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Arbor Manors-SY061015Traffic Impact Analysis The Ellington Development Coppell, Texas Prepared for: The City of Coppell, Texas October 2006 ^ ~~ Kirr~ley-Horn ~ and A~soc~iates, Inc. © Kimley-Horn and Associazcs, Inc., 2006 061087001 ~_~ ~,_~, anli Associates, lnc. Proposed Development The proposed Ellington Development is planned to be high end residential townhomes. The proposed development will include 122 dwelling units. The site plan includes two entrances. The primary entrance is located on Sandy Lake Road and aligns with the existing Albertson's west Driveway located approximately 550 feet west of the intersection of Denton Tap Road and Sandy Lake Road The secondary entrance is located on Denton Tap Road and aligns with the existing intersection of Denton Tap Road and Braewood. This minor entrance is located approximately 1,200 feet south of the intersection of Denton Tap Road and Sandy Lake Road. Trip Generation Based on discacsions with the Ciry, the proposed Ellington Development is projected to be built-out by the year 2010. Therefore, for purposes of analysis, the build-out year is 2010. To estimate the trips generated by the proposed development, trip generation rates from the 7'h edition of the ITE Trip Generation Manual were used. The ITE manual includes different trip generation rates for both townhomes and single family detached housing. The trip rates for townhomes are approximately half the rates of single family. Given the unique nature of this development, it is our opinion that the trip rates for townhomes may be too low. The reality is that this development will likely fall somewhere in the middle, but in order to be conservative, the trip generation rates for single family detached housing was used. Table 1 shows the projected site-generated trips using the single family rates. Table 2 summarizes the total number of trips that are expected to be generated at build- out of the proposed development during the AM and PM peak periods and on a daily basis. The number of trips generated represents the number of vehicles entering and exiting the proposed development to and from the adjacent street system. Table 1.Fstimated Trip Generation Rates AM Peak Hour PM Peak Hour Daily Land Use In:Out In:Out In:Out Description Rate Split Rate Split Rate Split °~a % % Townhomes (assumed Single- 0.75(X) 25:75 LOl(X) 63:37 9.57 (X) 50:50 Family Detached Housing) Numbers ofTlips Generated =Trip Rate (Development Unit) X= Number ofDwellin Units The Ellington Development TIA Oaober 2006 Coppell, Texas Page 2 ~ and Associaties, Inc. Table 2. Estimated Trip Generation -Build-Out of Development Intensity / ITE Daily AM Peak PM Peak Land Use Units Code Total In Out Total In Out Total The Ellin on Develo ment Townhomes (assumed Single- Family Detached Housin 122 Dwelling Uni[s 210 1168 23 69 92 77 46 123 Trip Generation Comparison According to the City of Coppell zoning, the current 29 acre tract of land is zoned as "R", retail, out of which 10 acres is zoned retail and 16 acres is zoned commercial. At the request of the City, a comparison between the residential and retail/commercial trip generation was performed. A Floor Area Ratio of approximately 0.2 was used to determine the total floor area of the retail land use for comparison purposes. If the site were developed as a shopping center, the site would be approximately 225,000 square feet in size. Table 3 presents the trip generation rates for the residential and shopping center land uses. For comparison purposes, Table 4 shows the difference in trips generated by the proposed residential development and a potential shopping cerner. From Table 4, it can be seen that a shopping center will generate significantly more trips than the proposed residential townhome development. In fact, over a 24hour period, a 225,000 s.f. shopping center will generate over 700% more trafficthan a 122 lot subdivision. Table 3. Estimated Trip Generation Rates Townhomes (Single Family Detached Housing) vs. Shopping Center AM Peak Hour PM Peak Hour Daily Land Use In:Out In:Out In:Out Description Rate Split Rate Split Rate Split % Townhomes (assumed Singly 0.75(X) 25:75 1.01(X) 63:37 9.57 (X) 50:50 Family Detached Housing) Shopping 1.03(Y) 61:39 3.75(Y) 48:52 42.94(Y) 50:50 Center Numbers ofTrips Generated =Trip Rate (Development Unit) X=Number ofDwelling Units Y= 1,000 uare Feet ofGross Leasable Atea The Ellington Development T[A Oaober 2006 Coppell, Texas Page 3 ~ Kimley-Flom ^ ~ and Associahes, Inc. Table 4. Trip Generation Comparison Townhomes Sin a Famil Detached Housin vs. Sho in Center Intensity / ITE Daily AM Peak PM Peak Land Use Units Code Total In Out Total In Out Total The Ellin on Develo went Townhomes (assumed Single- 122 Dwelling 210 ] 168 23 69 92 77 46 123 Family Detached Units Housin Shopping 225 000 , I ( 820 9662 142 90 232 405 439 844 Center Square Feet Additional Trips Generated _ _ 8494 119 21 140 328 393 721 by Shopping Center Increasein number of Trips _ _ 727% 517% 30% 152% 426% 854% 586% The Ellington Development T1A October 2006 Coppol, Texas Page 4 ~ and Associa~s, Inc. Capacity Analysis Capacity defines the volume of traffic that can be accommodated by a roadway at a specified "level-of-service." Capacity is affected by various geometric factors including roadway type (e.g. divided or undivided), number of lanes, lane widths, and grades. Level-of-service (LOS),which is a measure of the degree of congestion, ranges from LOS A (freeflowing) to LOS F (a congested, forced flow condition). For the purpose of this study LOS C is considered to be the minimum acceptable level of service for design and evaluation purposes, while LOS D isconsidered acceptable for long-term planning due to the uncertainty of study assumptions . A description of each operational state for both signalized and unsignalized intersections is presented in Table 5. Table 5 -Definition of Level of Service for Signalized and Unsignalized Intersections ~,~ Average Control Delay per i fS Vehicle (sedveh) Description ce o erv Signalized Unsignaliud <_ 10 (A) ~ ]0 (A) No delays at intersections with continuous flow A and B traffic. Uncongcsted operations; high frequency > 10 and <_ 20 > l0 and < 15 (B) oflong gaps available for all left and right- (g) _ tuming traffic; no observable queues. Moderate delays at intersections with C > 20 and <_ 35 > 15 and <_ 25 satisfactory to goad trafTic flow. Light congestion; intrr;quart backups on critical approaches. Increased probability ofdelays along every approach. Significant congestion on critical D > 35 and <_ 55 >25 and <_ 35 approaches, but intersection functional. No long standing lines formed. Heavy traffic flow condition. Heavy delays E > 55 and <_ 80 > 35 and <_ 50 Probable. No available gaps forcross-street traffic ormain street tuming traffic. Limitof stable flow. Unstable traffic flow. Heavy wngestion. Traffic moves in forced flow condition. Average delays F > 80 > 50 greater than one minute highly probable. Total breakdown. The Ellington Development T[A October 2006 Coppell, Texas Page 5 ~_~ ~„_~, ~ and AssoaaGes, klc. Existing Traffic Existing turning movement counts were collected on Wednesday, October 18, 2006 at the following intersections: • Denton Tap Road and Sand Lake Road, • Sandy Lake Road and Albertson's west driveway, and • Denton Tap Road and Braewood. A 24hour recording machine count was also collected along Sandy Lake Road, west of the Albertson's west driveway on Tuesday, October 17, 2006. The existing traffic volumes are presented in Exhibit 4. Raw traffic counts are included in the Appendix. Based upon examination of the existing traffic volumes and land use, reasonable assumptions for the trip distributions were made. h was estimated that approximately 50 percent of the site traffic will travel to the west and north along Sandy Lake and Denton Tap to access SH 121. Approximately 30 percent of the site traffic will travel east along Sandy Lake Road to access Interstate Highway 35 and the President George Bush Turnpike. It was estimated that the remaining 25 percent of the site trafficwould travel south along Denton Tap to access Interstate Highway 635. The assumptions for trip distribution are presented in Exhibit 5. Projected Traffic volumes In order to determine the projected background traffic volumes, historical 24hour count data were obtained from the City of Coppell website (http://www.ci.coppell.tx.usn. Counts were obtained along Denton Tap between Sandy Lake Road and Bethel School Road and can be seen in Table 6. Based on the available data, a conservative gowth rate of 5.5% was applied to the existing traffic voltun es to generate the year 2010 background traffic volumes (see Exhibit 6). Table 6. Historic Traffic Counts, Denton Tap Road Year Daily Count 1995 23 220 1997 35 825 2000 39,370 2003 35,685 The site traffic volumes are presented in Exhibit 7. The proposed development has only residential land use hence no pass-by or internal trip reduction was used as part of the analysis. The build-out total traffic volumes presented in Exhibit 8 were estimated by combining the anticipated site generated traffic volumes (see Exhibit 7) with the projected background traffic volumes (see Exhibit 6). The build-out trafficscenario assumes Sandy Lake Road to be a four-lane divided roadway. The Ellington Development TIA October 2006 Coppell, Texas Page 6 a=^ ~ ,~. Signalized Intersection Analysis Intersection level of service analysis was then performed to evaluate the proposed development's impacts on the roadway system for the build-out year (2010). Using the Synchro 6T"'' software, both AM and PM peak hour intersection level of service analyses were completed. The results can be seen in Table 7 and Table 8. Synchro 6r"' output sheets are attached in the Appendix. Based on the results, the signalized intersection at Denton Tap Road and Sandy Lake Road currernly operates at an acceptable level of service during the AM and PM peak periods (LOS C and D respectively). Over the next several years, traffic in the area will continue to increase and operations at this intersection will deteriorate (i.e., LOS E and F during the AM and PM peak periods). With the development in place, operations at this intersection will continue to operate at a poor level of service. If traffic does not increase at the rates assumed, the future level of service at this intersection should be consistern with existing conditions. Table 7 summarizes the level of service and the HCM average control delay for this intersection. Table 7 -Signalized Intersection Analysis tion AM Peak Hour Interse PM Peak Hour c Delay LOS Delay LOS Existin Traffic Scenario Denton Tap Road and 31.3 C 54.8 D Sandy Lake Road Build Out Back ground Traffic Scenario (2010) I Denton Tap Road and Sandy Lake Road 63.5 E I 126.8 F Build Out Traffic Scenario -Total Traffic ZO10} Denton Tap Road and 65.9 E 132 1 F Sandy Lake Road . Delay is reported as HCM Average Control Delay in sec / veh Unsigr+alized Intersection Analysis Table 8 sununarizes the tlnsignalized intersection level of service. The proposed site has two entrances. The primary site entrance aligns with the existing Albertson's west driveway on Sandy Lake Road. The secondary entrance (Driveway B) aligns with the intersection of Braewood and Denton Tap Road. Both entrances are planned to be Itnsignalized and do not meet the minimum warrants for signalization. For this study, it was assumed that Sandy Lake Road will be widened to a four lane divided roadway by the year 2010. This assumption was used to analyze the background trafficand total traffic scenarios. The Ellington Development T1A October 2006 Coppell, Texas Page 7 ~ and Associahes, Inc. Based on the results, both unsignalized intersections are projected to operate at poor levels of service with and without the development in place. Much of the delay shown at these intersections can be attributed to the relatively high through volumes along both Denton Tap Road and Sandy Lake Road. When through volumes become extremely high, peak hour delay for the minor approach left-turn will increase significantly regardless of the volume. For this study, the minor street left-tttrrt volumes were all less than 60 vehicles per hour during the AM and PM peak periods. If delays at the site entrance along Denton Tap become too high, residents will simply exit onto Sartkly Lake and turn left at the signal at Denton Tap. Signalization is typically the only viable option to mitigate these types of delay. Unfortunately, the minor street approach volumes a[ both locations are too low artd would not warrant signalization. No other mitigation improvements are recommended for these locations. Table & Unsignalized Intersection Analysis Controlled AM Peak Hour PM Peak Hour Intersection Movement Delay ` LOS Delay' LOS F.xisti Traffic Scenario Sandy Lake Road and Driveway A/ SB 25.6 D 25.7 D Albertson's Drivewa Denton Tap Road and WB 24.9 E 703 F Driveway BlBraewood Build Out Background Traffic Scenario (2010) Sandy Lake Road and Driveway A/ SB 20.9 C 25.9 D Albertson's Drivewa Denton Tap Road and WB 128.6 F 263.7 F Driveway B~Bntewood Build Out Traffic Scenario -Total Tranc (2010) Sandy Lake Road and SB 603 F 66.0 F Driveway A/ Albertson's Driveway NB 25.4 D 28.9 D Denton Tap Road and WB 221.7 F 481.9 F Driveway &Blaewood EB 38942 F 155.0 F ' Dela is rted as HCM dela in sec / veh The Ellington Development TIA October 2006 Coppol, Texas Page 8 ^_^ ~~ s,lt,~. Auxiliary Lanes Sar-dy Lake Road is planned to be widened to four lanes divided with a raised center median. As part of this construction, both eastbound and westbound left-turn lanes should be provided at the proposed site entrance along Sandy Lake Road Based on the projected right-turn volumes at each site entrance, right-turn deceleration lanes are not warranted. Intersection Sight and Stopping Sight Distance Based on field observations at the proposed site, no potential sight distance problems were observed. The driveway designs shoul d provide adequate distance for obstruction free viewing distances for approaching traffic. All signage, landscaping and improvements should be selected and located so as to not block these clear sight distance areas. Conclusions and Recommendations Based on our review of the proposed development, the following conclusions and recommendations can be made: • The intersection of Denton Tap Road and Sandy Lake Road currently operates at an acceptable level of service during the AM and PM peak periods. • At build out (2010), all study area intersections are expected to operate at a poor level of service with or without the development in place. • A westbound left turn lane should be provided within the future median along Sandy Lake Road at the main site entrance. • Based on Geld observations, no potential sight distance problems were observed at the proposed site entrances. The Ellington Development TIA October 2006 Coppol, Tezas Page 9 ~ and ,4ssocia~es, Inc. Appendix Sections 1 Exhibits 2 Raw Traffic Count Sheets 3 Existing (2006) Traffic Peak Hour Traffic Analysis 4 Build Out Background (2010) Traffic Analysis 5 Build Out (2010) Total Traffic Analysis The Ellington Development TIA October 2006 Coppell, Texas ~_~ _~, 1. Exhibits The Ellington Development TIA October 2006 Coppol, Texas -d -- - '"` ~ _ ~ ~~_ -~, ~ amp ~~ ~ =.o~ ~ ~ ~ ' • ., _ •_~I ~ ~~ ~~4 ~ a -1 sag - II. mod' ~ ~ '~~ ~ I ~~ ~~~~~ ~ ~ ~~~~~ - ~ - ~ 04 b it ~- - - ~- t ~K°ypo ....~ ~fi~g $ r~~ ~ ~ _"J rL I.O ~ ~ _ ~ & ~ ~ ~ II,P f ~~ ,\ ~~ _ _\ ~., ~ ~ LECEN~ ~~ Y ~ I _ _ ~ I v~ .R _ ~ _ ~. ~ 1 ,~. ~:®.~ LTeI 'fig .,. r a i .. ~ - _ E•. ~ ~ ~~~ I - ym i r ~ Y : i I' __ ~~ i .m __ I ~ g c ~ ~L I .~.~~ sy ~. ~ ~ I e g .. .. ~ 1 Ali ~.. ~i, 1 ~ ~___ ~ __ __ c2 ~.:'oi ~'q, ,o'~,o i ; ~ ~• N ~~ i' :3 IiI .o ~~ ~i e'~ ~ oR>°g ' ~` °,~~.o'~.q";s ~:.w"'°~' °wH I F ~ a •~ r8 `.~ I m x~ ~ ~ $g vu~i :~eiaiwwrsr w. un.~.~.Ti~niG~`w°c .:°'~ .~uJ , gk ^q~' a ~ -- ~ $ Txe ewxoTOx • coweor nor JI E'70210 ~ ~ a -~---- "~~ ~® .NYIf~50N tA4fOCMlF3,MK ' OENT(M1 LM ROM n hu0. q~ 4 Lane Use (1006) and Traffic Control Devices The Ellington Devebpment - TIA LE(~ND ® SDP CO! r1FFiG SIONK SCALE. N, T.S Ihs M _ ~ ~ ~~ ~ ~ - ~~~ a ^ ~~ take Road - SIB ~ r, ~ ~ Drive B Braewood Drive '~qr~ ~ L L r~9 Wyhnpage Drive ~¢ ~ Exhibit 4 EMSting (2006) AM and PM Peak Hour Volumes The Ellington Development • TIA 1 r cE i r Exhibit 5 '~°V0 Site lnboundl0utboundTraffic Distribution and Gbbal Trip Distribution i~wc ~~~ The Flington Development • TIA ~~ aRECrrowAL rws~L MKPW PERU HOUR ~~I O/RECMNVAL AYERACE GAILY T/R-Y/JO' N°~vErvr I TiiAFfIC VOLUME w ~ ~ ~ ~ " 1 _~ ~ ~~Tr,~ ' as -„ ~ ~ ~ ~' ~ ^ a ® ~ t~Ce Road SIB a~ '° Drive Braewood Drive ~ '~ l ~+ ~ r ~~ rp ~ VVy-~npage Drove s IM90UND{OtJ18OUND) mR~Ar+c uo~.euF:rxr verx~ucE er ARROW DIRELRION s~vtc. N,rs ! \ WUlNES @Y ARROW ~A. ~~ 01REC7JON ~~~~ M ~ ~ ~ ~ • ~~T~~ a ^ 121te lioild - sip Drive B Breewood Drive , ~ ~ 1.LraA WynnpBge Drive ~~ ~ 6hibit 6 Build Out Year (2010) Background Peak Hour Traffic Volumes The Ellington Deveopment • TIA ws r~ ~ ° ~~ a E r ~ BuiklOutYear(2010) SiteTrafficVolumes LraENO The Ellington Development • TIA f IN 1ERgCJINQ S7REE IS aREC7I0NAL 7R4YEi DYiEC710NAL AVERAGE DAILY aM(PU} P£AK Haug ~ 7RAff7C VOLUME TUVFMNO MOVEMENT XXXX VOLUNE3 6Y ARROW OYHEC710N 1 -sib ~, Breewood Drive '~ Drive B ~ ~ 1~ Wyhnpage Drive ally' ~ T 1~M-y ~i~ b s J sav.c. N.ra ~~ Im. '~ L~ ~ ~~r~,~ ~~~~~ ra s a lake iaoad ISIS = r M Drive Braewood Drive ~N~ ,~~ ~ ~ ~ ~ ,rile} Vvyhnpage Drive ;q~ ~~~T`~ ~~ ^ ~ 6bibit S Build Out Year (2010) Total Traffic AM and PM Peak HourTraificVolumes The Ellington Development • TIA ~ ~oENn IN/ETtgClVJG STREE:iS dRFC7/ONAL TRAVEL AM PEAK NQUR Mowao~r VOLLMIES SY ARROW OYftEC710N SCN.E. N.~S ~~+E~~ ~! ~ ^ KirrYey-hbm ~J ~ and Associa6es, kx. 2. Raw Traffic Count Sheets The Ellington Development T[A Oaober 2006 Coppol, Taal TM Ilf IonOaaala marl dl T% _ 106. 1 I ~ ~ Assoc~at6s Inc lon oaO , . sand LalmRoetl ICirtikyHOm 77ndAs1ooo77tes Inc 1 6:15 - 8:15 AM , . BOi Ch Sl l Wi 71 Sut 1015 ueda obarl , ary ra , , a T F t Ybth 78]71 tuwrele Caunh or . as CwndirMC. ovW f a I n vMtoa C 7 G T c T C T C T C T C T C T C i C T C 1 c 7 61 AM hf 6 4 20 14 14 II 14 1 I 1r 6:30 AM 6:45 AM 13 117 13 34 314 2T 20 22 22 40 38 54 6:45 AM 7'.00 AM 20 106 18 21 377 18 19 36 IS 53 46 1fi x:00 AM 7'IS AM 13 705 15 16 dd0 20 24 67 11 74 63 ZO 7:15 AM 7:30 AM 27 732 1 00 d 4 N 0 4 7.30 AM 7:45 AM 26 210 31 08 500 32 51 77 I1 B7 83 fib ]:OS AM 8:00 AM 38 209 25 55 033 63 43 78 39 04 8/ 69 8:00 AM 8:75 AM 29 198 18 63 487 46 49 75 57 82 71 54 ToWI 170 0 1133 0 139 0 316 0 3222 0 230 0 261 0 428 0 301 0 531 0 474 0 382 0 oak ots 11d d 1 1 1 1 1 9 0 308 0 0 Pe / 4 M 1 1 1 1 . saala 1 .. .. Pack War iaaw MFl 0.75 O. eB 0.7 7 082 0.9 6 OB 2 0. 90 0.93 O.d6 09d 09 2 090:, PsM wu~ 115 HM - 615AM Peiwni Tndu e V NGaT G T C T 6:1 AM 530 AM 6:30 AM 6:d5 AM 6'.05 AM 7'.00 AM 7'.00 AM 715AM 7.15 AM 7:30 AM 7:30 AM 7.45 AM 7:05 AM 8'.00 AM 5-00 AM 815 AM e oak ola I old Psak Tum Penant 0 % 0 % Pack Four Approadi TralBO V ume and Peroenta9e d { ~ U` 265 29% 7% 84% 9% Q 308 34% 151 1897 206 /> 329 36% ra ~ ~ J 1Y Santly taka Roatl ~ 4 (~ 28% 183 Cl a 114 749 89 05% 295 b ~ 12% 79% 9% 27% 175 ~ w g d 3 TMC Peak Fbur EI lirglon.>t; Donlon Tap@SenEy Leka AM Tii• Ells Im Dewl msnl N TX KlfTdey-HOm ^ ~ and Agsncia~6s, Inc. a~a~~el~ Rid KimlyH orn and Asaodales, Inc. 3 4'.00 - 6:00 PM 601 Cf•ary Skeel, Ui 11, auks 1025 ueadaY abM 1 006 Fart Mtrik. Tsas 76011 P~vreN CouM• .iM•rac..:.. • E tGOUnd .. VMMeT C T G T i G 'C T C T C T C.' T.' C T C T C T. G T C T. . a 00 M d:t 1 44 6B 2. BO 4:16 PM 4:30 PM 34 406 39 B9 178 53 54 BO 19 57 59 53 4.30 PM I:IS PM 33 337 73 6B 163 38 50 B6 23 63 6T 56 4A5 PM 5:00 PM 4 dt 62 783 30 48 66 15 ~ 64 53 600 PM 5:15 PM d 4 d 1 1 1 6 5'.15 PM 5:30 PM 47 fi11 56 45 162 33 fib 83 23 69 84 52 5'.30 PM 5.45 PM 61 516 62 45 138 23 70 101 27 56 7B TO 5'.45 PM 6:00 PM 4 74 d6 161 4B 60 94 17 46 63 84 Tdal aak olel 35B 0 3678 0 431 0 470 0 1403 0 295 1 0 486 0 fi90 3 1 0 174 0 420 0 568 % 0 0 493 0 0 P•dilLwr Fedor 0.6 3 0.69 O.B1 OBB O BI 06B 0.81 08 1 483 0 81 OB B. 0. 81 P•diHwr 500 PM b0v~PM P•ronl Tn,O.a 0°e 1 ~ ..... ~6P. ' ~ .. V•tlitleT • C T C T 4: M 4:1 M d.15 PM 1:30 PM 4:30 PM 4A5 PM 4:d5 PM 500 PM 5:00 PM 5:15 PM 5'15 PM 5:30 PM 5:30 PM SAS PM 5.45 PN 500 PM eW eak obl 0 0 0 .ek MOVemenl oca o 0 Peak Tum Perosnl o % o % uma end Psrosnla8a Peak Four Approad~ Traffic V d { } lJ 273 35% 13% 67% 19% Q 2% 38% 7 190 1 3 0 65 /, 205 2fi% 1 ff r n V ~ ~Y S d l k ft M en y a e o ~ ~ p 37% 266 C% '8 ~ 51% 371 ~ 8% B3% 9% 12% 90 ~ w 2169 TMC Peak Flour EIIlrptan.M4 Denton TapQSendy Laks PM The Elli ton menl ell T% _ Han I 1 InC and Assocla~s ~ bebm _..., , . sarw IaY Road KimlyHtxn and Aaaodates, Inc. 1 6:15 - 6:15 AM B01 Chary $lrael, IAd 11, fiiile 7025 uMay tuber 79, 2 fun Wroth. Tsees 7A012 PNnR Amrele Counla Ind ebauW th u a 1 Vehlee C T C T C T C T C T C T C T C T C 7 C T C.... t C T n.1 !A :30 AM 0 0 0 0 0 0 0 0 6'.30 AM 6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 6:45 AM 700 AM 0 0 0 0 0 0 0 0 0 0 0 0 7:00 AM 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 7'.30 AM 0 0 1 1 14 0 0 104 7:30 AM 7'45 AM 0 0 0 6 0 6 6 130 0 0 127 7.45 AM 6'.00 AM 0 0 0 7 0 3 7 1fii 0 0 1fi2 9 B:00 AM 8.15 AM 0 0 I 0 5 0 120 0 0 146 3 Tolel 0 0 0 0 0 0 24 0 0 0 17 0 29 0 557 0 0 0 0 0 539 0 27 0 eak Ma 0 0 .4 1 0 N 1 0 0 0 1 0 4 7 4 i 1 4 Wr:IburFWw k1f) OOD 0.00 0.00 060 0.0 0 0.71 0.T5 O.t i6 0.00 000 O:B3 0.58 Pe91FMr 7:15 AM - 8:15 AM Parasol TrvAe 0% VeNde T e G T C T 61 M fi:30 AM 6'.45 AM fi'.45 AM ];OO AM 7.00 AM 7:15 AM 7.15 AM 7:30 AM 7.30 AM 7:ISAM T45 AM B:00 AM 8:00 AM 6:15 AM oral sak oral ~ edc I o 0 0 Peek Tum Parwnl 0 % 0 % Peek Four Approadi Traflic Vdums and Peraenta9e 21 4% 41 % 0 % 59% p 539 96% 17 00 2I ~ 0 0% r V ~ Sently lake RoW A b Q C' a% 24 IJ 3 0 0 0 96% 551 b 0% 0% 0% 0% 0 !~ 33 E TMC Pock Flour EI Iinpton.M; sandy LekeQAlb Dry AM The EIII Impewl rtani all T% ~_~ ~'/_~(n berlem'a ~ and Assoclatids, Inc. saw sake reo,d KimleyHom and Aaaoliatea, Inc. 3 400 - 6:00 PM Wt Ohrry Slrtl, Ihi I i, Suls 7035 Kbdneda 7 6 Fat Ntrth. Teas 7W13 aMML Pm~rale Caunta aund d .. Vehkbi C T C 7 0. 7 G T C T G T [. 7 C... T r: ~ 'C.. . Y 4:1 h1 C 0 0 0 0 0 0 4.15 PM 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 6.30 PM 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 445 PM 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 5'.00 PM 5:15 PM 0 0 1 i 169 0 126 13 5'.15 PM 5:30 PM 0 0 0 17 0 7 6 166 0 0 148 14 5'.30 PM 5:45 PM 0 0 0 fi 0 10 3 168 0 0 171 14 5:45 PM fi:00 PM 0 0 10 0 24 3 152 0 0 169 18 Total 0 0 0 0 0 0 41 0 0 0 58 0 27 0 fi45 0 0 0 0 0 614 0 59 0 aek otal 0 0 0 0 61a 0 0 7 1 4 S B... PukNair iaafar lPtti) 000 0.00 000 0.60 000 0.60 0.48 0% 000 000 Q:9 F1 O. B1 Psak Four 5 9C Ph1 - 6 ~0 ~M Perunl Tru6a 0°w wniaer 4 c r c T 3 M 4:1 M 4:15 PM 9:30 PM 4'.30 PM 4/5 PM 4d5 PM 5:00 PM 5'.00 PM 5:15 PM 5.15 PM 5'.30 PM 5'.30 PM 5'45 PM 5.45 PM fi.90 PM Peak amt '] 0 ` edl 1 olal 0 Peak tum Paronl o % o% Peak Hour Approadt TralOC Vdume and Paroanmps 59 9% 59% 0% 41% (~ 616 91% sa B a1 ~ 0 0% n V ~ Bandy lake Road / ~ ~ Q d% Z7 ~J 96% 645 b 0% 0% 0% o% a r~ C E TMC Peak Hour Ellinalon.4; SatMy LabQAlb Dvy PM Peak Haw ~S AAA .. '.,.30. Ps~on~ Truoc~ ..e V•fwd•T • C T C T 6.1 M 6. OA 6.30 AN 6:/SAM 6:45 AM 700 AM 1:00 AM 1:ISAM 1.15 AM 1:30 AM ]:30 AM 1A5 AM 7:15 AM B:00 AM R:00 AM etSAM aak ote! C aak 1 old Peak Tun Psronl 0 % 0 % Psak Hour Approatlt TrdTC V uma and Peroenlaas d ( } ~7 53 TO% 0% 99% 1% Q 0 0% 0 23 90 28 ~ 19 2fi% n V ~ d 9raavva a Q p 0% 0 /~ CJ ~ 0 965 4 o% o b o% ioo% o% o% o ~ " TMC Peek Hwr_EIIlrpbn.4s, Denim Tgrflg Breewood AM The EIII mDarol meet NI TX _ 1 7 ~ _ afld /LSS ~5~ If1C. nlm od e,a.,wad KmleyH tam and Aaaodates, Int. 1 6:15 ~ B:15 AM 807 Chary ffiraN, lM[ 11, Sulu 1026 sp ureiey tuber 79, Furl Nbdh, Tms 78012 Pnvrate Counis Camm•rNa Tne EOi mCs.N 1 all T% _^ ~y_~7 ,o oo, ^ ~[ , andAssoclabs InC Im Oed , . &m~«1 KimNyHom and Aeaodg67; Inc. 3 6:00 - 6:00 PM BD1 Chary Shoal. Ui 11, Sd1e 10]5 eY urdev 1d>er 1 Fort Walh, Teas 78012 AralrMe Gounls CareOrMa.:.. urA and.. n YehiHT C... T. C T G t C T C T '0 T C T C T ~ T C 7. C.. T r T d: M 4:1 0 0 0 0 0 6:15 PM 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 d:30 PM 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0:45 PM 5:00 PM 0 0 0 0 0 0 0 0 5:00 PM 5:75 PM 7 3 0 0 7 0 4 5:15 PM 5:30 PM 0 692 6 12 216 0 0 0 0 2 0 2 5:30 PM 5:45 PM 0 663 6 15 2(19 0 0 0 0 0 0 1 5:45 PM 6:00 PM 6 17 202 0 0 0 0 2 0 4 Tolal 0 0 2527 0 25 0 52 0 693 0 0 0 0 0 0 0 0 0 5 0 0 0 11 0 eek ole 7 0 D 11 0 7 .... oak lour Padw(PHF1 _ . _._000 0. 91 076 016 065 000 O.CO 00 0 0. 00 0 83 00 0.89 0. Peaty Hwy 500 PM - 6CGPh1 POrSnI Trubs ...e Y me V.Md~T G T G T d: M 4.1 6:15 PM 1:30 PM 4:30 PM 4:45 PM 4:/S PM 5:00 PM 5:00 PM 5:15 PM 5:16 PM 5:30 PM 5'30 PM 5:65 PM S:/fi PM fi:00 PM Wtl eek etsl 0 0 .ak 1 dr o Peak TUm Pemnt 0 % 0 % Psak Hour Appoedr Trd6c Vdume end Per4enia9s {~ ~S 11 fi9% 0% 94% 6% Q 0 0% 0 693 52 (~ 5 31 % YY d Br..wm b Q G~ 0% 0 {~ C! 8 0 2527 25 0% 0 b ~ 0% 99% 1% 0% 0 ~ e TMC Peek HOIIr EIIlrplon.4s. Dsnim TapQBreewood PM ' ^~~ ~yey_~ ~ _ - _ and Associahl±s, Inc . Automatic Traffic Counts Average Daily Traffic (24-Hour Count) Project Na 61221 .000 eoo r0o Station Na -. soo Coroner Na ~ 500 L sao Location: Lake Rmd ~ S CityState. TX a 300 C 11, Dale. Octdzr 17, 2(106 ~ zoo Day o(Week Tuesday 10° 0 Site: Lake Road Wcst of Sardyzaoo zoa aoo soo eoo mas uoo loo Isoo laoo zooo zzso Denim Tao Road Timor of Dry te.~ousa -~-w..eoun4 TIiuC Peek E.fbanxl Lt'eA6aua,1 24:00 015 6 6 0:30 6 2 045 7 8 L 00 10 29 5 21 1.15 6 5 1.70 3 3 1.45 3 3 2:00 4 lb 5 16 2.15 3 3 2.30 ) 2 2 45 2 0 3'.00 7 15 9 14 3:15 7 3 3:30 4 4 3:45 5 0 4:00 2 IB J 10 4a5 J 2 4:30 2 4 4:45 6 2 5:00 IO 21 7 IS 5:15 I] 15 5:30 IS 14 5:45 IS 29 6:OD 29 72 7J 91 6:15 44 31 6:30 56 37 6:45 64 66 7:00 82 246 80 214 7:15 105 89 7:30 138 107 7:45 155 126 8:00 150 548 158 480 8:15 159 158 8:30 123 113 8:45 113 113 900 127 518 99 478 9:15 95 1OM1 9:30 88 82 9:45 75 87 10:00 86 744 66 339 IOIS 90 69 10:30 71 74 10:45 80 58 11'00 85 326 81 282 11: IS IIS 66 11:70 118 96 11:45 128 91 12.00 148 509 115 368 AM Peek Hour I t IS- I 8:15 18:45 Tirrv Pwk EaMbowrf tuexl+uuud 12:00 12:15 173 134 12:70 138 132 12:45 120 129 13:00 110 541 138 533 U:IS 106 112 13:70 99 128 17:45 108 91 14:00 106 419 80 411 14:15 9I 116 14'.70 67 105 14'.45 97 93 15.00 115 386 99 473 15:15 133 110 15:30 147 709 15:45 109 106 16:OD 120 509 733 458 Ifi:15 161 756 16:30 156 156 16.45 138 130 1200 Ill 572 173 575 17.15 180 132 IT.30 174 154 17.4 5 192 152 18:00 174 720 161 599 18:15 173 151 18:30 169 175 18:45 187 IBS 19:00 142 671 146 657 1915 142 146 19:30 106 130 19:45 98 131 2000 B7 433 108 515 2QIS 103 93 2030 99 Il4 20.45 85 85 21:00 95 382 82 374 21.15 73 69 21:30 68 77 21:45 39 56 22:00 36 218 44 242 22:15 21 33 22:10 21 31 22:45 37 28 2J~00 l6 93 19 IIl 2J: 15 21 23 23:30 9 10 27:45 10 8 24:00 2 4~ 9 500 DimctionalVOllnnes 7b48 7266 2A~Hour Vdume 1 914 S. Man ronh d Fdu Gvoaoz 3. Existing (2006) Traffic Peak Hour Analysis The Ellington Development TIA October 2006 Cnppell, Texas HCM Signali~d Intersection Capacity Analysis 6 : Sandy Lake Road & D e n to n Tap Road EXISTING AM 2006 The Ellington Development ~ -• z ~' '- ~ ~, t t ~• • •~ ~o'v ~ ~ s~ Lane Configurations r5 ~~ ~ ~~ ~,~ ~ ~,~,,~ ~ ~~,~ !deaf Ftow (vphpl) 1900 1900 Total Last time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4 0 4 0 Lane Util. Factor 1.00 1.QI~5 . 1:00 . Frt 1.00 Flt Protected 0.95 1.00 0.90 1.00 0 95 Satd. Flow (prof) 1770 1770 3539 . 1770 Flf Pemtitled 0.22 O.Q®0 0 23 Satd. Flow (perm) 416 3539 153 . 429 5004 Vdume (vph) 183 295 175 329 296 265 114 749 89 206 151 Peals-hour factor, PHF 0.92 0.92 Adj. Flow (vph) 199 321 190 358 322 288 124 814 97 224 164 RTOR Reduction (vph) 0 0 137 0 156 0 0 13 0 0 8 0 Lane Gr Flow v ) 321 53 358 454 0 124 898 0 224 0 Tum TYPe pm+pt Protected Phases 3 custom 8 pm+pt pm+pt pm+P Pem>itted Phases 8 4 7 4 4 1 6 6 5 2 Actuated Green, G (s) 56.8 2 63:6 Effective Green, g (s) 29.5 5589 63 6 Actuated g/C Ratio 0.28 0:~7 . 0.61:: Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 . 4 0 4 0 Vehicle F.xtersion (s) 3:0 3.0 3 0 3 0 3 0 3 0 3 0 . 3 0 . 3 0 ~~ Grp ~P (vPh) 266 603 259 603 539 208 407 2321 v/s Ratio Prd c0.08 0.06 0.05 0.09 c@0~4 v/s Ratio Perrn 0.13 0.03 0.28 0.10 0 27 v/c Ratio 0.75 Unrform Delay d1 31 8 0.8f53 . 0.55 , . Progression Factor 1.00 1S~f37 1 t1®0 10.5 100 Incremerdal Delay, d2 10.9 0.9 0.4 1.6 4.5 0.5 11.5 1 6 5 2 Delay {s) 42.8 2416 . 12 1 . Level of Service D D D C D C B . B C Approach Delay (s) 40.6 46.3 19.5 27 5 Approach LOS D D g . C IrderSeCii~n Summary HCM Average Contrd Delay 31.3 HCM Level of Service C HCM Vdume to Capacity ratio 0.84 Actuated Cycle Length (s) 105.0 Sum of lost time (s) 16 0 Intersection Capadty Utilietion 86.5% ICU Level of Service . E Analysis Period (min) 15 c Critical Lane Group l~R O.fltl0 O.Q~S 1.UJID0 50 1.L~0 1583 0.92 t 48.7 457.2 0.&56 0.18 0.(i~0 18350 1.tulDO 1 ~S14 5:00 pm Baseline IGmley Hom Synchro 6 R~gep~ rt HCM Unsignali$d Intersection Capacity Analysis EXISTING AM 2006 3: Sandy Lake Road & Albertson's W. Driveway The EJlinyton Development t ~ f- t ~- r tit ivemert EBL S8L FAT SBR WBT Lane Configurations ~f ~ ~ -~ ~ Sign Contra Free Stop Free Grade 0% 0% 0% Vdume (vehlh) 24 551 539 21 24 17 Peak Hour Factor 0.92 0.92 0.92 Homy flow rate (vph) 26 599 586 23 26 18 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percer~ Blockage Right tum flare (veh) Median type None Median storage veh) Upstream signal (ft) 547 pX, platoon unblocked 0.83 0.83 0.83 vC, coMlicting vdume 609 1237 586 vC1, stage 1 conf vd vC2, stage 2 cord vd vCu, unblocked vd 531 1284 504 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 97 82 96 cM Capacity (vehJh) 865 147 474 DirdCticxt. Lane ~ EB 1 WS 1 Vdume Total 625 586 23 26 18 vaume Left 26 0 0 26 0 Vdum a Right 0 0 23 0 18 cSH 865 147 474 1700 1700 Vdume to Capacity 0.03 0.34 0.01 Queue Length 95th (ft) 2 0 0 16 3 Cortro I Delay (s) 0.8 0.0 0.0 34:6 1 ~ Lane LOS A D B Approach Delay (s) 0.8 0.0 25.6 App roach LOS D Iim Sumrna{y Average Delay 1.3 Irrtersection Capacity Utilimtion 58.5% IC U Level of Service B Analysis Fieriod (min) 15 5:00 pm Baseline Synchro 6 Report lGmley Ham Page 1 HCM Unsignalia?d Intersection Capacity Analysis EXISTING AM 2006 9: Braevrrood & Denton Tap Road The Ellington Development ~ t T P y l Arl~+emer# Wi3L NBi' SBL VAR Nit S8T - - Lane Configurations ~ ~ ~'~ ~ ~~ Sign Contrd Stop Fnee Free Grade 0% 0% 0% Vdume (veh/h) 19 53 643 4 28 1593 Peak Hour Factor 0.92 0.92 0.92 Homy flow rate (vph) 21 58 699 4 30 1732 Pedestrians Lane 41/dth (ft) Walking Speed (ft/s) Percent Blodtage Right tum flare (veh) Median type None Median storage veh) Upstream signal (ft) 1210 pX, platoon unblocked 0.61 vC, conflicting vdume 352 703 vC1, stage 1 conf vd vC2, stage 2 conf vd vCu, unblocked vd 1392 352 703 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 74 91 97 cM capacity (veh/h) 79 645 890 DireCllor~, -Lane ~ _. WB 1 Wi3 2 Vdume Total 21 58 466 237 30 866 866 Vdume Left 21 0 0 0 30 0 0 Vd ume Right 0 58 0 4 0 0 0 cSH 79 645 890 1700 1700 Vdume to Capacity 0.26 0.09 0.27 Queue Length 95th (ft) 24 7 0 0 3 0 0 Cont rd Delay (s) 66.4 0.0 0.0 9.2 0.0 O1Q 1 Lane LOS F B A Approach Delay (s) 25.7 0.0 0.2 App roach LOS D l~ic~ Surnxx3? __ Average Delay O.y Intersection Capacity Utili2ation 54.0% IC U Level of Service A Analysis Period {min) 15 5:00 pm Baseline Synchro 6 Report -Gmley Ham Page 1 HCM Signali$d Intersection Capacity Analysis 6: Sand Lake Road & Denton Tap Road EXISTING PM 2006 The Ellington Development ~ 7 ~ ~ ~ ~ * I /~ y ~ '~ ~ ~ 5r~ Lane Configurations ~ ~"~ ~ ~~ ~'~ ~ ~~ ~ ~~~ Ideal Flow (vphpl) 1900 Taal Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.05 0®0 1 1.00 1.00 Frt 1.00 Fft Protected 0.95 . 0.910 0.95 Satd. Flow (prot) 1770 1770 7'~9f1 0 3539 1770 0:07 FR Permitted 0.19 . 3539 480 126 5010 Satd. Flow ( ) 355 Vdume (vph) 266 371 90 205 296 273 202 239 190 657 13f1169 Peak-hour factor, PHF 0.92 289 403 98 223 322 0•~ 297 220 260 207 714 14Y358 Adj. Flaw (vph) RTOR Reduction (vptl) 0 0 83 0 130 0 0 11 0 0 0 207 24 0 831 8607 Lane Gr Fiaw v 403 15 223 489 0 220 pm+pt pm+pt pm+pt Tum T pe pm+pt y custom 1 6 5 2 Proteaed Phases 3 8 7 4 6 2 Permitted Phases 8 4 4 0 75 69A Actuated Green, G (s) . 7~II 0 69'0 Effective Green, g (s) 36.0 . 8219 0 0.58 Actuated g/C Ratio 0.30 Cl~rance Time (s) 4.0 4.0 4.0 4.0 4.0 . 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3~.0 3'0 2589 Lane Grp Cap (vph) 283 678 224 475 465 '~ 05 c0 11 c0.OQ5 0 v/s Ratio Prd c0.13 18 0 01 0 0.04 . 0.26 . 0.07 0.48 . v/s Ratio Perm c 02 1 . 0"~ 0.99 . v/c Ratio d1 54.7 Uniform Delay 1(tt4.2 57.1 , Progression Faaor 1.00 1.0(00 4 0 1.00 2 59.8 56 0.4 19.4 Incremental Delay, d2 59.0 3.8 0.6 3.3 . 14 6 . 48.1 116.9 ply (g) 113.7 F D D D F . B D F B Level a Service Appro~h Delay (s) 71.7 90.5 45.8 38.1 Approach LOS E F D D Ir~isrs~action HCM Average Contrd Delay 54.8 HCM Level a Service D HCM Vdune to capacity ratio 1.00 0 12 Actuated Cycle Length (s) 120.0 Sum of lost time (s) . Int~rsectial Capacity Utilimtion 102.8 °k ICU Level ~ Service G Arialy sis Period (min) 15 c Critical lane Grasp I~R O.SUO 0.95 1.OfJDO 50 1.OJID0 1583 0.92 620 62tII0 O.B214 1.Q7)7 2914x6 1.00 48.4 Basa~ine Synchro 6 Report lGmley Hom Page 1 HCM Unsignali~d Intersection Capacity Analysis EXISTING PM 2006 3: Sandy Lake Road & Albertson's W. Drivewa y The oiington Development ~ ~ ~ t ~ r Miiv~t~erY ESL SBL ~T SBR WBT Lane Configurations ~' ~ ~ ~ ~ Sign Cor~rd Free Stop Free Grade 0% 0% 0% Vaume (vehlh) 27 645 614 59 41 58 Peak Hour Factor 0.92 0.92 0.92 Houriy flaw rate (vph) 29 701 667 64 45 63 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh) Median type None Median storage veh) Upstream signal (ft) 547 pX platoon unblocked 0.81 0.81 0.81 vC, conflictirg vaume 732 1427 667 vC1, stage 1 conf vd vC2, stage 2 conf va vcu, unblocked va 668 1528 5ss tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 96 56 85 cM capacity (vehlh) 745 100 411 Du~ctiort, Lane ~ EB 1 WB 1 vaume rotal 730 667 64 45 a3 vaume Left 2s o 0 45 0 Velum a Rigt~ 0 0 64 0 63 cSH 745 100 411 1700 1700 Vdume to Capacity 0.04 0.39 0.04 Queue Length 95th (ft) 3 0 0 47 13 Contra Delay (s) 1.0 0.0 0.0 66.9 1' Lane LOS A F C Approach Delay (s) 1.0 0.0 36.7 App roach LOS E ~~ Summary Average Detay 3.0 (rlterSeCtl0n Capaaty Ut111~tI0n 65.8% ICU Level Of Service l; Analysis Period (min) 15 Baseline Synchro 6 Report IGmley Hom Page 1 HCM Unsignalia?d Intersection Capacity Analysis EXISTING PM 2006 9: Braevwod & Denton Tap Road The Ellington Development F ~ t ~ `- 1 WBL NBT VuBR N8R S8T Lane Configurations ~ ~ ~'G- ~ ~~` Sign Cordrd Stop Free Free Grade 0% 0% 0% Vdtxne (veh/h) 5 11 25 52 1~ 92 0 Peak Hour Factor 0.92 5 12 27 57 . 18~ Homy flay rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft!s) Percent Blockage Right tum flare (veh) Median type Nate Median storage veh) Upstream signal (ft) 1210 PX platoon unblocked 0.98 vC, ca~flicting vdume 927 1853 vC1, stage 1 cord vd vC2, stage 2 calf vd vCu, ur~bla=ked vd 2282 927 1853 tC, sirt~e (s) 6.8 6.9 4.1 tC, 2 stage (s} tF (s} 3.5 3.3 2.2 p0 queue free % 80 96 ~ cM capadty (velllh} 27 270 ~ Lana ~ Dlriection WS 1 V46 2 , Vdrrne Total 5 12 636 57 1BYA 324 Vdume Left 5 0 0 0 57 0 0 0 Vdu me Right 0 27 12 270 0 27 0 323 0 1700 1700 c~.t vatm,e to capadty o.20 o.oa Queue Length 95th (ft) 15 3 0 0 16 0 0 0 0 9 0 18 0 Contrd Delay (s) 168.9 0.0 0.0 . . . Lane LOS F C C Approach Delay (s) 65.8 0.0 1.5 App mach LOS F Ir>talsection SrrnmarY Average Delay u.9 Intersection Capacity Utilimtion 57.2% ICU Level of Service B Analysis Period (min) 15 0.92 0.72 Baseline Synchro 6 Repot Page 1 tGmley Han ~_~ ~Y_~, ~ and Associa~s, Inc. 4. Build Out Background (2010) Traffic Analysis The Ellington Development TIA Oaoba 2006 Coppell, Texas HCM Signalia?d Intersection Capacity Analysis BACKGROU ND AM 2010 6: Sandy Lake Road & Denton Tap Road The EJlinyton Development ~ -~ ~~~ ~~ t t ~ l ~ Mdietflert ILL' r~r S8L __ Lane Configurations ~ ~~ ~ '~~ ~'~ ~ ~~'(:- ~ '~'~'~, Ideal Flow (vphpl) 1900 1900 Total Last time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.05 1.00 FR 1.00 1.0®0 1.00 Flt Protected 0.95 0.810 0.95 Satd. Flow (prof) 1770 1770 3539 1770 Flt Permitted 0.25 0:0910 0:16 Satd. Flow (perm) 466 864 3539 160 3294 292 5004 Vdtxrie (vph) 227 365 217 408 382 328 141 928 110 255 187 Peakfiour factor, PHF 0.92 0.92 Adj. Flow (vph) 247 397 236 443 415 357 153 120 277 203009 RTOR Reduction (vph) 0 0 4 0 147 0 0 13 0 0 9 0 Lane Group Flaw (vph) 397 232 443 625 0 153 0 277 0116 Tum Type pm+pt pm+ov pm+pt pm+pt pm+pt Protected Phases 3 8 1 7 4 1 6 5 2 Permitted Phases S 8 4 6 2 Actuated Green, G (s) 55.1 65.0 Effective Green, g (s) 26.0 5gA.0 65.0 Actuated g/C Ratio 0.25 O.B2J 5 0.62 Clearance Time {s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle 6ctension (s) 3.0 3.0 3.0 3.0 3.0 3:0 3:0 3;0 3:0 Lane Grp Cap (vph) 240 539 431 540 565 216 385 2216 v/s Ratio Prot c0.10 0.06 0.11 c0.10 v/s Ratio Perrn 0.16 0.10 0.31 0.14 0.35 v/c Ratio 1.03 O.U.7T4 0.72 Uniform Delay, d1 49.7 23t35 12.9 Progression Factor 1.00 1.0®0 1.00 Incremental Delay, d2 65.9 5.2 1.3 9.7 10.1 0.8 70.0 6.3 Delay (s) 115.6 33.4 47.7 19.2 Level of Service F D D D F C C B E Approach Delay (s) 63.8 87.1 23.2 70.9 Approach LOS E F C E Ir'rt~sedion ~Y HCM Average Contrd Delay 63.5 HCM Level of Service E HCM Vdume to Capacity ratio 1.07 Actuated Cycle Length (s) 105.0 Sum of last time (s) 16.0 Ir>tersection Capaaty Utilimtion 1 04.4 % ICU Level of Service G Andy sis Period (min) 15 c Critical Lane Group NCR 0.&UO 0.95 1.0100 50 1.0.®0 1583 0.92 46.5 4~~6 0.8~P3 0.22 0.6(54 2852 1.0®0 21.8 Baseline Synchro 6 Report IGmley Hom Page 1 HCM Unsignalixd Intersection Capacity Analysis BACKGROU ND AM 2010 3: Sandy Lake Road & Albertson's W. Driveway The Ellington Development ~ -r ~ ~ ~- r EEC SBL EBT ~ WBT Lane Configurations ~~ ~~ ~ ~ ~ Sign Contrd Free Stop Free Grade 0% 0% 0% Vdume (veh/h) 30 683 668 26 30 21 Peak Hour Factor 0.92 092 0 92 Hourly flow rate (vph) 33 742 726 28 33 23 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh} Median type None Median storage veh) Upstream signal (ft} y47 pX, platoon unblocked 0.92 0.92 0 92 vC, conflicting vdume 754 1162 363 . vC1, stage 1 conf vd vC2, stage 2 cord vd vCu, unblocked vd 641 1086 214 tC, Single (sj 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue fret % 96 82 97 cM .capacity (vehJh) 861 1 ~ 72J Dttptt, Lane ?« EB 1 H3 2 Vdume Toth 280 495 363 363 28 33 23 Vdume Lek 33 0 0 0 0 33 0 Vd ume Right 0 0 0 0 28 0 23 cSH Vdtxne to Capacity 861 0 04 186700 725 1700 Queue Length 95th (ft) . 3 0 0 0 0 15 0.29 0.21 2 Contrd Delay (s) 1,5 0.0 0.0 0.0 0.0 28 4 Lane LOS A D . B Approach Delay (s) 0.5 0.0 20,9 App roach LOS C Itrsectiorr Summary Average Delay 1, p Intersection Capacity Utilimtion 50.9°k ICU Level of Service A Analysis Period (min) 15 Baseline ~~y Hom Synchro 6 Report Page 1 HCM Unsignaliard Intersection Capacity Analysis BACKGROU ND AM 2010 9: Braewnod & Denton Tap Road The Ellington Development ~ * I /~ y I # Miiverr~Y Wl~ NBT S8L V~BF2 Nt3R SBT Lane Configurations ~ ~ ~'F- ~ f T Sign Contrd Stop Free Free Grade 0% 0% 0% Vdume (veh/h) 24 66 797 5 35 1974 Peak Hour Factor 0.92 0.92 0.92 Hourly flow rate (vph) 26 72 866 5 38 2146 Pedestrians Lane Width {ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh) Median type None Median storage veh) Upstream signal (ft) 1210 pX, platoon unblocked 0.51 vC, conflicting vdume 436 672 vC1, stage 1 conf vd vC2, stage 2 cor>f vd vcu, urblocked va 2oas ass 672 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 0 87 95 cM capacity (veh/h) 24 568 769 Dirpcti0tl, Lana * WB 1 4L8 2 Vdume Total Z6 72 578 294 38 1073 Vdume Left 26 0 0 0 38 0 0 Vdume Right 0 72 0 5 0 0 0 cSH 24 568 769 1700 1700 Vdume to Capacity 1.09 0.13 0.34 Queue Length 95th (ft) 82 11 0 0 4 0 0 Contrd Delay (s) 448.5 0.0 0.0 9.9 0.0 0.0 12.2 Lane LOS F B A Approach Delay (s} 128.6 0.0 0.2 Approach LOS F ~' ~~Y Average Delay 4.1 Ir><ersecfion Capaaty Utilization 64.6% IC U Level of Service C Analysis Period (min) 15 Baseline Synchr o 6 Report lGmley Hom Page 1 HCM Signalixd Intersection Capacity Analysis 6: Sandy Lake Road & Denton Tap Road BACKGROtJ ND PM 2010 The ~lington Development ~ ~ '` ~ } M ~ Lane Configurations '~ Id l Fl ~,~ ~ ~~ ,~,~ ~ `~ ~`~~ ' t~R ea aw {vphpl) 1900 ' ~ '~"~ ~ Total Lost time (s) 4.0 4.0 4.0 4 0 4 p 1900 Lane Util. Factor 1.00 . . 4.0 4.0 4.0 4.0 Frt 1.00 Flt Protected 0.95 1'~ 1.0fiD0 1.00 1.00 O.StX) 0 0 5 Satd. Flow (prof) 1770 0.90 0.95 . . 1 1110 Flt Permitted 0.19 1770 3539 1770 . ~ Satd. Flow (perm) ~r 0.10 0:07 1 1100 Vdume v ( Ph) 330 Peak4tour factor, PHF 0.g2 460 111 254 367 3539 345 338 250 132 296 235 814 . 5010 1583 16Y687 Adj. Flow (vph) 359 RTOR Reduction (vph) 0 500 121 0 276 399 0 ~ 367 272 322 255 885 17921 0.92 Lane Group Flow (vph) 82 500 39 0 139 276 627 0 0 0 11 0 0 22 0 um i ype Pm+p( custom 272 I) 255 0232 Protected Phases 3 8 7 4 ~+~ pm+Pt pm+pt Permitted Phases g 4 4 1 6 5 2 Actuated Green, G (s) 6 2 Effective Green, 9 (s) 37,0 74'4 67.6 60 0 Actuated g/C Ratio 0.31 74?4.0 67.6 . 6q.1't0 Clearance Time (s) 4.0 4.0 4.0 4.0 4 0 080 4 0 0'~ 0.8'(14 Vehicle 6ctension (s) 3.0 3.0 3.0 . 3.0 3.0 . 3 0 4.0 4.0 3 0 4.0 Lane Grp Cap (vph) 298 708 224 421 qtr . ~ . 3.0 3:0 v/s Ratio Prot c0.16 v/s Ratio Penn c0 21 0.05 c0.08 225 0.14 c0a)139 2505 . v/c Ratio 1.20 0.02 0.35 0.09 0.54 Uniform Delay, d1 54.2 OA.Y1 1.13 1 47 Progression Factor 1.00 137 38.5 . 39ta3 Incremerrtal Del d2 aY~ 3.2 0 4 3 7 1•~ 1.00 1.Q~0 Delay (s) 173.7 . . 5.8 170.5 100.6 0.6133.7 Level of Service F D D D F 18.8 47.9 139:1 163.7 Approach Delay (s) 93.7 174 B F F C Approach LOS F .E 15 2.E 4 4.5 Ir~6ih3eEak3r1'-Surrxru~ry D HCM Average Contrd Delay HCM Vdtnte to Capacity ratio 126.8 HCM Level of Service F Pctuate d Cycle Length (s) llrtersection Capacity Utilisation 1,23 120.0 12 ° Sum of lost t ime (s) 12 0 Analysis Period (min) 4.1 h ICU Level of Service H c Critical Lane Group 15 Baseline tGmley Hom Synchro 6 Report Page 1 HCM Unsignali$d Intersection Capacity Analysis BACKGROU ND PM 2010 3: Sandy Lake Road & Albertson's W. Drivewa y The olington Development t ~ ~ ~ t~lovnt E8L' Sal. EBT _ 'SBR Lane Configurations r~'{' }} ~ '~ ~- Sign Contra Free Stop Free Grade 0% 0% 0% Vatrrre (veh/h) 33 799 761 73 51 72 Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 36 868 827 79 55 78 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh) Mean type None Median storage veh) Upstream signal (ft) 547 pX, platoon unblocked 0.91 0.91 0.91 vC, canFlicting vaume 907 1333 414 vC1, stage 1 conf vd vC2, stage 2 cor>f va vCu, unblocked va 793 12sa 249 tC, sirx,~e (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 95 60 88 cM capaaty (veh/h) 746 139 680 DireUion, Lane # EB 1 Vaufne Total 325 Vaume Left 36 Vaume Right 0 cSH 746 Vdume to Capacity 0.05 Queue Lerx~th 95th (ft) 4 c«rtra Delay (s) 1.s Lane LOS A Approach Delay (s) 0.6 App roach LOS 579 414 414 79 55 78 0 0 0 0 55 0 0 0 0 79 0 78 139700 680 0.34 0 0 0 0 43 10 0.0 0.0 0.0 0.0 E B 0.0 25.9 D EB 2 47.0 Int6tsecticn Sum~ary Average Delay 2.1 Intersection Capaaty Utili~tion 56.3% ICU Level of Service B Analysis Period (min) 15 WBT 0.92 1700 0.24 Baseline Synchro 6 Report wmley Hom Page 1 HCM Unsignalia?d Intersection Capacity Analysis BACKGROU ND PM 2010 9: Braewood & Denton Tap Road The Ellington Development ~ t t ~ `- 1 t~+f~verraert Vy6L NB7 SBL ~ N~2 5E3'1' Lane Configurations ~ ~ ~}'~ ~ ~~' Sign Contrd Stop Free Free Grade 0% 0% 0% Vdume (veh/h) 6 14 31 64 20ffi Peak Hour Factor 0.92 0.92 Hoary flaw rate (vph) 7 15 34 70 28&4 Pedestrians Lane UVldth (ft) Walking Speed (ft/s) Percent Blockage Right tam flare (veh) Median type None Median storage veh) Upstream signal (ft) 1210 pX, platoon unblocked 0.93 vC, cortiflicting vdrrne 2297 vC1, sage 1 canf vd vC2, stage 2 cor~f vd vCu, unblocked vd 2885 2297 1148 tC, sirx,~e (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 19 92 68 cM capacity (veh/h) 8 192 216 Dit+ectbn, Lary # WS 1 WB 2 Vdune Total 7 15 788 70 1J~ 401 Vdume Left 7 0 0 0 70 0 0 Vdu me Right 0 15 0 34 0 0 0 cSH 8 192 216 1700 1700 Vdume to Capacity 0.81 0.08 Queue Length 95th (ft) 37 6 0 0 33 0 0 Contrd Delay (s) 819.7 0.0 0.0 0.0 0.0 29:~ Lane LOS F D D Approach Delay (s) 263.7 0.0 2.3 Approach LOS F Int~rse~i~n SurrKrrary Average Delay 2.4 Intersection Capacity Utilimtion 68.5% ICU Level of Service C Analysis Period (min) 15 0.92 0.89 Baseline Synchro6 Report iGmley Ham Page 1 ^ ^ Krrdey+bm ~ and associaUes, Inc. 5. Build Out (2010) Total Traffic Analysis The Ellington Development TIA Oaober?006 Coppell, Texas HCM Signalia;d Intersection Capacity Analysis TOTAL TRAFFIC AM 2010 6: Sandy Lake Road & Denton Tap Road The 171ington Development ~ ~ ~ ~ ~ ~, t ~ ~ • ~ e~ mot: ~- ~ Lane Configurations ~ ~~ ~- ~~ f'~ -~ ~~'~ ~ ~{~'~ Ideal Flow (vphp~ 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.0195 1.00 Frt 1.00 1.00 1.00 Flt Protected 0.95 0.95)0 0.95 Satd. Flow (prof) 1770 1770 3539 1770 Ftt Permitted 0.24 0.00 0.16 Satd. Flaw (pemt) 438 781 3539 152 3296 292 5004 Vdume (vph) 244 384 230 408 386 328 146 929 111 255 193 Peakaiour factor, PHF 0.92 0.92 Adj. Flow (vph) 265 417 250 443 422 357 159 121 277 210D10 RTOR Reduction (vph) 0 0 121 0 139 0 0 12 0 0 8 0 Lane Group Flow (vph) 417 129 443 640 0 159 0 277 0119 Tum Type pm+pt Penn pm+pt pmppt+pt Protected Phases 3 8 7 4 1 6 5 2 Permitted Phases 8 8 4 6 2 Actuated Green, G (s) 57.7 68.0 Effective Green, g (s) 28.0 587.0 68.0 Actuated g/C Ratio 0.25 0.8215 0.62 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle .Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3:0 3l0 3.0 Lane Grp Cap (vph) 245 547 245 541 569 208 382 2229 v/s Ratio Prd c0.11 c0.10 0.06 0.12 c0.10 c0.19 vls Ratio Perm 0.17 0.08 0.34 0.14 0.35 v/c Ratio 1.08 O.Q96 0:73 Urrform Delay, d1 51.7 2543.6 13.5 Progression Factor 1.00 1.00 1.00 Incremental Delay, d2 80.9 6.2 2.0 9.4 15.3 0.8 77.0 6.7 Delay (s) 132.6 44.0 50.8 20.2. Level of Service F D D D F D C C E Approach Delay (s) 72.5 93.2 24.9 70.3 Approach LOS E F C E Ir$~kSrlGtion Sunxr~ry HCM Average Contrd Delay 65.9 HCM Level of Service E HCM Vdume to Capacity ratio 1.08 Actuated Cycle Length (s) 110.0 Sum of los t time (s) 16.0 Intterseetion Capacity Ut ilietion 105.9°k ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group 0.&UO 0.05 1.OfID0 50 1.011DO 1583 0.92 49.0 4340 O.gi95 0.22 0.6153 2~aa 1.L1®0 22.6 Baseline Synchro 6 Report iGmley Hom Page 1 HCM Unsignalia'd Intersection Capacity Analysis TOTAL TRAFFIC AM 2010 3: Sandy Lake Road & Driveway A The Ellington Development ~ ~ ~ ~ ~ ~ ~ T ~ ~- 1 ~ t~/elTlerl< l~ _ NT S$L Lane Configurations ~"~ ~f ~- ~ F- ~ 'F, Sign Contrd Free Free Stop Stop Grade 0% 0% 0% 0% Vdume (veh/h) 30 683 6 116 669 26 17 0 49 30 0 21 Peak Hour Factor 0.92 0.92 Hourly flow rate (vph) 33 742 7 126 727 28 18 0 53 33 0 23 Ped estrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh) Median type None None Median storage veh) Upstream signal (ft) 547 pX, platoon unblocked 0.89 0.89 0.89 vC, cardlicting vdtme 755 749 1449 374 364 vC1, stage 1 conf vd vC2, stage 2 cor>f vd vCu, unblocked vd 605 749 1383 374 165 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6:5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4r0 3.3 3:5 4.0 3:3 p0 queue free % 96 85 76 100 91 53 100 97 cM capacity (vetJh) 864 856 77 58 623 70 60 758 Directk3n, Lane # E6 1 vdt.rne Total 404 378 368 Vdum a Left 33 0 126 Vdume Right 0 7 0 cSH 864 856 Volume to Capacity 0.04 Queue Length 95th (ft) 3 0 13 Contrd Delay (s) 1.2 0.0 4.5 Lane LOS A A Approac h Delay (s) 0.6 1.9 Approach LOS i~ 2 485 28 18 53 33 23 0 0 18 0 33 0 0 28 0 53 0 23 77700 623 7ff/00 758 0.22 0 0 21 7 47 2 0.0 0.0 9.9 66.1 F B F A 25.4 60.3 D F Averdye Delay 4.1 Intersection Capacity Utilimtion 60.1% Analysis Period (min) 15 ICU Level of Service B 0.92 0.89 18 17 0.15 Baseline Synchro 6 Report lGmtey Hom Page 1 HCM Unsignalixd Intersection Capacity Analysis TOTAL TRAFFIC AM 2010 9: Braewood & Denton Tap Road The Ellington Development ~ --- ~ ~ '- ~ ~ t ~ ti 1 •~ Lane Configurations ~ f, ~ ~ N1~1' ~„~ s~ Nl$R ~ ~,~ G~ °~~ ~oP Stop Free Free Vdume (velYh) 3 0% 0 1 24 0% 0 66 1 0% 799 5 0% 35 Peak Hour Factor 0.92 092 1 15 Houriy flow rate (vph) 3 0 1 26 0 72 1 868 5 0 92 38 Pedestrians 1 21 Lane Wfdth (ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh) Median type None None Medi an storage veh) Upstream sig-kal (ft) pX, Platoon unlocked 0.53 O t3~3 1210 vC, conflicting vdume 437 . 0.53 874 2161 vC1, stage 1 cCnf vd vC2, stage 2 cant vd vCu, unblocked vd 3409 259 437 410tP058 874 2304 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4 1 tC, 2 stage (s) . tF (s} 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2 2 p0 Queue free % 0 100 100 0 100 87 99 . g 5 cM capacity (veh/h) 1 1 391 16 1 567 113 , 768: ~DirL t,8rie # ~ 1 Eti2 Vdurne Total 3 1 26 72 435 440 38 721 1440 Vdume Left 3 0 26 0 1 0 38 0 0 Vdume Right 0 1 0 72 0 5 0 0 1 cSH Vdume to Capacfty 1 2 64 391 16 567 113 768 1700 1700 Queue Length 95th (ft) . 31 0 95 11 1 0 0.00 4 0 0 1.62 Corrtrd Delay (s} 5187.6 0.6 0.0 9.9 0.0 0.0 14 2 Lane LOS F B F B A q . Approac h Delay (s) 3894.2 221.7 0.3 0.2 Approach LOS F F irdr~a Lion 5u~xnary Average Delay 12.4 Irdersection Capadty Utili~tion 69.6% ICU Level of Service C Maly sis Period (min) 15 Baseline lGmley Hom Synchro 6 Repot ~ 1 HCM Signali~d Intersection Capacity Analysis TOTAL TRAFFIC PM 2010 6: Sand Lake Road & Denton Tap Road The Elluigton Development ~,- ~. Lane Configurations ~ f~ ~ ~~ f~ ~ ~`~~' ~ ~~~' Ideal Flay (vphpl) Total Lost time (s) 1900 4.0 4.0 4.0 4.0 4.0 4.0 19E10 4.0 4.0 4.0 Lane Util. Factor 1.00 1.t7i195 1.00. 1 00 Frt 1.00 1.0160 . Flt Protected 0.95 0.910 1770 3539 0.95 1770 Satd. Flow (prof) 1770 1 7;70 0 0.07 Flt Permitted 0.18 339 . . 3539 320 137 5009 Satd. Flow ( ) Vdume (vph) 341 473 121 256 389 338 265 297 235 815 174687 Peak4wur factor, PHF Flan (vph) Adj 0.92 371 514 132 278 423 0•~ 367 288 323 255 886 193921 . RTOR Reduction (vph) 0 0 88 0 131 0 0 0 288 11 0 0 0 255 26 0 0233 Lane Gr Flav v } 514 44 278 659 Tum Type pm+pt Perm pm+pt pmtDpl+pt 2 Protected Phases 3 8 7 4 1 6 5 2 Permitted Phases 8 8 4 6 74 0 65.2 Actuated Green, G (s) . 74?9 0 ~•2 Effective Green, g (s) 38.0 . 0 ~1 0'~ Pctuated g/C Ratio Clearance Time (s) 0.32 4.0 4.0 4.0 4.0 4.0 • 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3:0 2463 Lane Grp Cap {vph} 298 737 330 427 494 388 10 0 0 224 15 c0a11Y0 v/s Ratio Prat v/s Ratio Perm c0.17 c0.23 0.03 0.05 . 0.36 . 0.10 0.51 v/c Ratio 1.24 O.tJtYO 14tR0 1.14 '6'7 Un'rfonn Delay, d1 54.2 1 Ot90 1:00 Progression Factor Irrcremerdal Delay, d2 1.00 2.9 0.2 3.5 : 7.5 163.8 102.5 0.7143.7 Delay (s) 189.4 21.7 46:9 159.1. F C Level of Service F D 97 9 D D F 170 0 C F 161.7 49:5 Approach Delay (s) . . F D Approach LOS F F {~ersedlon: HCM Average Contrd Delay 132.1 HCM Level of Service F HCM Vdume to Capacrty ratio 1.26 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Irdersection Capaaty Utilimtion 125.4% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group O.aUO O.A~S 1.0®0 50 1.0(00 1583 0.92 59.0 549:0 0.&9'1 c0.65 1.Q113 3(887 1.I11m0 174.2 Baseline Synchro6 Report IGmiey Hom ~~ 1 HCM Unsignali$d Intersection Capacity Analysis TOTAL TRAFFIC PM 2010 3: Sandy Lake Road & Driveway A The Ellington Development ~ ~ z ~ ~ ~ T ~ `- 1 ~ >~ s~ NCR Lane Configurations a"~ •tf ~ ~ '~- ~ '~, Sign Contrd Free Free Stop Stop Grade 0% 0% 0% 0% Voume (vehlh) 33 800 18 55 761 73 11 0 33 51 0 72 Peak Hour Factor 0.92 0.92 0.92 Hourly flow rate (vph) 38 870 20 60 827 79 12 0 36 55 0 78 Peel estrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right tum flare (veh) Median type None None Median storage veh) Upstream signal (ft) 547 pX, platoon unblocked 0.89 0.89 0.89 0.89 vC, conflicting vdume 907 889 1562 445 414 19 vC1, stage 1 conf vd vC2, stage 2 conf vd vCu, unblocked vd 777 889 1511 445 226 19 tC, sire (s) 4.1 4.1 7.5 6.5 6.9 7.5 65 69 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3:3 p0 queue free % 95 92 80 100 94 23 100 89 cM capadty (veh/h) 747 758 59 48 561 72 54 695 Dir~ictltxi, Lane ~ ~ 1 EB 2 Voume Total 471 454 336 551 79 12 36 55 78 Velum a Left 36 0 60 0 0 12 0 55 0 Vdume Right 0 20 0 0 79 0 36 0 78 cSH 747 758 59700 561 7Y700 695 Volume to Capacity 0.05 0.27 0.08 Queue Length 95th (ft) 4 0 6 0 0 17 5 91 9 Contrd Delay (s) 1.4 0.0 2.6 0.0 0.0 80.2 Lane LOS A A F B F B Aoproac h Delay (s) 0.7 0.9 28.9 66.0 Approach LOS D F I nl~k+n Stmt'nary '_' Average Delay 5.7 Intersection Capacity Utilimtion 65.8% ICU Level of Service C Analysis Period (min) 15 Baseline Synchro 6 Report Kimley Ham Page 1 HCM Unsignalia?d Intersection Capacity Analysis TOTAL TRAFFIC PM 2010 9: Braewood & Denton Tap Road The Ellington Development M~yeptent EE3L S~ NCR Lane configurations ~ '~ ~ '~. ~"~+~ ~ ~'~- Sign Contrd Stop Stop Free Free Grade 0% 0% 0% 0% Vdrxrre (veh/h) 2 0 1 6 0 14 1 3Y092 64 743 3 Peak Hour Factor 0.92 0.92 0.92 Hourly flow rate (vph) 2 0 1 7 0 15 1 3274 70 808 3 Pedestrians Lane Width (ft) Walking Speed (ft/s) Pert~rlt &ockage Right tum flare (veh) Median type None None Medi an storage veh) Upstream signal (ft) 1210 pX, platoon unblocked 0.92 O.A232 0.92 vC, canFlicting vdrxne 405 811 2837 2308 vC1, stage 1 conf vd vC2, stage 2 canf vd vCu, unblocked vd 2112 258 701 337~P914 2308 tC, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2:2 p0 queue free % 88 100 100 0 100 92 100 67 cM capacity (vehlh) 18 5 678 5 5 191 816 214 fi.Lana # EB 1 EB 2 Vdume TotaF 2 1 7 i5 70 1l~B 272 Vdu me Left 2 0 7 0 1 0 70 0 0 Vdtme Right 0 1 0 15 0 34 0 0 3 cSH 18 678 5 191 816 214 1700 1700 Vdume to Capacity 0.12 0.00 1.38 Queue Lergth 95th (ft) 9 0 42 6 0 0 34 0 0 Contrd Delay (s) 227.3 0.0 0.0 0.0 10. x.0 29.7 lane LOS F B F D A D Approac h Delay (s) 155.0 481.9 0.0 2.3 Approach LOS F F rricataec.~io n ~rrrnary Average Delay 4.1 Irrtersection Capacity Utilimtion 71.2% ICU Level of Service C Analysis Period (min) 15 Baseline Synchr o 6 Report FGmley Ham Page 1