8 2.4 2.0 0.5 - - 1.0 1.4 APPENDIX PAGE 48 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 4 Peak Hour Data 03/19/2019 7:15 AM Ending At 03/19/2019 8:15 AM Lights Mediums Articulated Trucks Southbound St. [N] Out In Total 765 0 765 46 0 46 13 0 13 824 0 824 0000 0000 0000 0000 RTLU 1368871353Out309325281In167711321634TotalFREEPORT PKWY [E]R125011114T184314167L0000U0000127 840 967 21315 12122 130 874 1004 Out In Total SH 121 NBFR [S] ULTR 127 290 192 231 2452 1153 2 130 309 200 235FREEPORT PKWY [W]Total203853342125In158135161632Out45718184930000U4593010499L1122561133T0000RTurning Movement Peak Hour Data Plot (7:15 AM) APPENDIX PAGE 49 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 5 Turning Movement Peak Hour Data (4:45 PM) Start Time Southbound St. FREEPORT PKWY SH 121 NBFR FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 4:45 PM 0 0 0 0 0 0 189 123 0 312 88 46 27 11 172 120 88 0 0 208 692 5:00 PM 0 0 0 0 0 0 262 150 0 412 87 43 40 17 187 102 65 0 0 167 766 5:15 PM 0 0 0 0 0 0 264 126 0 390 86 60 54 18 218 79 72 0 0 151 759 5:30 PM 0 0 0 0 0 0 236 91 0 327 130 100 61 17 308 93 94 0 0 187 822 Total 0 0 0 0 0 0 951 490 0 1441 391 249 182 63 885 394 319 0 0 713 3039 Approach % 0.0 0.0 0.0 0.0 - 0.0 66.0 34.0 0.0 - 44.2 28.1 20.6 7.1 - 55.3 44.7 0.0 0.0 - - Total % 0.0 0.0 0.0 0.0 0.0 0.0 31.3 16.1 0.0 47.4 12.9 8.2 6.0 2.1 29.1 13.0 10.5 0.0 0.0 23.5 - PHF 0.000 0.000 0.000 0.000 0.000 0.000 0.901 0.817 0.000 0.874 0.752 0.623 0.746 0.875 0.718 0.821 0.848 0.000 0.000 0.857 0.924 Lights 0 0 0 0 0 0 930 484 0 1414 355 245 171 62 833 384 302 0 0 686 2933 % Lights - - - - - - 97.8 98.8 - 98.1 90.8 98.4 94.0 98.4 94.1 97.5 94.7 - - 96.2 96.5 Mediums 0 0 0 0 0 0 10 0 0 10 22 1 8 0 31 4 9 0 0 13 54 % Mediums - - - - - - 1.1 0.0 - 0.7 5.6 0.4 4.4 0.0 3.5 1.0 2.8 - - 1.8 1.8 Articulated Trucks 000000116017143312168001452 % Articulated Trucks - - - - - - 1.2 1.2 - 1.2 3.6 1.2 1.6 1.6 2.4 1.5 2.5 - - 2.0 1.7 APPENDIX PAGE 50 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 6 Peak Hour Data 03/19/2019 4:45 PM Ending At 03/19/2019 5:45 PM Lights Mediums Articulated Trucks Southbound St. [N] Out In Total 1113 0 1113 505 15 0 15 1133 0 1133 0000 0000 0000 0000 RTLU 5011117473Out144117101414In194228271887TotalFREEPORT PKWY [E]R49060484T9511110930L0000U000062 833 895 03131 12122 63 885 948 Out In Total SH 121 NBFR [S] ULTR 62 355 245 171 0221 8 1143 3 63 391 249 182FREEPORT PKWY [W]Total197145392055In6861314713Out1285322513420000U38446394L30298319T0000RTurning Movement Peak Hour Data Plot (4:45 PM) APPENDIX PAGE 51 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: NORTHWESTERN DR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 1 Turning Movement Data Start Time NORTHWESTERN DR FREEPORT PKWY NORTHWESTERN DR FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 6:30 AM 3 0 3 0 6 0 31 0 0 31 0 0 0 0 0 12 131 1 0 144 181 6:45 AM 1 0 11 0 12 0 29 0 0 29 0 0 0 0 0 16 245 3 0 264 305 Hourly Total 4 0 14 0 18 0 60 0 0 60 0 0 0 0 0 28 376 4 0 408 486 7:00 AM 1 0 17 0 18 0 35 0 0 35 0 0 0 0 0 13 250 4 0 267 320 7:15 AM 10708057105801001727721287354 7:30 AM 0 0 10 0 10 1 76 1 0 78 0 0 1 0 1 19 317 5 2 343 432 7:45 AM 1 0 4 0 5 0 78 0 0 78 0 0 0 0 0 27 376 6 1 410 493 Hourly Total 3 0 38 0 41 1 246 2 0 249 0 1 1 0 2 66 1220 17 4 1307 1599 8:00 AM 1 0 14 0 15 0 59 0 0 59 0 0 0 0 0 22 297 7 4 330 404 8:15 AM 0 0 13 0 13 0 35 1 0 36 0 0 0 0 0 24 230 4 5 263 312 8:30 AM 000000000000000000000 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - Hourly Total 1 0 27 0 28 0 94 1 0 95 0 0 0 0 0 46 527 11 9 593 716 4:30 PM 0 0 37 0 37 0 284 0 0 284 3 0 0 0 3 5 103 0 7 115 439 4:45 PM 1 0 28 0 29 0 276 0 0 276 1 0 0 0 1 6 106 1 5 118 424 Hourly Total 1 0 65 0 66 0 560 0 0 560 4 0 0 0 4 11 209 1 12 233 863 5:00 PM 1 0 63 0 64 0 348 2 0 350 4 1 1 0 6 4 95 3 5 107 527 5:15 PM 0 0 40 0 40 0 345 2 0 347 3 0 0 0 3 3 105 1 7 116 506 5:30 PM 0 0 23 0 23 0 275 0 0 275 3 0 0 0 3 5 150 0 13 168 469 5:45 PM 0 0 24 0 24 0 233 2 0 235 5 0 0 0 5 6 108 0 9 123 387 Hourly Total 1 0 150 0 151 0 1201 6 0 1207 15 1 1 0 17 18 458 4 34 514 1889 6:00 PM 1 0 25 0 26 0 211 1 0 212 2 0 0 0 2 3 103 1 3 110 350 6:15 PM 0 0 13 0 13 0 204 0 0 204 0 0 0 0 0 4 70 0 1 75 292 6:30 PM 000000000000000000000 Grand Total 11 0 332 0 343 1 2576 10 0 2587 21 2 2 0 25 176 2963 38 63 3240 6195 Approach % 3.2 0.0 96.8 0.0 - 0.0 99.6 0.4 0.0 - 84.0 8.0 8.0 0.0 - 5.4 91.5 1.2 1.9 - - Total % 0.2 0.0 5.4 0.0 5.5 0.0 41.6 0.2 0.0 41.8 0.3 0.0 0.0 0.0 0.4 2.8 47.8 0.6 1.0 52.3 - Lights 6 0 301 0 307 1 2497 5 0 2503 21 1 2 0 24 162 2894 37 61 3154 5988 % Lights 54.5 - 90.7 - 89.5 100.0 96.9 50.0 - 96.8 100.0 50.0 100.0 - 96.0 92.0 97.7 97.4 96.8 97.3 96.7 Mediums 3 0 29 0 32 0 41 5 0 46 0 1 0 0 1 14 35 1 0 50 129 % Mediums 27.3 - 8.7 - 9.3 0.0 1.6 50.0 - 1.8 0.0 50.0 0.0 - 4.0 8.0 1.2 2.6 0.0 1.5 2.1 Articulated Trucks 20204038003800000034023678 % Articulated Trucks 18.2 - 0.6 - 1.2 0.0 1.5 0.0 - 1.5 0.0 0.0 0.0 - 0.0 0.0 1.1 0.0 3.2 1.1 1.3 APPENDIX PAGE 52 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: NORTHWESTERN DR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 2 03/19/2019 6:30 AM Ending At 03/19/2019 6:45 PM Lights Mediums Articulated Trucks NORTHWESTERN DR Out In Total 168 307 475 20 32 52 044 188 343 531 301 0 6 0 29 0 3 0 2020 332 0 11 0 RTLU 297636382902Out258738462503In556374845405TotalFREEPORT PKWY [E]R10055T257638412497L1001U000038 24 62 112 000 39 25 64 Out In Total NORTHWESTERN DR ULTR 0211 2 0010 0000 0212 2FREEPORT PKWY [W]Total6034120786232In315450363240Out288070422992610263U162140176L289435342963T371038RTurning Movement Data Plot APPENDIX PAGE 53 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: NORTHWESTERN DR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 3 Turning Movement Peak Hour Data (7:15 AM) Start Time NORTHWESTERN DR FREEPORT PKWY NORTHWESTERN DR FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 7:15 AM 10708057105801001727721287354 7:30 AM 0 0 10 0 10 1 76 1 0 78 0 0 1 0 1 19 317 5 2 343 432 7:45 AM 1 0 4 0 5 0 78 0 0 78 0 0 0 0 0 27 376 6 1 410 493 8:00 AM 1 0 14 0 15 0 59 0 0 59 0 0 0 0 0 22 297 7 4 330 404 Total 3 0 35 0 38 1 270 2 0 273 0 1 1 0 2 75 1267 20 8 1370 1683 Approach % 7.9 0.0 92.1 0.0 - 0.4 98.9 0.7 0.0 - 0.0 50.0 50.0 0.0 - 5.5 92.5 1.5 0.6 - - Total % 0.2 0.0 2.1 0.0 2.3 0.1 16.0 0.1 0.0 16.2 0.0 0.1 0.1 0.0 0.1 4.5 75.3 1.2 0.5 81.4 - PHF 0.750 0.000 0.625 0.000 0.633 0.250 0.865 0.500 0.000 0.875 0.000 0.250 0.250 0.000 0.500 0.694 0.842 0.714 0.500 0.835 0.853 Lights 1 0 28 0 29 1 247 1 0 249 0 1 1 0 2 75 1253 20 8 1356 1636 % Lights 33.3 - 80.0 - 76.3 100.0 91.5 50.0 - 91.2 - 100.0 100.0 - 100.0 100.0 98.9 100.0 100.0 99.0 97.2 Mediums 1 0 7 0 8 0 20 1 0 21 0 0 0 0 0 0 5 0 0 5 34 % Mediums 33.3 - 20.0 - 21.1 0.0 7.4 50.0 - 7.7 - 0.0 0.0 - 0.0 0.0 0.4 0.0 0.0 0.4 2.0 Articulated Trucks 1000103003000000900913 % Articulated Trucks 33.3 - 0.0 - 2.6 0.0 1.1 0.0 - 1.1 - 0.0 0.0 - 0.0 0.0 0.7 0.0 0.0 0.7 0.8 APPENDIX PAGE 54 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: NORTHWESTERN DR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 4 Peak Hour Data 03/19/2019 7:15 AM Ending At 03/19/2019 8:15 AM Lights Mediums Articulated Trucks NORTHWESTERN DR Out In Total 77 29 106 189 011 78 38 116 28 0 1 0 7010 0010 35 0 3 0 RTLU 12711061255Out273321249In154413271504TotalFREEPORT PKWY [E]R2011T270320247L1001U000021 2 23 000 000 21 2 23 Out In Total NORTHWESTERN DR ULTR 0011 0000 0000 0011FREEPORT PKWY [W]Total163932121683In1356591370Out2832733138008U750075L1253591267T200020RTurning Movement Peak Hour Data Plot (7:15 AM) APPENDIX PAGE 55 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: NORTHWESTERN DR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 5 Turning Movement Peak Hour Data (4:45 PM) Start Time NORTHWESTERN DR FREEPORT PKWY NORTHWESTERN DR FREEPORT PKWY Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 4:45 PM 1 0 28 0 29 0 276 0 0 276 1 0 0 0 1 6 106 1 5 118 424 5:00 PM 1 0 63 0 64 0 348 2 0 350 4 1 1 0 6 4 95 3 5 107 527 5:15 PM 0 0 40 0 40 0 345 2 0 347 3 0 0 0 3 3 105 1 7 116 506 5:30 PM 0 0 23 0 23 0 275 0 0 275 3 0 0 0 3 5 150 0 13 168 469 Total 2 0 154 0 156 0 1244 4 0 1248 11 1 1 0 13 18 456 5 30 509 1926 Approach % 1.3 0.0 98.7 0.0 - 0.0 99.7 0.3 0.0 - 84.6 7.7 7.7 0.0 - 3.5 89.6 1.0 5.9 - - Total % 0.1 0.0 8.0 0.0 8.1 0.0 64.6 0.2 0.0 64.8 0.6 0.1 0.1 0.0 0.7 0.9 23.7 0.3 1.6 26.4 - PHF 0.500 0.000 0.611 0.000 0.609 0.000 0.894 0.500 0.000 0.891 0.688 0.250 0.250 0.000 0.542 0.750 0.760 0.417 0.577 0.757 0.914 Lights 2 0 153 0 155 0 1218 3 0 1221 11 0 1 0 12 11 436 4 29 480 1868 % Lights 100.0 - 99.4 - 99.4 - 97.9 75.0 - 97.8 100.0 0.0 100.0 - 92.3 61.1 95.6 80.0 96.7 94.3 97.0 Mediums 0 0 0 0 0 0 11 1 0 12 0 1 0 0 1 7 11 1 0 19 32 % Mediums 0.0 - 0.0 - 0.0 - 0.9 25.0 - 1.0 0.0 100.0 0.0 - 7.7 38.9 2.4 20.0 0.0 3.7 1.7 Articulated Trucks 0010101500150000009011026 % Articulated Trucks 0.0 - 0.6 - 0.6 - 1.2 0.0 - 1.2 0.0 0.0 0.0 - 0.0 0.0 2.0 0.0 3.3 2.0 1.3 APPENDIX PAGE 56 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: NORTHWESTERN DR @ FREEPORT PKWY Site Code: Start Date: 03/19/2019 Page No: 6 Peak Hour Data 03/19/2019 4:45 PM Ending At 03/19/2019 5:45 PM Lights Mediums Articulated Trucks NORTHWESTERN DR Out In Total 14 155 169 909 011 23 156 179 153 0 2 0 0000 1000 154 0 2 0 RTLU 459911439Out124815121221In170724231660TotalFREEPORT PKWY [E]R4013T124415111218L0000U000041216 112 000 51318 Out In Total NORTHWESTERN DR ULTR 0110 1 0010 0000 0111 1FREEPORT PKWY [W]Total189130271948In4801910509Out141111171439290130U117018L436119456T4105RTurning Movement Peak Hour Data Plot (4:45 PM) APPENDIX PAGE 57 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ NORTHWESTERN DR Site Code: Start Date: 03/19/2019 Page No: 1 Turning Movement Data Start Time Southbound St. Westbound St. SH 121 NBFR NORTHWESTERN DR Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 6:30 AM 000000000001600160000016 6:45 AM 000000000002010210000021 Hourly Total 0 0 0 0 0 0 0 0 0 0 0 36 1 0 37 0 0 0 0 0 37 7:00 AM 000000000002210230000023 7:15 AM 000000000001610170000017 7:30 AM 000000000002520270000027 7:45 AM 000000000003310340000034 Hourly Total 0 0 0 0 0 0 0 0 0 0 0 96 5 0 101 0 0 0 0 0 101 8:00 AM 000000000001100110000011 8:15 AM 000000000001400140000014 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 25 0 0 25 0 0 0 0 0 25 4:30 PM 000000030304600460000049 4:45 PM 000000020204300430000045 Hourly Total 0 0 0 0 0 0 0 5 0 5 0 89 0 0 89 0 0 0 0 0 94 5:00 PM 000000020204800480000050 5:15 PM 000000030305600560000059 5:30 PM 000000020205800580000060 5:45 PM 000000020204300430000045 Hourly Total 0 0 0 0 0 0 0 9 0 9 0 205 0 0 205 0 0 0 0 0 214 6:00 PM 000000000005000500000050 6:15 PM 000000000003200320000032 6:30 PM 000000000000000000000 Grand Total 0 0 0 0 0 0 0 14 0 14 0 533 6 0 539 0 0 0 0 0 553 Approach % 0.0 0.0 0.0 0.0 - 0.0 0.0 100.0 0.0 - 0.0 98.9 1.1 0.0 - 0.0 0.0 0.0 0.0 - - Total % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.5 0.0 2.5 0.0 96.4 1.1 0.0 97.5 0.0 0.0 0.0 0.0 0.0 - Lights 0 0 0 0 0 0 0 14 0 14 0 503 6 0 509 0 0 0 0 0 523 % Lights - - - - - - - 100.0 - 100.0 - 94.4 100.0 - 94.4 - - - - - 94.6 Mediums 0 0 0 0 0 0 0 0 0 0 0 22 0 0 22 0 0 0 0 0 22 % Mediums - - - - - - - 0.0 - 0.0 - 4.1 0.0 - 4.1 - - - - - 4.0 Articulated Trucks 000000000008008000008 % Articulated Trucks -------0.0-0.0-1.50.0-1.5-----1.4 APPENDIX PAGE 58 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ NORTHWESTERN DR Site Code: Start Date: 03/19/2019 Page No: 2 03/19/2019 6:30 AM Ending At 03/19/2019 6:45 PM Lights Mediums Articulated Trucks Southbound St. [N] Out In Total 517 0 517 22 0 22 808 547 0 547 0000 0000 0000 0000 RTLU 6006Out140014In200020TotalWestbound St. [E]R140014T0000L0000U00000 509 509 02222 088 0 539 539 Out In Total SH 121 NBFR [S] ULTR 0 0 503 6 00220 0080 0 0 533 6NORTHWESTERN DR [W]Total0000In0000Out00000000U0000L0000T0000RTurning Movement Data Plot APPENDIX PAGE 59 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ NORTHWESTERN DR Site Code: Start Date: 03/19/2019 Page No: 3 Turning Movement Peak Hour Data (7:00 AM) Start Time Southbound St. Westbound St. SH 121 NBFR NORTHWESTERN DR Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 7:00 AM 000000000002210230000023 7:15 AM 000000000001610170000017 7:30 AM 000000000002520270000027 7:45 AM 000000000003310340000034 Total 00000000000965010100000101 Approach % 0.0 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 95.0 5.0 0.0 - 0.0 0.0 0.0 0.0 - - Total % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 95.0 5.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 - PHF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.727 0.625 0.000 0.743 0.000 0.000 0.000 0.000 0.000 0.743 Lights 0 0 0 0 0 0 0 0 0 0 0 89 5 0 94 0 0 0 0 0 94 % Lights - - - - - - - - - - - 92.7 100.0 - 93.1 - - - - - 93.1 Mediums 0 0 0 0 0 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 6 % Mediums - - - - - - - - - - - 6.3 0.0 - 5.9 - - - - - 5.9 Articulated Trucks 000000000001001000001 % Articulated Trucks -----------1.00.0-1.0-----1.0 APPENDIX PAGE 60 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ NORTHWESTERN DR Site Code: Start Date: 03/19/2019 Page No: 4 Peak Hour Data 03/19/2019 7:00 AM Ending At 03/19/2019 8:00 AM Lights Mediums Articulated Trucks Southbound St. [N] Out In Total 89 0 89 606 101 96 0 96 0000 0000 0000 0000 RTLU 5005Out0000In5005TotalWestbound St. [E]R0000T0000L0000U000009494 066 011 0 101 101 Out In Total SH 121 NBFR [S] ULTR 00895 0060 0010 00965NORTHWESTERN DR [W]Total0000In0000Out00000000U0000L0000T0000RTurning Movement Peak Hour Data Plot (7:00 AM) APPENDIX PAGE 61 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ NORTHWESTERN DR Site Code: Start Date: 03/19/2019 Page No: 5 Turning Movement Peak Hour Data (4:45 PM) Start Time Southbound St. Westbound St. SH 121 NBFR NORTHWESTERN DR Southbound Westbound Northbound Eastbound Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Left Thru Right U-Turn App. Total Int. Total 4:45 PM 000000020204300430000045 5:00 PM 000000020204800480000050 5:15 PM 000000030305600560000059 5:30 PM 000000020205800580000060 Total 000000090902050020500000214 Approach % 0.0 0.0 0.0 0.0 - 0.0 0.0 100.0 0.0 - 0.0 100.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - - Total % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.2 0.0 4.2 0.0 95.8 0.0 0.0 95.8 0.0 0.0 0.0 0.0 0.0 - PHF 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.750 0.000 0.750 0.000 0.884 0.000 0.000 0.884 0.000 0.000 0.000 0.000 0.000 0.892 Lights 0 0 0 0 0 0 0 9 0 9 0 191 0 0 191 0 0 0 0 0 200 % Lights - - - - - - - 100.0 - 100.0 - 93.2 - - 93.2 - - - - - 93.5 Mediums 0 0 0 0 0 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 10 % Mediums - - - - - - - 0.0 - 0.0 - 4.9 - - 4.9 - - - - - 4.7 Articulated Trucks 000000000004004000004 % Articulated Trucks -------0.0-0.0-2.0--2.0-----1.9 APPENDIX PAGE 62 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 121 NBFR @ NORTHWESTERN DR Site Code: Start Date: 03/19/2019 Page No: 6 Peak Hour Data 03/19/2019 4:45 PM Ending At 03/19/2019 5:45 PM Lights Mediums Articulated Trucks Southbound St. [N] Out In Total 200 0 200 10 0 10 404 214 0 214 0000 0000 0000 0000 RTLU 0000Out9009In9009TotalWestbound St. [E]R9009T0000L0000U00000 191 191 01010 044 0 205 205 Out In Total SH 121 NBFR [S] ULTR 0 0 191 0 00100 0040 0 0 205 0NORTHWESTERN DR [W]Total0000In0000Out00000000U0000L0000T0000RTurning Movement Peak Hour Data Plot (4:45 PM) APPENDIX PAGE 63 Timings Base AM - New.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base AM - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1034 726 58 404 0 0 0 0 469 1397 345 Future Volume (vph)0 1034 726 58 404 0 0 0 0 469 1397 345 Adj. Flow (vph)0 1175 825 66 459 0 0 0 0 533 1588 392 Lane Group Flow (vph)0 1175 825 66 459 0 0 0 0 533 1588 392 Turn Type NA Perm pm+pt NA Split NA Perm Protected Phases 2 1 1 2 4 12 4 12 Permitted Phases 2 1 2 4 12 Detector Phase 2 2 1 1 2 4 12 4 12 4 12 Switch Phase Minimum Initial (s)2.0 2.0 5.0 Minimum Split (s)35.0 35.0 9.5 Total Split (s)47.0 47.0 19.5 Total Split (%)29.9%29.9%12.4% Yellow Time (s)5.0 5.0 3.5 All-Red Time (s)2.0 2.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)7.0 7.0 4.5 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)40.3 40.3 96.1 100.6 22.2 22.2 22.2 Actuated g/C Ratio 0.28 0.28 0.67 0.71 0.16 0.16 0.16 v/c Ratio 0.65 1.03 0.09 0.13 1.94 2.01 0.81 Control Delay 48.2 61.1 0.5 0.1 466.2 488.1 31.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.2 61.1 0.5 0.1 466.2 488.1 31.9 LOS D E A A F F C Approach Delay 53.5 0.1 412.3 Approach LOS D A F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 142.4 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 2.01 Intersection Signal Delay: 226.9 Intersection LOS: F Intersection Capacity Utilization 92.4%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 1: SH 121 SBFR & Freeport Pkwy APPENDIX PAGE 64 Timings Base AM - New.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base AM - New.syn Synchro 10 Report Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 2.0 2.0 Minimum Split (s)45.0 9.5 29.0 51.0 7.0 7.0 Total Split (s)30.0 19.5 32.0 48.0 7.0 7.0 Total Split (%)19%12%20%31%4%4% Yellow Time (s)4.0 3.5 5.0 4.0 3.5 3.5 All-Red Time (s)4.0 1.0 2.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 65 Timings Base AM - New.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base AM - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)473 1096 0 0 173 123 295 217 236 0 0 0 Future Volume (vph)473 1096 0 0 173 123 295 217 236 0 0 0 Adj. Flow (vph)577 1337 0 0 211 150 360 265 288 0 0 0 Lane Group Flow (vph)577 1337 0 0 211 150 360 265 288 0 0 0 Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 5 5 6 6 8 16 8 16 Permitted Phases 5 6 6 8 16 Detector Phase 5 5 6 6 6 8 16 8 16 8 16 Switch Phase Minimum Initial (s)5.0 5.0 5.0 Minimum Split (s)9.5 29.0 29.0 Total Split (s)19.5 32.0 32.0 Total Split (%)12.4%20.4%20.4% Yellow Time (s)3.5 5.0 5.0 All-Red Time (s)1.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)4.5 7.0 7.0 Lead/Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)86.5 91.0 18.0 18.0 31.7 31.7 31.7 Actuated g/C Ratio 0.61 0.64 0.13 0.13 0.22 0.22 0.22 v/c Ratio 0.59 0.41 0.26 0.43 0.91 0.23 0.57 Control Delay 3.5 1.2 57.1 7.8 82.4 45.8 19.4 Queue Delay 1.2 0.5 0.0 0.0 0.0 0.0 0.0 Total Delay 4.6 1.7 57.1 7.8 82.4 45.8 19.4 LOS A A E A F D B Approach Delay 2.6 36.6 51.9 Approach LOS A D D Intersection Summary Cycle Length: 157 Actuated Cycle Length: 142.4 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 2.01 Intersection Signal Delay: 20.5 Intersection LOS: C Intersection Capacity Utilization 92.4%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 2: SH 121 NBFR & Freeport Pkwy APPENDIX PAGE 66 Timings Base AM - New.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base AM - New.syn Synchro 10 Report Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 2.0 5.0 5.0 2.0 2.0 Minimum Split (s)9.5 35.0 45.0 51.0 7.0 7.0 Total Split (s)19.5 47.0 30.0 48.0 7.0 7.0 Total Split (%)12%30%19%31%4%4% Yellow Time (s)3.5 5.0 4.0 4.0 3.5 3.5 All-Red Time (s)1.0 2.0 4.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode Min Min None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 67 HCM 6th TWSC Base AM - New.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base AM - New.syn Synchro 10 Report Intersection Int Delay, s/veh 1 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 12 92 1220 22 1 248 2 0 0 1 2 0 41 Future Vol, veh/h 12 92 1220 22 1 248 2 0 0 1 2 0 41 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized ---None --None --None --None Storage Length -150 --170 -------- Veh in Median Storage, #--0 --0 --0 --0 - Grade, %--0 --0 --0 --0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 14 111 1470 27 1 299 2 0 0 1 2 0 49 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 220 301 0 0 1497 0 0 1856 2037 749 1140 2049 151 Stage 1 -------1734 1734 -302 302 - Stage 2 -------122 303 -838 1747 - Critical Hdwy 5.64 5.34 --5.34 --6.44 6.54 7.14 6.44 6.54 7.14 Critical Hdwy Stg 1 -------7.34 5.54 -7.34 5.54 - Critical Hdwy Stg 2 -------6.74 5.54 -6.74 5.54 - Follow-up Hdwy 2.32 3.12 --3.12 --3.82 4.02 3.92 3.82 4.02 3.92 Pot Cap-1 Maneuver 1179 839 --224 --78 56 304 211 55 738 Stage 1 -------60 141 -595 663 - Stage 2 -------800 662 -296 138 - Platoon blocked, %---- Mov Cap-1 Maneuver 864 864 --224 --65 48 304 186 47 738 Mov Cap-2 Maneuver -------65 48 -186 47 - Stage 1 -------51 121 -509 660 - Stage 2 -------743 659 -252 118 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.1 16.9 11 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)304 864 --224 --648 HCM Lane V/C Ratio 0.004 0.145 --0.005 --0.08 HCM Control Delay (s)16.9 9.9 --21.2 --11 HCM Lane LOS C A --C --B HCM 95th %tile Q(veh)0 0.5 --0 --0.3 APPENDIX PAGE 68 HCM 6th TWSC Base AM - New.syn 4: SH 121 NBFR & Northwestern Dr H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base AM - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 96 5 0 0 Future Vol, veh/h 0 0 96 5 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 ---- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 0 130 7 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -69 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 831 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -831 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--- HCM Lane V/C Ratio --- HCM Control Delay (s)--0 HCM Lane LOS --A HCM 95th %tile Q(veh)--- APPENDIX PAGE 69 Timings Base PM - New.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base PM - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 554 346 134 1216 0 0 0 0 136 437 539 Future Volume (vph)0 554 346 134 1216 0 0 0 0 136 437 539 Adj. Flow (vph)0 571 357 138 1254 0 0 0 0 140 451 556 Lane Group Flow (vph)0 571 357 138 1254 0 0 0 0 140 451 556 Turn Type NA Perm pm+pt NA Split NA Perm Protected Phases 2 1 1 2 4 12 4 12 Permitted Phases 2 1 2 4 12 Detector Phase 2 2 1 1 2 4 12 4 12 4 12 Switch Phase Minimum Initial (s)2.0 2.0 5.0 Minimum Split (s)35.0 35.0 9.5 Total Split (s)47.0 47.0 19.5 Total Split (%)29.9%29.9%12.4% Yellow Time (s)5.0 5.0 3.5 All-Red Time (s)2.0 2.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)7.0 7.0 4.5 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)32.5 32.5 100.9 105.4 22.1 22.1 22.1 Actuated g/C Ratio 0.22 0.22 0.69 0.72 0.15 0.15 0.15 v/c Ratio 0.40 0.57 0.15 0.34 0.53 0.59 1.36 Control Delay 49.7 8.1 0.2 1.4 68.0 63.2 205.2 Queue Delay 0.0 0.0 0.0 1.3 0.0 0.0 0.0 Total Delay 49.7 8.1 0.2 2.7 68.0 63.2 205.2 LOS D A A A E E F Approach Delay 33.7 2.5 132.7 Approach LOS C A F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 147.2 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.36 Intersection Signal Delay: 53.9 Intersection LOS: D Intersection Capacity Utilization 90.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: SH 121 SBFR & Freeport Pkwy APPENDIX PAGE 70 Timings Base PM - New.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base PM - New.syn Synchro 10 Report Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 2.0 2.0 Minimum Split (s)45.0 9.5 29.0 51.0 7.0 7.0 Total Split (s)30.0 19.5 32.0 48.0 7.0 7.0 Total Split (%)19%12%20%31%4%4% Yellow Time (s)4.0 3.5 5.0 4.0 3.5 3.5 All-Red Time (s)4.0 1.0 2.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 71 Timings Base PM - New.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base PM - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)394 319 0 0 951 490 391 249 182 0 0 0 Future Volume (vph)394 319 0 0 951 490 391 249 182 0 0 0 Adj. Flow (vph)428 347 0 0 1034 533 425 271 198 0 0 0 Lane Group Flow (vph)428 347 0 0 1034 533 425 271 198 0 0 0 Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 5 5 6 6 8 16 8 16 Permitted Phases 5 6 6 8 16 Detector Phase 5 5 6 6 6 8 16 8 16 8 16 Switch Phase Minimum Initial (s)5.0 5.0 5.0 Minimum Split (s)9.5 29.0 29.0 Total Split (s)19.5 32.0 32.0 Total Split (%)12.4%20.4%20.4% Yellow Time (s)3.5 5.0 5.0 All-Red Time (s)1.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)4.5 7.0 7.0 Lead/Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)85.8 90.4 25.2 25.2 37.2 37.2 37.2 Actuated g/C Ratio 0.58 0.61 0.17 0.17 0.25 0.25 0.25 v/c Ratio 0.57 0.11 0.94 1.01 0.95 0.21 0.36 Control Delay 8.4 1.0 76.9 65.2 86.1 44.5 7.1 Queue Delay 0.8 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.2 1.0 76.9 65.2 86.1 44.5 7.1 LOS A A E E F D A Approach Delay 5.5 72.9 56.0 Approach LOS A E E Intersection Summary Cycle Length: 157 Actuated Cycle Length: 147.2 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.36 Intersection Signal Delay: 52.1 Intersection LOS: D Intersection Capacity Utilization 90.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: SH 121 NBFR & Freeport Pkwy APPENDIX PAGE 72 Timings Base PM - New.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base PM - New.syn Synchro 10 Report Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 2.0 5.0 5.0 2.0 2.0 Minimum Split (s)9.5 35.0 45.0 51.0 7.0 7.0 Total Split (s)19.5 47.0 30.0 48.0 7.0 7.0 Total Split (%)12%30%19%31%4%4% Yellow Time (s)3.5 5.0 4.0 4.0 3.5 3.5 All-Red Time (s)1.0 2.0 4.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode Min Min None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 73 HCM 6th TWSC Base PM - New.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base PM - New.syn Synchro 10 Report Intersection Int Delay, s/veh 3.2 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 18 456 5 0 1244 4 11 1 1 2 0 154 Future Vol, veh/h 30 18 456 5 0 1244 4 11 1 1 2 0 154 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized ---None --None --None --None Storage Length -150 --170 -------- Veh in Median Storage, #--0 --0 --0 --0 - Grade, %--0 --0 --0 --0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 33 20 501 5 0 1367 4 12 1 1 2 0 169 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1001 1371 0 0 506 0 0 1157 1981 253 1676 1981 686 Stage 1 -------610 610 -1369 1369 - Stage 2 -------547 1371 -307 612 - Critical Hdwy 5.64 5.34 --5.34 --6.44 6.54 7.14 6.44 6.54 7.14 Critical Hdwy Stg 1 -------7.34 5.54 -7.34 5.54 - Critical Hdwy Stg 2 -------6.74 5.54 -6.74 5.54 - Follow-up Hdwy 2.32 3.12 --3.12 --3.82 4.02 3.92 3.82 4.02 3.92 Pot Cap-1 Maneuver 439 258 --673 --207 61 636 101 61 334 Stage 1 -------369 483 -110 213 - Stage 2 -------446 212 -621 482 - Platoon blocked, %---- Mov Cap-1 Maneuver 244 244 --673 --85 48 636 83 48 334 Mov Cap-2 Maneuver -------85 48 -83 48 - Stage 1 -------289 378 -86 213 - Stage 2 -------220 212 -484 377 - Approach EB WB NB SB HCM Control Delay, s 2.2 0 55 28.2 HCM LOS F D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)86 244 --673 --322 HCM Lane V/C Ratio 0.166 0.216 -----0.532 HCM Control Delay (s)55 23.7 --0 --28.2 HCM Lane LOS F C --A --D HCM 95th %tile Q(veh)0.6 0.8 --0 --3 APPENDIX PAGE 74 HCM 6th TWSC Base PM - New.syn 4: SH 121 NBFR & Northwestern Dr H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Base PM - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 9 205 0 0 0 Future Vol, veh/h 0 9 205 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 ---- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 10 230 0 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -115 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 778 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -778 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 9.7 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--778 HCM Lane V/C Ratio --0.013 HCM Control Delay (s)--9.7 HCM Lane LOS --A HCM 95th %tile Q(veh)--0 APPENDIX PAGE 75 HCM 2010 TWSC Phase 1 AM Driveways.syn 5: SH 121 NBFR & Driveway 1 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase1 AM Driveways.syn Synchro 10 Report Intersection Int Delay, s/veh 1.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 81 871 70 0 0 Future Vol, veh/h 0 81 871 70 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Stop Stop RT Channelized -None -None -None Storage Length -0 -0 -- Veh in Median Storage, #0 -0 --- Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 88 947 76 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -474 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 459 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -459 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 14.7 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--459 HCM Lane V/C Ratio --0.192 HCM Control Delay (s)--14.7 HCM Lane LOS --B HCM 95th %tile Q(veh)--0.7 APPENDIX PAGE 76 HCM 2010 TWSC Phase 1 AM Driveways.syn 6: Driveway 2 & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase1 AM Driveways.syn Synchro 10 Report Intersection Int Delay, s/veh 1.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1294 122 0 329 0 98 Future Vol, veh/h 1294 122 0 329 0 98 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length -----0 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1407 133 0 358 0 107 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 ---770 Stage 1 ------ Stage 2 ------ Critical Hdwy -----7.14 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.92 Pot Cap-1 Maneuver --0 -0 295 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver -----295 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 23.9 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)295 --- HCM Lane V/C Ratio 0.361 --- HCM Control Delay (s)23.9 --- HCM Lane LOS C --- HCM 95th %tile Q(veh)1.6 --- APPENDIX PAGE 77 HCM 2010 TWSC Phase 1 AM Driveways.syn 7: Northwestern Dr & Driveway 3 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase1 AM Driveways.syn Synchro 10 Report Intersection Int Delay, s/veh 3.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 47 0 0 2 24 33 Future Vol, veh/h 47 0 0 2 24 33 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length 0 ----- Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 51 0 0 2 26 36 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 46 44 62 0 -0 Stage 1 44 ----- Stage 2 2 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 964 1026 1541 --- Stage 1 978 ----- Stage 2 1021 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 964 1026 1541 --- Mov Cap-2 Maneuver 964 ----- Stage 1 978 ----- Stage 2 1021 ----- Approach EB NB SB HCM Control Delay, s 8.9 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1541 -964 -- HCM Lane V/C Ratio --0.053 -- HCM Control Delay (s)0 -8.9 -- HCM Lane LOS A -A -- HCM 95th %tile Q(veh)0 -0.2 -- APPENDIX PAGE 78 HCM 6th TWSC Phase 1 PM Driveways.syn 5: SH 121 NBFR & Driveway 1 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase1 PM Driveways.syn Synchro 10 Report Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 62 883 53 0 0 Future Vol, veh/h 0 62 883 53 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Stop Stop RT Channelized -None -None -None Storage Length -0 -0 -- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 67 960 58 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -480 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 455 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -455 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 14.3 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--455 HCM Lane V/C Ratio --0.148 HCM Control Delay (s)--14.3 HCM Lane LOS --B HCM 95th %tile Q(veh)--0.5 APPENDIX PAGE 79 HCM 6th TWSC Phase 1 PM Driveways.syn 6: Driveway 2 & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase1 PM Driveways.syn Synchro 10 Report Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 502 47 0 1713 0 27 Future Vol, veh/h 502 47 0 1713 0 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length -----0 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 546 51 0 1862 0 29 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 ---299 Stage 1 ------ Stage 2 ------ Critical Hdwy -----7.14 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.92 Pot Cap-1 Maneuver --0 -0 595 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver -----595 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 11.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)595 --- HCM Lane V/C Ratio 0.049 --- HCM Control Delay (s)11.4 --- HCM Lane LOS B --- HCM 95th %tile Q(veh)0.2 --- APPENDIX PAGE 80 HCM 6th TWSC Phase 1 PM Driveways.syn 7: Northwestern Dr & Driveway 3 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase1 PM Driveways.syn Synchro 10 Report Intersection Int Delay, s/veh 4.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 95 0 0 13 5 84 Future Vol, veh/h 95 0 0 13 5 84 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length 0 ----- Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 103 0 0 14 5 91 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 65 51 96 0 -0 Stage 1 51 ----- Stage 2 14 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 941 1017 1498 --- Stage 1 971 ----- Stage 2 1009 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 941 1017 1498 --- Mov Cap-2 Maneuver 941 ----- Stage 1 971 ----- Stage 2 1009 ----- Approach EB NB SB HCM Control Delay, s 9.3 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1498 -941 -- HCM Lane V/C Ratio --0.11 -- HCM Control Delay (s)0 -9.3 -- HCM Lane LOS A -A -- HCM 95th %tile Q(veh)0 -0.4 -- APPENDIX PAGE 81 Timings Phase 2 AM Background.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Background - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1199 842 67 468 0 0 0 0 544 1620 400 Future Volume (vph)0 1199 842 67 468 0 0 0 0 544 1620 400 Adj. Flow (vph)0 1363 957 76 532 0 0 0 0 618 1841 455 Lane Group Flow (vph)0 1363 957 76 532 0 0 0 0 618 1841 455 Turn Type NA Perm Prot NA Split NA Perm Protected Phases 2 1 1 2 4 12 4 12 Permitted Phases 2 4 12 Detector Phase 2 2 1 1 2 4 12 4 12 4 12 Switch Phase Minimum Initial (s)2.0 2.0 5.0 Minimum Split (s)35.0 35.0 9.5 Total Split (s)47.0 47.0 19.5 Total Split (%)29.9%29.9%12.4% Yellow Time (s)5.0 5.0 3.5 All-Red Time (s)2.0 2.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)7.0 7.0 4.5 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)40.1 40.1 62.2 109.4 22.1 22.1 22.1 Actuated g/C Ratio 0.27 0.27 0.41 0.72 0.15 0.15 0.15 v/c Ratio 0.80 1.23 0.05 0.21 2.40 2.48 0.97 Control Delay 56.7 135.2 0.1 0.2 663.8 693.9 58.2 Queue Delay 0.0 0.0 0.0 0.6 0.0 0.0 0.0 Total Delay 56.7 135.2 0.1 0.8 663.8 693.9 58.2 LOS E F A A F F E Approach Delay 89.1 0.7 588.3 Approach LOS F A F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 151 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 2.48 Intersection Signal Delay: 328.9 Intersection LOS: F Intersection Capacity Utilization 103.9%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: SH 121 SBFR & Freeport Pkwy APPENDIX PAGE 82 Timings Phase 2 AM Background.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Background - New.syn Synchro 10 Report Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 2.0 2.0 Minimum Split (s)45.0 9.5 29.0 51.0 7.0 7.0 Total Split (s)30.0 19.5 32.0 48.0 7.0 7.0 Total Split (%)19%12%20%31%4%4% Yellow Time (s)4.0 3.5 5.0 4.0 3.5 3.5 All-Red Time (s)4.0 1.0 2.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 83 Timings Phase 2 AM Background.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Background - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)548 1271 0 0 201 143 342 252 274 0 0 0 Future Volume (vph)548 1271 0 0 201 143 342 252 274 0 0 0 Adj. Flow (vph)668 1550 0 0 245 174 417 307 334 0 0 0 Lane Group Flow (vph)668 1550 0 0 245 174 417 307 334 0 0 0 Turn Type Prot NA NA Perm Split NA Perm Protected Phases 5 5 6 6 8 16 8 16 Permitted Phases 6 8 16 Detector Phase 5 5 6 6 6 8 16 8 16 8 16 Switch Phase Minimum Initial (s)5.0 5.0 5.0 Minimum Split (s)9.5 29.0 29.0 Total Split (s)19.5 32.0 32.0 Total Split (%)12.4%20.4%20.4% Yellow Time (s)3.5 5.0 5.0 All-Red Time (s)1.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)4.5 7.0 7.0 Lead/Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)65.7 94.2 21.5 21.5 37.2 37.2 37.2 Actuated g/C Ratio 0.44 0.62 0.14 0.14 0.25 0.25 0.25 v/c Ratio 0.45 0.70 0.27 0.47 0.96 0.25 0.62 Control Delay 5.1 2.1 58.2 11.5 89.6 46.3 24.7 Queue Delay 1.2 48.5 0.0 0.0 0.0 0.0 0.0 Total Delay 6.3 50.7 58.2 11.5 89.6 46.3 24.7 LOS A D E B F D C Approach Delay 37.3 38.8 56.6 Approach LOS D D E Intersection Summary Cycle Length: 157 Actuated Cycle Length: 151 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 2.48 Intersection Signal Delay: 43.0 Intersection LOS: D Intersection Capacity Utilization 103.9%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 2: SH 121 NBFR & Freeport Pkwy APPENDIX PAGE 84 Timings Phase 2 AM Background.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Background - New.syn Synchro 10 Report Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 2.0 5.0 5.0 2.0 2.0 Minimum Split (s)9.5 35.0 45.0 51.0 7.0 7.0 Total Split (s)19.5 47.0 30.0 48.0 7.0 7.0 Total Split (%)12%30%19%31%4%4% Yellow Time (s)3.5 5.0 4.0 4.0 3.5 3.5 All-Red Time (s)1.0 2.0 4.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode Min Min None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 85 HCM 6th TWSC Phase 2 AM Background.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Background - New.syn Synchro 10 Report Intersection Int Delay, s/veh 1 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 14 107 1414 26 1 287 2 0 0 1 2 0 48 Future Vol, veh/h 14 107 1414 26 1 287 2 0 0 1 2 0 48 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized ---None --None --None --None Storage Length -150 --170 -------- Veh in Median Storage, #--0 --0 --0 --0 - Grade, %--0 --0 --0 --0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 17 129 1704 31 1 346 2 0 0 1 2 0 58 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 254 348 0 0 1735 0 0 2152 2362 868 1323 2376 174 Stage 1 -------2012 2012 -349 349 - Stage 2 -------140 350 -974 2027 - Critical Hdwy 5.64 5.34 --5.34 --6.44 6.54 7.14 6.44 6.54 7.14 Critical Hdwy Stg 1 -------7.34 5.54 -7.34 5.54 - Critical Hdwy Stg 2 -------6.74 5.54 -6.74 5.54 - Follow-up Hdwy 2.32 3.12 --3.12 --3.82 4.02 3.92 3.82 4.02 3.92 Pot Cap-1 Maneuver 1130 798 --170 --51 35 254 164 34 714 Stage 1 -------38 102 -554 632 - Stage 2 -------780 631 -244 100 - Platoon blocked, %---- Mov Cap-1 Maneuver 821 821 --170 --40 29 254 140 28 714 Mov Cap-2 Maneuver -------40 29 -140 28 - Stage 1 -------31 84 -455 628 - Stage 2 -------713 627 -200 82 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.1 19.2 11.5 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)254 821 --170 --613 HCM Lane V/C Ratio 0.005 0.178 --0.007 --0.098 HCM Control Delay (s)19.2 10.3 --26.3 --11.5 HCM Lane LOS C B --D --B HCM 95th %tile Q(veh)0 0.6 --0 --0.3 APPENDIX PAGE 86 HCM 6th TWSC Phase 2 AM Background.syn 4: SH 121 NBFR & Northwestern Dr H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Background - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 96 3 0 0 Future Vol, veh/h 0 0 96 3 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 ---- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 0 130 4 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -67 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 834 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -834 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--- HCM Lane V/C Ratio --- HCM Control Delay (s)--0 HCM Lane LOS --A HCM 95th %tile Q(veh)--- APPENDIX PAGE 87 Timings Phase 2 AM Total.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 1229 842 84 494 0 0 0 0 603 1620 400 Future Volume (vph)0 1229 842 84 494 0 0 0 0 603 1620 400 Adj. Flow (vph)0 1397 957 95 561 0 0 0 0 685 1841 455 Lane Group Flow (vph)0 1397 957 95 561 0 0 0 0 685 1841 455 Turn Type NA Perm Prot NA Split NA Perm Protected Phases 2 1 1 2 4 12 4 12 Permitted Phases 2 4 12 Detector Phase 2 2 1 1 2 4 12 4 12 4 12 Switch Phase Minimum Initial (s)2.0 2.0 5.0 Minimum Split (s)35.0 35.0 9.5 Total Split (s)47.0 47.0 19.5 Total Split (%)29.9%29.9%12.4% Yellow Time (s)5.0 5.0 3.5 All-Red Time (s)2.0 2.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)7.0 7.0 4.5 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)40.0 40.0 65.7 112.8 22.0 22.0 22.0 Actuated g/C Ratio 0.26 0.26 0.43 0.73 0.14 0.14 0.14 v/c Ratio 0.84 1.25 0.07 0.22 2.72 2.54 0.98 Control Delay 60.0 146.8 0.1 0.2 805.3 721.0 60.7 Queue Delay 0.0 0.0 0.0 0.6 0.0 0.0 0.0 Total Delay 60.0 146.8 0.1 0.8 805.3 721.0 60.7 LOS E F A A F F E Approach Delay 95.3 0.7 639.6 Approach LOS F A F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 154.3 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 2.72 Intersection Signal Delay: 355.8 Intersection LOS: F Intersection Capacity Utilization 106.0%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: SH 121 SBFR & Freeport Pkwy APPENDIX PAGE 88 Timings Phase 2 AM Total.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 2.0 2.0 Minimum Split (s)45.0 9.5 29.0 51.0 7.0 7.0 Total Split (s)30.0 19.5 32.0 48.0 7.0 7.0 Total Split (%)19%12%20%31%4%4% Yellow Time (s)4.0 3.5 5.0 4.0 3.5 3.5 All-Red Time (s)4.0 1.0 2.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 89 Timings Phase 2 AM Total.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)548 1360 0 0 223 153 362 262 300 0 0 0 Future Volume (vph)548 1360 0 0 223 153 362 262 300 0 0 0 Adj. Flow (vph)668 1659 0 0 272 187 441 320 366 0 0 0 Lane Group Flow (vph)668 1659 0 0 272 187 441 320 366 0 0 0 Turn Type Prot NA NA Perm Split NA Perm Protected Phases 5 5 6 6 8 16 8 16 Permitted Phases 6 8 16 Detector Phase 5 5 6 6 6 8 16 8 16 8 16 Switch Phase Minimum Initial (s)5.0 5.0 5.0 Minimum Split (s)9.5 29.0 29.0 Total Split (s)19.5 32.0 32.0 Total Split (%)12.4%20.4%20.4% Yellow Time (s)3.5 5.0 5.0 All-Red Time (s)1.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)4.5 7.0 7.0 Lead/Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)65.6 95.4 22.9 22.9 39.4 39.4 39.4 Actuated g/C Ratio 0.43 0.62 0.15 0.15 0.26 0.26 0.26 v/c Ratio 0.46 0.76 0.29 0.48 0.98 0.25 0.66 Control Delay 5.4 3.0 58.8 11.8 93.8 46.6 28.9 Queue Delay 1.5 48.5 0.0 0.0 0.0 0.0 0.0 Total Delay 6.9 51.5 58.8 11.8 93.8 46.6 28.9 LOS A D E B F D C Approach Delay 38.7 39.7 59.3 Approach LOS D D E Intersection Summary Cycle Length: 157 Actuated Cycle Length: 154.3 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 2.72 Intersection Signal Delay: 44.7 Intersection LOS: D Intersection Capacity Utilization 106.0%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 2: SH 121 NBFR & Freeport Pkwy APPENDIX PAGE 90 Timings Phase 2 AM Total.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 2.0 5.0 5.0 2.0 2.0 Minimum Split (s)9.5 35.0 45.0 51.0 7.0 7.0 Total Split (s)19.5 47.0 30.0 48.0 7.0 7.0 Total Split (%)12%30%19%31%4%4% Yellow Time (s)3.5 5.0 4.0 4.0 3.5 3.5 All-Red Time (s)1.0 2.0 4.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode Min Min None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 91 HCM 6th TWSC Phase 2 AM Total.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 59 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 14 107 1426 105 50 269 2 55 1 15 2 3 44 Future Vol, veh/h 14 107 1426 105 50 269 2 55 1 15 2 3 44 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized ---None --None --None --None Storage Length -150 --170 -------- Veh in Median Storage, #--0 --0 --0 --0 - Grade, %--0 --0 --0 --0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 17 129 1718 127 60 324 2 66 1 18 2 4 53 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 238 326 0 0 1845 0 0 2326 2520 923 1425 2582 163 Stage 1 -------2074 2074 -445 445 - Stage 2 -------252 446 -980 2137 - Critical Hdwy 5.64 5.34 --5.34 --6.44 6.54 7.14 6.44 6.54 7.14 Critical Hdwy Stg 1 -------7.34 5.54 -7.34 5.54 - Critical Hdwy Stg 2 -------6.74 5.54 -6.74 5.54 - Follow-up Hdwy 2.32 3.12 --3.12 --3.82 4.02 3.92 3.82 4.02 3.92 Pot Cap-1 Maneuver 1153 817 --150 --~ 40 28 233 143 25 725 Stage 1 -------~ 34 95 -477 573 - Stage 2 -------670 572 -242 88 - Platoon blocked, %---- Mov Cap-1 Maneuver 841 841 --150 --~ 18 14 233 75 12 725 Mov Cap-2 Maneuver -------~ 18 14 -75 12 - Stage 1 -------~ 28 78 -394 344 - Stage 2 -------369 343 -182 73 - Approach EB WB NB SB HCM Control Delay, s 0.7 6.9 $ 1660.3 45.9 HCM LOS F E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)22 841 --150 --145 HCM Lane V/C Ratio 3.888 0.173 --0.402 --0.407 HCM Control Delay (s)$ 1660.3 10.2 --44.2 --45.9 HCM Lane LOS F B --E --E HCM 95th %tile Q(veh)10.9 0.6 --1.7 --1.8 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon APPENDIX PAGE 92 HCM 6th TWSC Phase 2 AM Total.syn 4: SH 121 NBFR & Northwestern Dr H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 14 102 32 0 0 Future Vol, veh/h 0 14 102 32 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 ---- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 19 138 43 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -91 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 805 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -805 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 9.6 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--805 HCM Lane V/C Ratio --0.024 HCM Control Delay (s)--9.6 HCM Lane LOS --A HCM 95th %tile Q(veh)--0.1 APPENDIX PAGE 93 HCM 6th TWSC Phase 2 AM Total.syn 5: SH 121 NBFR & Driveway 1 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 136 1013 152 0 0 Future Vol, veh/h 0 136 1013 152 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Stop Stop RT Channelized -None -None -None Storage Length -0 -250 -- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 148 1101 165 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -551 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 409 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -409 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 18.7 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--409 HCM Lane V/C Ratio --0.361 HCM Control Delay (s)--18.7 HCM Lane LOS --C HCM 95th %tile Q(veh)--1.6 APPENDIX PAGE 94 HCM 6th TWSC Phase 2 AM Total.syn 6: Driveway 2 & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 1.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1554 129 0 382 0 98 Future Vol, veh/h 1554 129 0 382 0 98 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length -----0 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1689 140 0 415 0 107 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 ---915 Stage 1 ------ Stage 2 ------ Critical Hdwy -----7.14 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.92 Pot Cap-1 Maneuver --0 -0 236 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver -----236 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 32.2 HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)236 --- HCM Lane V/C Ratio 0.451 --- HCM Control Delay (s)32.2 --- HCM Lane LOS D --- HCM 95th %tile Q(veh)2.2 --- APPENDIX PAGE 95 HCM 6th TWSC Phase 2 AM Total.syn 7: Northwestern Dr & Driveway 3 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 2.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 66 0 7 6 79 80 Future Vol, veh/h 66 0 7 6 79 80 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length 0 ----- Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 72 0 8 7 86 87 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 153 130 173 0 -0 Stage 1 130 ----- Stage 2 23 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 839 920 1404 --- Stage 1 896 ----- Stage 2 1000 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 834 920 1404 --- Mov Cap-2 Maneuver 834 ----- Stage 1 891 ----- Stage 2 1000 ----- Approach EB NB SB HCM Control Delay, s 9.7 4.1 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1404 -834 -- HCM Lane V/C Ratio 0.005 -0.086 -- HCM Control Delay (s)7.6 0 9.7 -- HCM Lane LOS A A A -- HCM 95th %tile Q(veh)0 -0.3 -- APPENDIX PAGE 96 HCM 6th TWSC Phase 2 AM Total.syn 8: Northwestern Dr & Driveway 4 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 2.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 18 11 8 44 3 14 Future Vol, veh/h 18 11 8 44 3 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length ----0 - Veh in Median Storage, #-0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 20 12 9 48 3 15 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 57 0 -0 85 33 Stage 1 ----33 - Stage 2 ----52 - Critical Hdwy 4.12 ---6.42 6.22 Critical Hdwy Stg 1 ----5.42 - Critical Hdwy Stg 2 ----5.42 - Follow-up Hdwy 2.218 ---3.518 3.318 Pot Cap-1 Maneuver 1547 ---916 1041 Stage 1 ----989 - Stage 2 ----970 - Platoon blocked, %--- Mov Cap-1 Maneuver 1547 ---904 1041 Mov Cap-2 Maneuver ----904 - Stage 1 ----976 - Stage 2 ----970 - Approach EB WB SB HCM Control Delay, s 4.6 0 8.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1547 ---1014 HCM Lane V/C Ratio 0.013 ---0.018 HCM Control Delay (s)7.4 0 --8.6 HCM Lane LOS A A --A HCM 95th %tile Q(veh)0 ---0.1 APPENDIX PAGE 97 HCM 6th TWSC Phase 2 AM Total.syn 9: Northwestern Dr & Driveway 5 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 4 28 14 8 1 1 Future Vol, veh/h 4 28 14 8 1 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length ----0 - Veh in Median Storage, #-0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 4 30 15 9 1 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 24 0 -0 58 20 Stage 1 ----20 - Stage 2 ----38 - Critical Hdwy 4.12 ---6.42 6.22 Critical Hdwy Stg 1 ----5.42 - Critical Hdwy Stg 2 ----5.42 - Follow-up Hdwy 2.218 ---3.518 3.318 Pot Cap-1 Maneuver 1591 ---949 1058 Stage 1 ----1003 - Stage 2 ----984 - Platoon blocked, %--- Mov Cap-1 Maneuver 1591 ---946 1058 Mov Cap-2 Maneuver ----946 - Stage 1 ----1000 - Stage 2 ----984 - Approach EB WB SB HCM Control Delay, s 0.9 0 8.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1591 ---999 HCM Lane V/C Ratio 0.003 ---0.002 HCM Control Delay (s)7.3 0 --8.6 HCM Lane LOS A A --A HCM 95th %tile Q(veh)0 ---0 APPENDIX PAGE 98 Timings Phase 2 PM Background.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Background - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 642 401 155 1410 0 0 0 0 158 507 625 Future Volume (vph)0 642 401 155 1410 0 0 0 0 158 507 625 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Shared Lane Traffic (%) Turn Type NA Perm Prot NA Split NA Perm Protected Phases 2 1 1 2 4 12 4 12 Permitted Phases 2 4 12 Detector Phase 2 2 1 1 2 4 12 4 12 4 12 Switch Phase Minimum Initial (s)2.0 2.0 5.0 Minimum Split (s)35.0 35.0 9.5 Total Split (s)47.0 47.0 19.5 Total Split (%)29.9%29.9%12.4% Yellow Time (s)5.0 5.0 3.5 All-Red Time (s)2.0 2.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)7.0 7.0 4.5 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)37.4 37.4 68.6 113.0 22.0 22.0 22.0 Actuated g/C Ratio 0.24 0.24 0.44 0.73 0.14 0.14 0.14 v/c Ratio 0.43 0.59 0.11 0.56 0.65 0.72 1.62 Control Delay 50.2 7.8 0.0 8.3 76.1 70.1 315.4 Queue Delay 0.0 0.0 0.0 49.6 0.0 0.0 0.0 Total Delay 50.2 7.8 0.0 57.9 76.1 70.1 315.4 LOS D A A E E E F Approach Delay 33.9 52.1 189.6 Approach LOS C D F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 154.5 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.62 Intersection Signal Delay: 92.8 Intersection LOS: F Intersection Capacity Utilization 89.6%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: SH 121 SBFR & Freeport Pkwy APPENDIX PAGE 99 Timings Phase 2 PM Background.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Background - New.syn Synchro 10 Report Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Shared Lane Traffic (%) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 2.0 2.0 Minimum Split (s)45.0 9.5 29.0 51.0 7.0 7.0 Total Split (s)30.0 19.5 32.0 48.0 7.0 7.0 Total Split (%)19%12%20%31%4%4% Yellow Time (s)4.0 3.5 5.0 4.0 3.5 3.5 All-Red Time (s)4.0 1.0 2.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 100 Timings Phase 2 PM Background.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Background - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)457 370 0 0 1102 568 453 289 211 0 0 0 Future Volume (vph)457 370 0 0 1102 568 453 289 211 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%) Turn Type Prot NA NA Perm Split NA Perm Protected Phases 5 5 6 6 8 16 8 16 Permitted Phases 6 8 16 Detector Phase 5 5 6 6 6 8 16 8 16 8 16 Switch Phase Minimum Initial (s)5.0 5.0 5.0 Minimum Split (s)9.5 29.0 29.0 Total Split (s)19.5 32.0 32.0 Total Split (%)12.4%20.4%20.4% Yellow Time (s)3.5 5.0 5.0 All-Red Time (s)1.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)4.5 7.0 7.0 Lead/Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)62.9 94.9 25.0 25.0 40.0 40.0 40.0 Actuated g/C Ratio 0.41 0.61 0.16 0.16 0.26 0.26 0.26 v/c Ratio 0.36 0.18 1.16 1.34 1.07 0.24 0.40 Control Delay 4.6 0.9 135.8 196.2 116.5 46.2 7.3 Queue Delay 0.4 0.0 0.0 0.0 10.6 0.0 0.0 Total Delay 5.0 0.9 135.8 196.2 127.0 46.2 7.3 LOS A A F F F D A Approach Delay 3.2 156.3 76.0 Approach LOS A F E Intersection Summary Cycle Length: 157 Actuated Cycle Length: 154.5 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.62 Intersection Signal Delay: 97.4 Intersection LOS: F Intersection Capacity Utilization 89.6%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: SH 121 NBFR & Freeport Pkwy APPENDIX PAGE 101 Timings Phase 2 PM Background.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Background - New.syn Synchro 10 Report Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Shared Lane Traffic (%) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 2.0 5.0 5.0 2.0 2.0 Minimum Split (s)9.5 35.0 45.0 51.0 7.0 7.0 Total Split (s)19.5 47.0 30.0 48.0 7.0 7.0 Total Split (%)12%30%19%31%4%4% Yellow Time (s)3.5 5.0 4.0 4.0 3.5 3.5 All-Red Time (s)1.0 2.0 4.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode Min Min None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 102 HCM 6th TWSC Phase 2 PM Background.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Background - New.syn Synchro 10 Report Intersection Int Delay, s/veh 6.3 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 35 21 529 6 0 1442 5 13 1 1 2 0 179 Future Vol, veh/h 35 21 529 6 0 1442 5 13 1 1 2 0 179 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized ---None --None --None --None Storage Length -150 --170 -------- Veh in Median Storage, #--0 --0 --0 --0 - Grade, %--0 --0 --0 --0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 38 23 581 7 0 1585 5 14 1 1 2 0 197 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1161 1590 0 0 588 0 0 1341 2297 294 1943 2298 795 Stage 1 -------707 707 -1588 1588 - Stage 2 -------634 1590 -355 710 - Critical Hdwy 5.64 5.34 --5.34 --6.44 6.54 7.14 6.44 6.54 7.14 Critical Hdwy Stg 1 -------7.34 5.54 -7.34 5.54 - Critical Hdwy Stg 2 -------6.74 5.54 -6.74 5.54 - Follow-up Hdwy 2.32 3.12 --3.12 --3.82 4.02 3.92 3.82 4.02 3.92 Pot Cap-1 Maneuver 357 201 --616 --160 38 599 69 38 284 Stage 1 -------317 436 -77 166 - Stage 2 -------395 166 -582 435 - Platoon blocked, %---- Mov Cap-1 Maneuver 152 152 --616 --33 22 599 45 22 284 Mov Cap-2 Maneuver -------33 22 -45 22 - Stage 1 -------187 258 -46 166 - Stage 2 -------121 166 -342 257 - Approach EB WB NB SB HCM Control Delay, s 4.2 0 186.1 49 HCM LOS F E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)34 152 --616 --268 HCM Lane V/C Ratio 0.485 0.405 -----0.742 HCM Control Delay (s)186.1 44.1 --0 --49 HCM Lane LOS F E --A --E HCM 95th %tile Q(veh)1.6 1.8 --0 --5.3 APPENDIX PAGE 103 HCM 6th TWSC Phase 2 PM Background.syn 4: SH 121 NBFR & Northwestern Dr H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Background - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 10 238 0 0 0 Future Vol, veh/h 0 10 238 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 ---- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 11 267 0 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -134 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 757 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -757 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 9.8 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--757 HCM Lane V/C Ratio --0.015 HCM Control Delay (s)--9.8 HCM Lane LOS --A HCM 95th %tile Q(veh)--0 APPENDIX PAGE 104 Timings Phase 2 PM Total.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)0 668 401 171 1445 0 0 0 0 181 507 625 Future Volume (vph)0 668 401 171 1445 0 0 0 0 181 507 625 Adj. Flow (vph)0 689 413 176 1490 0 0 0 0 187 523 644 Lane Group Flow (vph)0 689 413 176 1490 0 0 0 0 187 523 644 Turn Type NA Perm Prot NA Split NA Perm Protected Phases 2 1 1 2 4 12 4 12 Permitted Phases 2 4 12 Detector Phase 2 2 1 1 2 4 12 4 12 4 12 Switch Phase Minimum Initial (s)2.0 2.0 5.0 Minimum Split (s)35.0 35.0 9.5 Total Split (s)47.0 47.0 19.5 Total Split (%)29.9%29.9%12.4% Yellow Time (s)5.0 5.0 3.5 All-Red Time (s)2.0 2.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)7.0 7.0 4.5 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)38.2 38.2 68.5 113.7 22.0 22.0 22.0 Actuated g/C Ratio 0.25 0.25 0.44 0.73 0.14 0.14 0.14 v/c Ratio 0.44 0.59 0.12 0.57 0.75 0.73 1.62 Control Delay 50.3 7.7 0.0 8.5 82.9 70.6 317.2 Queue Delay 0.0 0.0 0.0 49.7 0.0 0.0 0.0 Total Delay 50.3 7.7 0.0 58.1 82.9 70.6 317.2 LOS D A A E F E F Approach Delay 34.3 52.0 189.6 Approach LOS C D F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 155.2 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.62 Intersection Signal Delay: 92.5 Intersection LOS: F Intersection Capacity Utilization 92.0%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 1: SH 121 SBFR & Freeport Pkwy APPENDIX PAGE 105 Timings Phase 2 PM Total.syn 1: SH 121 SBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 2.0 2.0 Minimum Split (s)45.0 9.5 29.0 51.0 7.0 7.0 Total Split (s)30.0 19.5 32.0 48.0 7.0 7.0 Total Split (%)19%12%20%31%4%4% Yellow Time (s)4.0 3.5 5.0 4.0 3.5 3.5 All-Red Time (s)4.0 1.0 2.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None Min Min None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 106 Timings Phase 2 PM Total.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)457 419 0 0 1126 583 481 312 232 0 0 0 Future Volume (vph)457 419 0 0 1126 583 481 312 232 0 0 0 Adj. Flow (vph)497 455 0 0 1224 634 523 339 252 0 0 0 Lane Group Flow (vph)497 455 0 0 1224 634 523 339 252 0 0 0 Turn Type Prot NA NA Perm Split NA Perm Protected Phases 5 5 6 6 8 16 8 16 Permitted Phases 6 8 16 Detector Phase 5 5 6 6 6 8 16 8 16 8 16 Switch Phase Minimum Initial (s)5.0 5.0 5.0 Minimum Split (s)9.5 29.0 29.0 Total Split (s)19.5 32.0 32.0 Total Split (%)12.4%20.4%20.4% Yellow Time (s)3.5 5.0 5.0 All-Red Time (s)1.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 Total Lost Time (s)4.5 7.0 7.0 Lead/Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Recall Mode Min Min Min Act Effct Green (s)63.7 95.7 25.0 25.0 40.0 40.0 40.0 Actuated g/C Ratio 0.41 0.62 0.16 0.16 0.26 0.26 0.26 v/c Ratio 0.35 0.21 1.19 1.41 1.15 0.26 0.42 Control Delay 4.4 0.9 147.4 225.7 139.7 46.8 7.3 Queue Delay 0.4 0.0 0.0 0.0 1.1 0.0 0.0 Total Delay 4.8 0.9 147.4 225.7 140.7 46.8 7.3 LOS A A F F F D A Approach Delay 2.9 174.1 81.9 Approach LOS A F F Intersection Summary Cycle Length: 157 Actuated Cycle Length: 155.2 Natural Cycle: 160 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.62 Intersection Signal Delay: 106.4 Intersection LOS: F Intersection Capacity Utilization 92.0%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 2: SH 121 NBFR & Freeport Pkwy APPENDIX PAGE 107 Timings Phase 2 PM Total.syn 2: SH 121 NBFR & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16 Lane Configurations Traffic Volume (vph) Future Volume (vph) Adj. Flow (vph) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s)5.0 2.0 5.0 5.0 2.0 2.0 Minimum Split (s)9.5 35.0 45.0 51.0 7.0 7.0 Total Split (s)19.5 47.0 30.0 48.0 7.0 7.0 Total Split (%)12%30%19%31%4%4% Yellow Time (s)3.5 5.0 4.0 4.0 3.5 3.5 All-Red Time (s)1.0 2.0 4.0 4.0 1.5 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode Min Min None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 108 HCM 6th TWSC Phase 2 PM Total.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 250 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 35 21 540 31 93 1375 5 127 3 23 2 8 170 Future Vol, veh/h 35 21 540 31 93 1375 5 127 3 23 2 8 170 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized ---None --None --None --None Storage Length -150 --170 -------- Veh in Median Storage, #--0 --0 --0 --0 - Grade, %--0 --0 --0 --0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 38 23 593 34 102 1511 5 140 3 25 2 9 187 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1107 1516 0 0 627 0 0 1545 2452 314 2079 2467 758 Stage 1 -------732 732 -1718 1718 - Stage 2 -------813 1720 -361 749 - Critical Hdwy 5.64 5.34 --5.34 --6.44 6.54 7.14 6.44 6.54 7.14 Critical Hdwy Stg 1 -------7.34 5.54 -7.34 5.54 - Critical Hdwy Stg 2 -------6.74 5.54 -6.74 5.54 - Follow-up Hdwy 2.32 3.12 --3.12 --3.82 4.02 3.92 3.82 4.02 3.92 Pot Cap-1 Maneuver 383 219 --590 --~ 121 30 582 57 30 300 Stage 1 -------305 425 -62 143 - Stage 2 -------307 143 -577 417 - Platoon blocked, %---- Mov Cap-1 Maneuver 183 183 --590 --~ 17 16 582 30 16 300 Mov Cap-2 Maneuver -------~ 17 16 -30 16 - Stage 1 -------201 281 -41 118 - Stage 2 -------~ 89 118 -360 275 - Approach EB WB NB SB HCM Control Delay, s 3.1 0.8 $ 3711.1 207.8 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)20 183 --590 --159 HCM Lane V/C Ratio 8.407 0.336 --0.173 --1.244 HCM Control Delay (s)$ 3711.1 34.4 --12.4 --207.8 HCM Lane LOS F D --B --F HCM 95th %tile Q(veh)21.5 1.4 --0.6 --11.4 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon APPENDIX PAGE 109 HCM 6th TWSC Phase 2 PM Total.syn 4: SH 121 NBFR & Northwestern Dr H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 42 249 7 0 0 Future Vol, veh/h 0 42 249 7 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length -0 ---- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 89 89 89 89 89 89 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 47 280 8 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -144 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 746 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -746 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 10.2 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--746 HCM Lane V/C Ratio --0.063 HCM Control Delay (s)--10.2 HCM Lane LOS --B HCM 95th %tile Q(veh)--0.2 APPENDIX PAGE 110 HCM 6th TWSC Phase 2 PM Total.syn 5: SH 121 NBFR & Driveway 1 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 2.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 158 1039 99 0 0 Future Vol, veh/h 0 158 1039 99 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Stop Stop RT Channelized -None -None -None Storage Length -0 -250 -- Veh in Median Storage, #0 -0 --16979 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 172 1129 108 0 0 Major/Minor Minor1 Major1 Conflicting Flow All -565 0 0 Stage 1 ---- Stage 2 ---- Critical Hdwy -7.14 -- Critical Hdwy Stg 1 ---- Critical Hdwy Stg 2 ---- Follow-up Hdwy -3.92 -- Pot Cap-1 Maneuver 0 401 -- Stage 1 0 --- Stage 2 0 --- Platoon blocked, %-- Mov Cap-1 Maneuver -401 -- Mov Cap-2 Maneuver ---- Stage 1 ---- Stage 2 ---- Approach WB NB HCM Control Delay, s 20.5 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h)--401 HCM Lane V/C Ratio --0.428 HCM Control Delay (s)--20.5 HCM Lane LOS --C HCM 95th %tile Q(veh)--2.1 APPENDIX PAGE 111 HCM 6th TWSC Phase 2 PM Total.syn 6: Driveway 2 & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 600 68 0 1709 0 27 Future Vol, veh/h 600 68 0 1709 0 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length -----0 Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 652 74 0 1858 0 29 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 ---363 Stage 1 ------ Stage 2 ------ Critical Hdwy -----7.14 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy -----3.92 Pot Cap-1 Maneuver --0 -0 541 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver -----541 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 12 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)541 --- HCM Lane V/C Ratio 0.054 --- HCM Control Delay (s)12 --- HCM Lane LOS B --- HCM 95th %tile Q(veh)0.2 --- APPENDIX PAGE 112 HCM 6th TWSC Phase 2 PM Total.syn 7: Northwestern Dr & Driveway 3 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 4.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 120 0 2 33 15 117 Future Vol, veh/h 120 0 2 33 15 117 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized -None -None -None Storage Length 0 ----- Veh in Median Storage, #0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 130 0 2 36 16 127 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 120 80 143 0 -0 Stage 1 80 ----- Stage 2 40 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 876 980 1440 --- Stage 1 943 ----- Stage 2 982 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 875 980 1440 --- Mov Cap-2 Maneuver 875 ----- Stage 1 942 ----- Stage 2 982 ----- Approach EB NB SB HCM Control Delay, s 9.8 0.4 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h)1440 -875 -- HCM Lane V/C Ratio 0.002 -0.149 -- HCM Control Delay (s)7.5 0 9.8 -- HCM Lane LOS A A A -- HCM 95th %tile Q(veh)0 -0.5 -- APPENDIX PAGE 113 HCM 6th TWSC Phase 2 PM Total.syn 8: Northwestern Dr & Driveway 4 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 6.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 4 5 1 8 14 28 Future Vol, veh/h 4 5 1 8 14 28 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length ----0 - Veh in Median Storage, #-0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 4 5 1 9 15 30 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 10 0 -0 19 6 Stage 1 ----6 - Stage 2 ----13 - Critical Hdwy 4.12 ---6.42 6.22 Critical Hdwy Stg 1 ----5.42 - Critical Hdwy Stg 2 ----5.42 - Follow-up Hdwy 2.218 ---3.518 3.318 Pot Cap-1 Maneuver 1610 ---998 1077 Stage 1 ----1017 - Stage 2 ----1010 - Platoon blocked, %--- Mov Cap-1 Maneuver 1610 ---996 1077 Mov Cap-2 Maneuver ----996 - Stage 1 ----1015 - Stage 2 ----1010 - Approach EB WB SB HCM Control Delay, s 3.2 0 8.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1610 ---1049 HCM Lane V/C Ratio 0.003 ---0.044 HCM Control Delay (s)7.2 0 --8.6 HCM Lane LOS A A --A HCM 95th %tile Q(veh)0 ---0.1 APPENDIX PAGE 114 HCM 6th TWSC Phase 2 PM Total.syn 9: Northwestern Dr & Driveway 5 H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - New.syn Synchro 10 Report Intersection Int Delay, s/veh 1.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 6 28 1 4 4 Future Vol, veh/h 1 6 28 1 4 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized -None -None -None Storage Length ----0 - Veh in Median Storage, #-0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1 7 30 1 4 4 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 31 0 -0 40 31 Stage 1 ----31 - Stage 2 ----9 - Critical Hdwy 4.12 ---6.42 6.22 Critical Hdwy Stg 1 ----5.42 - Critical Hdwy Stg 2 ----5.42 - Follow-up Hdwy 2.218 ---3.518 3.318 Pot Cap-1 Maneuver 1582 ---972 1043 Stage 1 ----992 - Stage 2 ----1014 - Platoon blocked, %--- Mov Cap-1 Maneuver 1582 ---971 1043 Mov Cap-2 Maneuver ----971 - Stage 1 ----991 - Stage 2 ----1014 - Approach EB WB SB HCM Control Delay, s 1 0 8.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1582 ---1006 HCM Lane V/C Ratio 0.001 ---0.009 HCM Control Delay (s)7.3 0 --8.6 HCM Lane LOS A A --A HCM 95th %tile Q(veh)0 ---0 APPENDIX PAGE 115 Timings Phase 2 AM Total.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - Mitigation.syn Synchro 10 Report Lane Group EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)14 107 1426 105 50 269 2 55 1 15 2 3 Future Volume (vph)14 107 1426 105 50 269 2 55 1 15 2 3 Adj. Flow (vph)17 129 1718 127 60 324 2 66 1 18 2 4 Lane Group Flow (vph)0 146 1845 0 60 326 0 0 85 0 0 59 Turn Type pm+pt pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 5 2 1 6 8 4 Permitted Phases 2 2 6 8 4 Detector Phase 5 5 2 1 6 8 8 4 4 Switch Phase Minimum Initial (s)5.0 5.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s)11.0 11.0 16.0 11.0 16.0 16.0 16.0 16.0 16.0 Total Split (s)26.0 26.0 46.0 26.0 46.0 36.0 36.0 36.0 36.0 Total Split (%)24.1%24.1%42.6%24.1%42.6%33.3%33.3%33.3%33.3% Yellow Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Recall Mode None None Min None Min None None None None Act Effct Green (s)47.9 43.6 43.5 37.1 11.1 11.1 Actuated g/C Ratio 0.68 0.62 0.62 0.53 0.16 0.16 v/c Ratio 0.20 0.59 0.23 0.12 0.38 0.20 Control Delay 4.8 12.6 6.8 9.7 31.5 12.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.8 12.6 6.8 9.7 31.5 12.0 LOS A B A A C B Approach Delay 12.0 9.3 31.5 12.0 Approach LOS B A C B Intersection Summary Cycle Length: 108 Actuated Cycle Length: 70 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 12.2 Intersection LOS: B Intersection Capacity Utilization 59.7%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 3: Northwestern Dr & Freeport Pkwy APPENDIX PAGE 116 Timings Phase 2 AM Total.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 AM Total - Mitigation.syn Synchro 10 Report Lane Group SBR Lane Configurations Traffic Volume (vph)44 Future Volume (vph)44 Adj. Flow (vph)53 Lane Group Flow (vph)0 Turn Type Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 117 Timings Phase 2 PM Total.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - Mitigation.syn Synchro 10 Report Lane Group EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)35 21 540 31 93 1375 5 127 3 23 2 8 Future Volume (vph)35 21 540 31 93 1375 5 127 3 23 2 8 Adj. Flow (vph)38 23 593 34 102 1511 5 140 3 25 2 9 Lane Group Flow (vph)0 61 627 0 102 1516 0 0 168 0 0 198 Turn Type pm+pt pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 5 2 1 6 8 4 Permitted Phases 2 2 6 8 4 Detector Phase 5 5 2 1 6 8 8 4 4 Switch Phase Minimum Initial (s)5.0 5.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 Minimum Split (s)11.0 11.0 16.0 11.0 16.0 16.0 16.0 16.0 16.0 Total Split (s)26.0 26.0 46.0 26.0 46.0 36.0 36.0 36.0 36.0 Total Split (%)24.1%24.1%42.6%24.1%42.6%33.3%33.3%33.3%33.3% Yellow Time (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Recall Mode None None Min None Min None None None None Act Effct Green (s)40.3 34.5 40.3 34.5 18.6 18.6 Actuated g/C Ratio 0.53 0.45 0.53 0.45 0.24 0.24 v/c Ratio 0.22 0.27 0.20 0.66 0.64 0.37 Control Delay 9.8 14.8 8.8 19.6 39.2 7.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.8 14.8 8.8 19.6 39.2 7.2 LOS A B A B D A Approach Delay 14.4 18.9 39.2 7.2 Approach LOS B B D A Intersection Summary Cycle Length: 108 Actuated Cycle Length: 76.4 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.66 Intersection Signal Delay: 18.1 Intersection LOS: B Intersection Capacity Utilization 70.5%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Northwestern Dr & Freeport Pkwy APPENDIX PAGE 118 Timings Phase 2 PM Total.syn 3: Northwestern Dr & Freeport Pkwy H:\T1398.94 - QT 1964 Coppell TIA\Synchro\Phase2 PM Total - Mitigation.syn Synchro 10 Report Lane Group SBR Lane Configurations Traffic Volume (vph)170 Future Volume (vph)170 Adj. Flow (vph)187 Lane Group Flow (vph)0 Turn Type Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary APPENDIX PAGE 119