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TIA 100114DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Table of Contents Traffic Impact Analysis for Universal Academy-Coppell ~ DeShazo Project No. 14090 ~ Table Of Contents EXECUTIVE SUMMARY ............................................................................................ I INTRODUCTION ....................................................................................................... 1 Project Description .......................................................................................................... 2 Study Parameters ............................................................................................................ 2 TRAFFIC IMPACT ANALYSIS .................................................................................. 3 Approach .......................................................................................................................... 3 Background Traffic Volume Data.................................................................................... 3 Existing Volumes ............................................................................................................ 3 Site Observations ............................................................................................................ 3 Projected Background Traffic Volumes .......................................................................... 4 Site-Related Traffic .......................................................................................................... 4 Trip Generation and Mode Split ...................................................................................... 4 Trip Distribution and Assignment .................................................................................... 5 Site-Generated Traffic Volumes ..................................................................................... 5 Traffic Operational Analysis  Roadway Intersections ............................................... 5 Description ..................................................................................................................... 5 Analysis Traffic Volumes ................................................................................................ 6 Summary of Results ....................................................................................................... 7 SUMMARY OF RECOMMENDATIONS .................................................................... 9 EXHIBITS LIST OF APPENDICES: Appendix A. Detailed Existing Traffic Volumes Appendix B. Trip Generation Summaries Appendix C. Trip Distribution and Traffic Assignment Supplement Appendix D. Detailed Intersection Capacity Analysis Results DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page i EXECUTIVE SUMMARY The services of DeShazo Group, Inc. (DeShazo) were retained by Karrington & Company to conduct a Traffic Impact Analysis (TIA) required by the City of Coppell in conjunction with the request by Universal Academy-Coppell to increase the maximum enrollment to 1,500 students in Grades K-12th. The purpose of the study is to assess existing traffic characteristics associated with school traffic and project potential impacts of future increases in school-related traffic and recommend mitigation measures that help minimize undue impact to the public street system. The operational performance of the major roadway intersections in the vicinity of the sites was analyzed under “existing conditions”, “background conditions”, and “full-buildout conditions” during periods of the school’s typical weekday AM and PM (School) operations. For the existing conditions, actual traffic volume data was collected in the site in September 2014. For the background conditions, traffic growth of two percent was added to the existing traffic. For the full-buildout conditions, the student enrollment scenarios were increased from the existing enrollment of 1,036 to the maximum of 1,500 students. The operational analysis shows that the existing roadway network can accommodate the increase in traffic with a few minor mitigation measures. It was determined that the level of service (LOS) on the adjacent major thoroughfares will not be significantly different from the existing conditions with the increase in the enrollment due to the high percentage of students travelling by school bus and due to the ability of the site to adequately accommodate most traffic generated by the school within the site. In order to maintain adequate traffic operational conditions, the following recommendations were developed: 1. Continue the practice of using off-duty police officers during peak school traffic periods at Site Driveway 3 (outbound traffic) and Site Driveway 1 (inbound traffic). 2. The School should continue to provide an effective school bus service that serves a percentage of students that is comparable to existing conditions. School buses should continue to load behind the building and enter the site via Site Driveway 4 and existing via Site Driveway 5. 3. Install “No U-turns” signs at the westbound approach of E. Sandy Lake Road/S. MacArthur Boulevard intersection to prohibit U-turns. 4. The school should implement and adhere to the Traffic Management Plan strategies (see separate study) -- and subsequent updates -- in order to provide sufficient safety, to facilitate internal traffic circulation, and to minimize impact to the public street system. The school should disseminate instructional material to parents at the beginning of each school term and otherwise as needed, which clearly explains the intended procedures. The school should also actively encourage parents to abide by the Plan. 5. If queueing of parents vehicles associated with the student drop-off or pick-up activity ever results in spillback of queue on the public street, then the school should pursue one or more of the following strategies to the extent necessary to eliminate this occurrence: a) Modify the internal traffic management procedures to increase on-site vehicle queuing and/or parking b) Increase utilization of school bus service DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page ii c) Implement staggered start/end schedules d) Or, other reasonable strategy to accomplish these goals NOTE: While it is desirable to contain all parked and queued school-related vehicles within the site at all times and the school should strive for this goal, it should be noted that it is not uncommon for traffic during the first one-to-two weeks of each new school year to be somewhat irregular. If major irregularities persist beyond this period, then active measures (from the preceding list) should be pursued immediately to correct this condition. END Universal Academy -Coppell Traffic Impact Analysis Page 1 Traffic. Transportation Planning. Parking. Design. 400 S. Houston Street, Suite 330 Dallas, TX 75202 ph. 214.748.6740 deshazogroup.com Technical Memorandum To: Mr. Gary Hasty  Karrington & Company CC: Ms. Janice Blackmon  Universal Academy-Coppell From: DeShazo Group, Inc. Date: September 30, 2014 Re: Traffic Impact Analysis for Universal Academy –Coppell in Coppell, Texas DeShazo Project No. 14090 INTRODUCTION The services of DeShazo Group, Inc. (DeShazo) were retained by Karrington & Company to conduct a traffic impact analysis (TIA) for the expansion of the Universal Academy campus (referred to herein as “the Project”). Universal Academy of Coppell is a public charter school that currently operates on the southeast corner of the S. MacArthur Boulevard/E. Sandy Lake Road intersection in Coppell, Texas. The purpose of this study is to identify the traffic/transportation impacts, if any, due to the proposed increase in school enrollment and provide mitigation measures, if needed, to support the safe and efficient operation of the school and overall traffic in the immediate vicinity area in the city of Coppell. NOTE: An original TIA and Traffic Management Plan were prepared by DeShazo Group for the school in July 2014. During the approval process, the City required that updated studies be completed prior to October 1 using data and observations conducted during the Fall 2014 school semester and then annually thereafter until one year after the school reaches the anticipated maximum enrollment of 1,500. DeShazo Group is an engineering consulting firm providing licensed engineers skilled in the field of traffic/transportation engineering. Universal Academy -Coppell (the Client) retained the services of DeShazo to prepare a traffic impact study as per the requirement by the City of Coppell documenting the impact the increase in the enrollment. DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 2 Project Description The project site is located on the southeast quadrant of the S. MacArthur Boulevard/E. Sandy Lake Road intersection. As of September 15, 2014, the school had an enrollment of 1,036 students in grades K-9th. The maximum projected enrollment of approximately 1,500 students in grades K-12th is projected to occur no sooner than 2016. The school provides a private school bus service that serves approximately 65% of the students during the afternoon period. Currently, fourteen (14) buses operate each morning and afternoon. The majority of the remaining students arrive by pick-up and drop-off. A site location map for the project is provided in Exhibit 1. A preliminary site plan for the campus, prepared by Karrington & Company, is provided in Exhibit 2. Study Parameters This TIA is intended to project and analyze the day-to-day traffic operational conditions generated by the school and to measure the anticipated traffic operational impact due to the increase in the number of students. The specific study area was selected to contain the key locations that would be most appreciably and directly impacted by school traffic and have the greatest potential to warrant improvements. The following locations were included in the study area (also depicted in Exhibit 1). Intersections: (a) S MacArthur Boulevard and E Sandy Lake Road: traffic-signal-controlled (b) S MacArthur Boulevard and Maple Leaf Lane/Site Driveway 1: STOP-controlled on Maple Leaf Lane/Site Driveway 1 (c) S MacArthur Boulevard and Bus Driveway: STOP-controlled on Bus Driveway (Driveway 5) (d) E Sandy Lake Road and Site Driveway 2: STOP-controlled on Site Driveway 2 (e) E Sandy Lake Road and Site Driveway 3: STOP-controlled on Site Driveway 3 (f) E Sandy Lake Road and Site Driveway 4: STOP-controlled on Site Driveway 4 Roadways: (A) S MacArthur Boulevard  Existing cross-section: four-lane cross-section with medians (two lane in each direction with turn-lanes at cross streets/driveways for the left-turns)  City of Coppell Thoroughfare map designation: Boulevard  Posted Speed: 35 MPH (B) E Sandy Lake Road  Existing cross-section: four-lane cross-section with medians (two lane in each direction with turn-lanes at driveways for the left-turns)  City of Coppell Thoroughfare map designation: Boulevard  Posted Speed: 40 MPH DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 3 Based upon the traffic generation characteristics of the Project and the prevailing background traffic conditions, the following periods were analyzed.  Weekday AM and PM peak hours of school-generated traffic at:  “Existing Conditions” (with 1,036 students enrolled), and  “Year 2016 Site Buildout/Full-Occupancy Conditions” of school with site-generated traffic for 1,500-student K-12th school. TRAFFIC IMPACT ANALYSIS This traffic impact analysis (TIA) was prepared at the request of the City of Coppell to assess the potential traffic/transportation improvements needed in support of the expansion of the Universal Academy. Approach The TIA presented in this report analyzed the operational conditions for the previously described study parameters using standardized analytical methodologies where applicable. Current traffic volume data were collected throughout the study area to represent existing traffic conditions. Where considered applicable, background traffic growth factors were also assumed. Traffic generated by the proposed development was then projected using the standard four-step approach: Trip Generation, Mode Split, Trip Distribution, and Traffic Assignment. By adding the site-generated traffic to the background traffic and analyzing the operational conditions for each scenario, the net impact on local traffic conditions of the proposed development can be determined and appropriate mitigation measures may be recommended. Background Traffic Volume Data Existing Volumes Current peak period traffic volumes were collected at the study area intersections on Wednesday, September 17th, 2014, and are summarized in Exhibit 3. Detailed traffic volume data are provided in Appendix A. Site Observations Classes at Universal Academy were in session at the time of this study with an enrollment of approximately 1,036 students from Kindergarten through 9th Grade. The major observations from traffic count cameras were  Off-duty police officers, commissioned by the school, assisted the traffic operations as needed on MacArthur Boulevard at Site Driveway 1 and E Sandy Lake Road at Site Driveway 3.  Site Driveway 1 and 2 operated as inbound only and Site Driveway 3 operated as outbound only.  Bus pickup locations were at the back (south side) of the school. Fourteen (14) buses were in operation at the time of the observations. Buses entered the site at Driveway 4 on E. Sandy Lake Road and exited the site at Driveway 5 on S. MacArthur Boulevard. As needed, DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 4 the off-duty police officers assisted the buses with exiting the site by stopping oncoming traffic on S. MacArthur Boulevard.  Westbound-to-eastbound U-turn maneuvers by school travelers were prevalent on Sandy Lake Road at the intersection with S. MacArthur Boulevard. Projected Background Traffic Volumes Based upon a review of historical traffic volume data from the City of Coppell as summarized in Table 1, traffic volumes in the immediate vicinity of the site have not increased significantly in recent years. So, for the purposes of this analysis, a two percent (2.0%) background traffic growth was assumed for both background and buildout year analysis to reflect a conservative condition. Table 1. Historical Daily Traffic Volumes ROADWAY SEGMENT HISTORICAL DAILY VOLUME (DATE) ANNUAL GROWTH RATE S. MacArthur Boulevard south of E. Sandy Lake Road 16,800 (’14)A 16,284 (’09)B 0.625% -- E. Sandy Lake Boulevard east of S. MacArthur Boulevard 15,185 (’14)A 14,523 (’09)B 0.895% -- Data Source: A = C J Hensch & Associates commissioned by DeShazo; B = City of Coppell website By applying the assumed growth rate described above to the through-traffic maneuvers on the adjacent roadways, future peak-period background traffic volumes (i.e., traffic growth not directly associated with the Project) were calculated for the study area intersections at the background year. These volumes are summarized in Exhibit 4A and 4B. Site-Related Traffic Trip Generation and Mode Split Trip generation is summarized as trip ends – a trip end is a one-way vehicular trip (i.e., a single vehicle entering and exiting a site represents two trip ends). The number of trip ends generated by a given development is also intrinsically influenced the site’s trips’ mode split (i.e., the percentage of trips made by other travel modes, such a busing, self-driving, etc.) Due to the unique trip generation and mode split characteristics of each school, the preferred method of determining this information is from site observation when collecting these data is practical. The trip generation of the existing site was calculated based upon actual driveway volumes. It is assumed that, at full occupancy, the school will exhibit the same trip generation and mode split characteristics. Hence, the site driveway volume data (for an enrollment of 1,036 students) was extrapolated by a factor of 1.45 to reflect a 1,500-student scenario. Table 2 provides a summary of the calculated trip ends used in this analysis. DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 5 Table 2. Projected Site Trip Generation During School-Peak-Hours Land Use Quantity Morning Peak Hour Trip Ends Afternoon Peak Hour Trip Ends Total In Out Total In Out School at Existing Conditions 1,036 Students 811 429 382 384 175 209 School at Full Capacity 1,500 students 1,176 622 554 557 254 303 Trip Distribution and Assignment Site traffic assignment is the exercise of estimating the orientation of site-generated trips proportionally by various travel routes. Traffic assignment is a subjective exercise based upon professional judgment considering such factors as relative directional characteristics of trip origin; trip attributes (e.g., trip purpose, trip length, travel time, time-of-day, etc.), roadway features (e.g., capacity, operational conditions, character of environment), etc. Traffic volumes at the site driveways at full occupancy were determined by factoring the existing volumes by the ratio of student increase from existing conditions (x1.45). For the E. Sandy Lake Road/S. MacArthur Boulevard intersection, the site-related volumes were distributed and assigned based upon DeShazo’s consideration of the factors listed above and guidance provided by Universal Academy-Coppell. The estimated trip orientations are graphically summarized in Appendix C. Site-Generated Traffic Volumes Site-generated traffic is calculated by multiplying the trip generation value (Table 2) by the corresponding traffic assignments (from Appendix C). The resulting cumulative peak period site- generated traffic volumes at the various analysis conditions are summarized in Exhibit 5A-5B. Traffic Operational Analysis  Roadway Intersections Description The level of service can often be measured through an analysis of volume and capacity that considers various physical and operational characteristics of the system. For vehicular traffic, an operational analysis of roadway intersection capacity is the most detailed type of analysis. An industry-standardized methodology for this type of analysis was developed by the Transportation Research Board and is presented in the Highway Capacity Manual (HCM). HCM uses the term “Level of Service” (or, LOS) to qualitatively describe efficiency using letter grades of A through F. Generally, LOS can be described as follows. LOS A = free, unobstructed flow LOS B = reasonably free flow LOS C = stable flow LOS D = approaching unstable flow LOS E = unstable flow, operating at design capacity DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 6 LOS F = operating over design capacity Traffic operational analysis is typically measured in one-hour periods during day-to-day peak conditions. In most urban settings, LOS C, or better, is desirable, although LOS D is considered to be acceptable. Nevertheless, LOS E or F conditions are not uncommon for brief periods of time at major transportation facilities. In some cases, measures to add more capacity—either through operational changes and/or physical improvements—can be identified to increase efficiency and sometimes raise Level of Service. For traffic-signal-controlled (“signalized”) intersections and STOP-controlled (“unsignalized”) intersections, LOS is determined based upon the calculated average seconds of delay per vehicle. For signalized intersections the average delay per vehicle can be effectively calculated for the entire intersection; however, for unsignalized intersections the average delay per vehicle is calculated only by approach or by individual traffic maneuvers that must stop or yield right-of-way. For unsignalized intersections of a minor street or driveway and a major roadway, the analysis methodology often breaks down and yields low Levels of Service (often, LOS F) than cannot be mitigated unless a traffic signal is installed. However, the responsible agency that governs the right-of-way must issue their approval for a traffic signal to be installed subject to very specific warrant criteria being met and several other operational considerations being satisfied. Level-of-service is not a criterion for traffic signal installation. The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the latest edition of the Highway Capacity Manual. Signalized Intersection (Average Delay per Vehicle) Unsignalized Intersection (Average Delay per Vehicle) LOS A < 10 < 10 LOS B >10 - <20 >10 - <15 LOS C >20 - <35 >15 - <25 LOS D >35 - <55 >25 - <35 LOS E >55 - <80 >35 - <50 LOS F >80 >50 Analysis Traffic Volumes Determination of the traffic impact associated with the Project is measured by comparing the incremental change in operational conditions with and without site-related traffic at the Project buildout year. Exhibits 6A-6B summarize the background-plus-site peak period traffic volumes at buildout conditions. DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 7 Summary of Results Intersection capacity analyses presented in this study were performed using the Synchro 8 software package. Table 3 and Table 4 provide a summary of the intersection operational conditions during the peak periods under the analysis conditions presented previously. Detailed software output is provided in Appendix D. The analyses conducted herein were based upon the existing and school’s buildout peak hour traffic conditions projected by DeShazo. The capacity analysis indicated that the traffic-signal-controlled intersection of S. MacArthur Boulevard and E. Sandy Lake Road currently operates at LOS D during the morning period and LOS B (borderline LOS C) during the morning period. With the addition of background traffic growth and additional site-generated traffic, average delays will increase slightly; however the Levels of Service will not change. The unsignalized intersections at Site Driveway 1 and Site Driveway 3 currently operate with the assistance of off-duty police officers as needed during school peak traffic periods. These conditions are statistically random and cannot be analyzed using standard level-of-service analysis methodologies. However, for comparison purposes only, the conventional unsignalized LOS was calculated for these driveways. Generally, the analyses indicate that existing Levels of Service do not change significantly with the addition of background traffic growth and future site-generated traffic increases. A summary of the recommendations is provided in the following section. DeShazo Group, Inc.9/30/2014 D (4 1 . 0 ) B (1 9 . 7 ) D (4 4 . 3 ) C (2 0 . 2 ) D (5 2 . 5 ) C (21.0) Tr a f f i c Mo v e m e n t Ma p l e l e a f Ln / S i t e Dr i v e w a y 1 * EB L T R F (> 1 0 0 ) D (2 7 . 9 ) F (> 1 0 0 ) D (3 0 . 4 ) F (> 1 0 0 ) E (35.5) NB L B (1 2 . 1 ) A (8 . 8 ) B (1 2 . 4 ) A (8 . 9 ) B (1 2 . 7 ) A (9.0) SB L B (1 1 . 7 ) A (9 . 2 ) B (1 1 . 9 ) A (9 . 3 ) C (1 5 . 1 ) A (9.6) Bu s Dr i v e ( S i t e Dr i v e w a y 5 ) * WB R B (1 1 . 8 ) B (1 0 . 4 ) B (1 1 . 9 ) B (1 0 . 5 ) B (1 2 . 8 ) B (10.8) Si t e Dr i v e w a y 2 EB R ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐‐ Si t e Dr i v e w a y 3 * NB R E (3 6 . 4 ) B (1 0 . 9 ) E (4 0 . 7 ) B (1 1 . 0 ) F >1 0 0 B (11.6) NB L F (> 1 0 0 ) F (9 0 . 8 ) F (> 1 0 0 ) F (> 1 0 0 ) F (> 1 0 0 ) F (>100) Si t e Dr i v e w a y 4 NB R ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐‐ KE Y : A, B, C, D, E, F = Le v e l ‐of ‐Se r v i c e fo r ea c h in t e r s e c t i o n ap p r o a c h NB , SB , EB , WB = No r t h ‐, So u t h ‐, Ea s t ‐, We s t b o u n d ap p r o a c h L, T, R = Le f t , Th r o u g h , Ri g h t Ap p r o a c h tu r n i n g mo v e m e n t AM = AM Pe a k Ho u r of Ad j a c e n t St r e e t PM = AM Pe a k Ho u r of Ad j a c e n t St r e e t * - N o t r e p r e s e n t a t i v e v a l u e ( o f f - d u t y p o l i c e o f f i c e r s m a n a g e t r a f f i c d u r i n g t h e s c h o o l d r o p - o f f a n d p i c k - u p p e a k h o u r s ) . NO T E : Si g n a l i z e d in t e r s e c t i o n op e r a t i o n a l pa r a m e t e r s an d op e r a t i o n a l re s u l t s we r e ob t a i n e d di r e c t l y fr o m th e op t i m i z e d so f t w a r e ou t p u t an d ma y di f f e r sl i g h t l y fr o m ac t u a l tr a f f i c si g n a l op e r a t i o n s . Co n d i t i o n s Sa n d y La k e Rd at Ma c A r t h u r Bl v d at Sa n d y La k e Rd Un s i g n a l i z e d In t e r s e c t i o n s Sa n d y La k e Rd at Ma c A r t h u r Bl v d at Sa n d y La k e Rd at Ex i s t i n g PM AM School PM AMAM Ba c k g r o u n d Fu l l Project Buildout AM S c h o o l PM Ta b l e 4. Pe a k Ho u r In t e r s e c t i o n Ca p a c i t y An a l y s i s Re s u l t s PM AM Si g n a l i z e d In t e r s e c t i o n s Ex i s t i n g Ta b l e 3. Pe a k Ho u r In t e r s e c t i o n Ca p a c i t y An a l y s i s Re s u l t s (S i g n a l i z e d In t e r s e c t i o n s ) Sc h o o l PM (U n s i g n a l i z e d In t e r s e c t i o n s ) Fu l l Project Buildout Co n d i t i o n s Ma c A r t h u r Bl v d at Ba c k g r o u n d AM School PM Traffic Impact Analysis for Universal Academy Page 8 DeShazo Group, Inc. September 30, 2014 Universal Academy -Coppell Traffic Impact Analysis Page 9 SUMMARY OF RECOMMENDATIONS NOTE: Recommendations for public improvements within the study area presented in this report reflect the opinion of DeShazo based solely upon technical analysis and professional judgment and are not intended to define, imply, or allocate funding sources nor required improvements. Applicable legal precedent indicates that the Owner of a Project should only be required to proportionately fund necessary infrastructure improvements that are directly attributable to implementation of the Project. Such requirements will depend upon the individual circumstances of each project that may be viewed differently by each particular agency/municipality. The following recommendations were listed below to improve the operational safety and operational performance. 1. Continue the practice of using off-duty police officers during peak school traffic periods at Site Driveway 3 (outbound traffic) and Site Driveway 1 (inbound traffic). 2. The School should continue to provide an effective school bus service that serves a percentage of students that is comparable to existing conditions. School buses should continue to load behind the building and enter the site via Site Driveway 4 and existing via Site Driveway 5. 3. Install “No U-turns” signs at the westbound approach of E. Sandy Lake Road/S. MacArthur Boulevard intersection to prohibit U-turns. 4. The school should implement and adhere to the Traffic Management Plan strategies (see separate study) -- and subsequent updates -- in order to provide sufficient safety, to facilitate internal traffic circulation, and to minimize impact to the public street system. The school should disseminate instructional material to parents at the beginning of each school term and otherwise as needed, which clearly explains the intended procedures. The school should also actively encourage parents to abide by the Plan. 5. If queueing of parents vehicles associated with the student drop-off or pick-up activity ever results in spillback of queue on the public street, then the school should pursue one or more of the following strategies to the extent necessary to eliminate this occurrence: a) Modify the internal traffic management procedures to increase on-site vehicle queuing and/or parking b) Increase utilization of school bus service c) Implement staggered start/end schedules d) Or, other reasonable strategy to accomplish these goals NOTE: While it is desirable to contain all parked and queued school-related vehicles within the site at all times and the school should strive for this goal, it should be noted that it is not uncommon for traffic during the first one-to-two weeks of each new school year to be somewhat irregular. If major irregularities persist beyond this period, then active measures (from the preceding list) should be pursued immediately to correct this condition. END OF MEMO Ex h i b i t 3A ‐ Ex i s t i n g AM Pe a k Ho u r Vo l u m e s Plan North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 13333199 E S a n d y L a k e R d 6 4 7 9 1 1 8 4 1 7 7 5 1 4 1 0 8 38394328 954 0174 M a p l e l e a f L n 2 1 2 2 5 S i t e D r i v e w a y 1 N MacArthur Blvd 12211219 Site Driveway 2 0 1 2 6 0 1 1 0 5790 0 000 Site Driveway 3 219148 1 2 6 3 0 2585 Site Driveway 4 1 4 1 1 1 4 E S a n d y L a k e R587 7 0 10 B u s D r i v e w a y 1 4 1 1 4 4 Ex h i b i t 3B ‐ Ex i s t i n g PM Pe a k Ho u r Vo l u m e s Plan North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 15534172 E S a n d y L a k e R d 5 6 3 4 1 1 3 1 1 6 4 4 1 2 1 7 4 11328148 2 554037 M a p l e l e a f L n 2 5 0 8 S i t e D r i v e w a y 1 N MacArthur Blvd 3749128 Site Driveway 2 0 4 8 8 8 6 1768 0 000 Site Driveway 3 13060 4 8 5 0 0642 Site Driveway 4 5 4 5 1 4 E S a n d y L a k e R642 5 6 70 B u s D r i v e w a y 1 4 4 8 1 Ex h i b i t 4A ‐ Ba c k g r o u n d AM Pe a k Ho u r Vo l u m e s Plan North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 138344103 E S a n d y L a k e R d 6 7 8 2 3 1 9 1 1 8 4 5 3 5 1 1 2 39898129 956 2174 M a p l e l e a f L n 2 2 2 2 6 S i t e D r i v e w a y 1 N MacArthur Blvd 12211669 Site Driveway 2 0 1 3 1 1 1 1 0 5822 0 000 Site Driveway 3 219148 1 3 1 4 0 2609 Site Driveway 4 1 4 6 8 1 4 E S a n d y L a k e R611 7 2 90 B u s D r i v e w a y 1 4 1 1 9 0 Ex h i b i t 4B ‐ Ba c k g r o u n d Sc h o o l PM Pe a k Ho u r Vo l u m e s P l a n North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 16135575 E S a n d y L a k e R d 5 8 3 5 5 1 3 6 1 7 1 4 2 9 1 8 1 11829250 2 656237 M a p l e l e a f L n 2 6 0 8 S i t e D r i v e w a y 1 N MacArthur Blvd 3751129 Site Driveway 2 0 5 0 8 8 6 1799 0 000 Site Driveway 3 13060 5 0 5 0 0668 Site Driveway 4 5 6 7 1 4 E S a n d y L a k e R668 5 9 00 B u s D r i v e w a y 1 4 5 0 0 Ex h i b i t 5A ‐ Si t e Ge n e r a t e d Sc h o o l AM Pe a k Ho u r Vo l u m e s Plan North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 000 E S a n d y L a k e R d 0 4 4 4 4 44343 4800 0078 M a p l e l e a f L n 1 S i t e D r i v e w a y 1 N MacArthur Blvd 55340 Site Driveway 2 0 0 55 1 3 0 0 000 Site Driveway 3 9967 0 0 031 Site Driveway 4 67 6 E S a n d y L a k e R31 78 B u s D r i v e w a y 6 3 4 Ex h i b i t 5B ‐ Si t e Ge n e r a t e d Sc h o o l PM Pe a k Ho u r Vo l u m e s Plan North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 000 E S a n d y L a k e R d 0 13 19 2 32424 2000 0017 M a p l e l e a f L n 0 0 0 S i t e D r i v e w a y 1 N MacArthur Blvd 17190 Site Driveway 2 0 0 3 9 7 00 000 Site Driveway 3 5927 0 0 11 Site Driveway 4 2 7 6 E S a n d y L a k e R11 170 B u s D r i v e w a y 6 1 9 Ex h i b i t 6B ‐ Bu i l d o u t AM Pe a k Ho u r Vo l u m e s Plan North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 138344103 E S a n d y L a k e R d 6 7 8 7 1 1 9 1 2 2 8 5 7 8 1 5 5 44798129 956 2252 M a p l e l e a f L n 2 2 3 2 6 S i t e D r i v e w a y 1 N MacArthur Blvd 17712019 Site Driveway 2 0 1 3 1 1 1 6 0 9 5 2 0 000 Site Driveway 3 318215 1 3 1 4 0 0618 Site Driveway 4 1 5 2 0 2 0 E S a n d y L a k e R620 8 1 60 B u s D r i v e w a y 2 0 1 2 2 5 Ex h i b i t 6B ‐ Bu i l d o u t Sc h o o l PM Pe a k Ho u r Vo l u m e s P l a n North ^Not to Scale DeShazo Group, Inc TI A fo r Un i v e r s a l Ac a d e m y in Co p p e l l , Te x a s 9/29/14 16135575 E S a n d y L a k e R d 5 8 3 7 4 1 3 6 1 9 3 4 5 2 2 0 5 13729250 2 656254 M a p l e l e a f L n 2 6 0 8 S i t e D r i v e w a y 1 N MacArthur Blvd 5453029 Site Driveway 2 0 5 0 8 1 2 5 1869 0 000 Site Driveway 3 18987 5 0 5 0 0672 Site Driveway 4 5 9 5 2 0 E S a n d y L a k e R672 6 2 50 B u s D r i v e w a y 2 0 5 1 9 DeShazo Group, Inc. Universal Academy -Coppell Traffic Impact Analysis Appendix Appendix A. Existing Traffic Counts Page 1 of 5 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State: Data Collector(s): Day/Date: Weather Conditions: Project-ID #: Traffic Control: Data Source: Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 19 65 19 0 96 210 11 0 13 117 23 0 25 85 11 7:15 AM 7:30 AM 0 32 81 26 0 98 234 8 0 12 155 32 0 23 106 15 7:30 AM 7:45 AM 0 46 84 34 0 92 208 7 0 27 239 59 0 48 152 27 7:45 AM 8:00 AM 0 29 90 22 0 85 269 5 0 13 226 60 0 61 153 45 8:00 AM 8:15 AM 0 26 76 17 0 108 232 8 0 12 171 33 0 45 103 21 8:15 AM 8:30 AM 0 26 87 24 0 86 200 19 0 9 129 20 0 25 84 24 8:30 AM 8:45 AM 0 22 82 25 0 88 190 12 0 10 133 27 0 9 104 19 8:45 AM 9:00 AM 0 36 86 13 0 70 157 10 0 13 93 37 0 18 111 16 133 331 99 383 943 28 64 791 184 177 514 108 0.72 0.92 0.73 0.89 0.88 0.88 0.59 0.83 0.77 0.73 0.84 0.60 Intersection Peak Hour:Intersection PHF: 0.89 133 331 99 383 943 28 64 791 184 177 514 108 0.72 0.92 0.73 0.89 0.88 0.88 0.59 0.83 0.77 0.73 0.84 0.60 Study Peak Hour:Study Area PHF: 0.89 2:30 PM 2:45 PM 0 26 68 12 0 24 56 6 0 23 64 11 0 22 74 20 2:45 PM 3:00 PM 0 30 82 10 0 32 72 12 0 22 59 21 0 31 87 16 3:00 PM 3:15 PM 0 36 87 6 0 22 71 21 0 22 84 30 0 29 91 24 3:15 PM 3:30 PM 0 25 76 29 0 35 74 11 0 16 90 37 0 35 81 16 3:30 PM 3:45 PM 0 39 92 23 0 31 60 7 0 6 91 30 0 69 119 63 3:45 PM 4:00 PM 0 55 86 14 0 25 76 9 0 12 76 34 0 31 121 71 4:00 PM 4:15 PM 0 36 149 20 0 29 80 12 0 22 80 30 0 19 81 52 4:15 PM 4:30 PM 0 43 154 11 0 31 99 16 0 16 91 29 0 20 126 87 173 481 68 116 315 44 56 338 123 139 447 273 0.79 0.78 0.74 0.94 0.80 0.69 0.64 0.93 0.90 0.50 0.89 0.78 Intersection Peak Hour:Intersection PHF: 0.89 155 341 72 113 281 48 56 341 131 164 412 174 0.70 0.93 0.62 0.81 0.92 0.57 0.64 0.94 0.89 0.59 0.85 0.61 Study Peak Hour:Study Area PHF: 0.91 PHF: Time of Count Southbound on MacArthur Blvd MacArthur Blvd at Sandy Lake Road Northbound on MacArthur Blvd Eastbound on Sandy Lake Road Westbound on Wednesday, September 17, 2014 14091.1-01 CJ Hensch File: C2X3HRS - 4L&12Mv_Peds.XLS Intersection PHV: 7:15 AM - 8:15 AM 7:15 AM - 8:15 AM PHF: Camera Mild/Normal Conditions Signalized Coppell, Texas PHF: Sandy Lake Road Study Area PHV: 3:30 PM - 4:30 PM Study Area PHV: Intersection PHV: PHF: 3:00 PM - 4:00 PM Observations: Page 2 of 5 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State: Data Collector(s): Day/Date: Weather Conditions: Project-ID #: Traffic Control: Data Source: Description: Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 2 96 5 0 31 227 2 0 4 0 8 0 2 0 0 7:15 AM 7:30 AM 0 2 130 16 0 36 239 3 0 9 1 6 0 0 0 0 7:30 AM 7:45 AM 0 2 158 57 0 41 251 1 0 7 0 4 0 0 0 0 7:45 AM 8:00 AM 0 3 143 90 0 36 327 1 0 4 1 11 0 0 0 0 8:00 AM 8:15 AM 0 2 109 11 0 9 304 4 0 1 0 4 0 1 0 0 8:15 AM 8:30 AM 0 1 122 1 0 4 233 1 0 8 0 4 0 2 0 2 8:30 AM 8:45 AM 0 4 122 1 0 2 224 6 0 7 0 6 0 0 0 0 8:45 AM 9:00 AM 0 4 137 1 0 0 224 2 0 7 0 5 0 2 0 0 9 540 174 122 1,121 9 21 2 25 1 0 0 0.75 0.85 0.48 0.74 0.86 0.56 0.58 0.50 0.57 0.25 0.00 0.00 Intersection Peak Hour:Intersection PHF: 0.82 9 540 174 122 1,121 9 21 2 25 1 0 0 0.75 0.85 0.48 0.74 0.86 0.56 0.58 0.50 0.57 0.25 0.00 0.00 Study Peak Hour:Study Area PHF: 0.82 2:30 PM 2:45 PM 0 3 121 3 0 2 80 8 0 2 0 5 0 0 0 0 2:45 PM 3:00 PM 0 2 105 7 0 6 102 10 0 3 0 3 0 0 0 0 3:00 PM 3:15 PM 0 3 127 10 0 9 114 4 0 8 0 1 0 0 0 0 3:15 PM 3:30 PM 0 2 129 17 0 12 121 8 0 2 0 2 0 0 0 0 3:30 PM 3:45 PM 0 13 128 7 0 12 133 7 0 10 0 0 0 0 0 3 3:45 PM 4:00 PM 0 7 156 3 0 4 123 9 0 5 0 5 0 1 0 1 4:00 PM 4:15 PM 0 9 173 4 0 0 125 4 0 2 0 1 0 7 0 28 4:15 PM 4:30 PM 0 7 216 6 0 0 142 7 0 5 0 4 0 5 0 2 36 673 20 16 523 27 22 0 10 13 0 34 0.69 0.78 0.71 0.33 0.92 0.75 0.55 0.00 0.50 0.46 0.00 0.30 Intersection Peak Hour:Intersection PHF: 0.87 25 540 37 37 491 28 25 0 8 1 0 4 0.48 0.87 0.54 0.77 0.92 0.78 0.63 0.00 0.40 0.25 0.00 0.33 Study Peak Hour:Study Area PHF: 0.95 MacArthur Blvd at Maple Leaf Lane/School Driveway 2 Coppell, Texas Camera Wednesday, September 17, 2014 Mild/Normal Conditions 14091.1-02 Unsignalized CJ Hensch Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count MacArthur Blvd MacArthur Blvd Maple Leaf Lane Driveway 2 Intersection PHV: PHF: 7:15 AM - 8:15 AM Study Area PHV: PHF: 7:15 AM - 8:15 AM Intersection PHV: PHF: 3:30 PM - 4:30 PM Study Area PHV: PHF: 3:00 PM - 4:00 PM File: C2X3HRS - 4L&12Mv_Peds.XLS Observations: Page 3 of 5 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State: Data Collector(s): Day/Date: Weather Conditions: Project-ID #: Traffic Control: Data Source: Description: Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 0 - 1 0 - - - 0 - 239 8 0 0 125 - 7:15 AM 7:30 AM 0 0 - 0 0 - - - 0 - 282 14 0 0 157 - 7:30 AM 7:45 AM 0 0 - 0 0 - - - 0 - 365 43 0 0 221 - 7:45 AM 8:00 AM 0 0 - 0 0 - - - 0 - 317 46 0 4 253 - 8:00 AM 8:15 AM 0 0 - 0 0 - - - 0 - 296 7 0 1 159 - 8:15 AM 8:30 AM 0 0 - 0 0 - - - 0 - 268 1 0 0 138 - 8:30 AM 8:45 AM 0 0 - 1 0 - - - 0 - 267 1 0 0 131 - 8:45 AM 9:00 AM 0 0 - 0 0 - - - 0 - 183 0 0 0 146 - 0 0 0 0 0 0 0 1,260 110 5 790 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.86 0.60 0.31 0.78 0.00 Intersection Peak Hour:Intersection PHF: 0.86 0 0 0 0 0 0 0 1,260 110 5 790 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.86 0.60 0.31 0.78 0.00 Study Peak Hour:Study Area PHF: 0.86 2:30 PM 2:45 PM 0 0 - 0 0 - - - 0 - 103 1 0 0 122 - 2:45 PM 3:00 PM 0 0 - 0 0 - - - 0 - 91 17 0 1 146 - 3:00 PM 3:15 PM 0 1 - 0 0 - - - 0 - 107 7 0 0 139 - 3:15 PM 3:30 PM 0 0 - 0 0 - - - 0 - 132 36 0 0 152 - 3:30 PM 3:45 PM 0 0 - 0 0 - - - 0 - 134 33 0 1 262 - 3:45 PM 4:00 PM 0 0 - 0 0 - - - 0 - 115 10 0 0 215 - 4:00 PM 4:15 PM 0 0 - 3 0 - - - 0 - 131 2 0 0 170 - 4:15 PM 4:30 PM 0 0 - 3 0 - - - 0 - 123 0 0 0 239 - 0 0 6 0 0 0 0 503 45 1 886 0 0.00 0.00 0.50 0.00 0.00 0.00 0.00 0.94 0.34 0.25 0.85 0.00 Intersection Peak Hour:Intersection PHF: 0.84 1 0 0 0 0 0 0 488 86 1 768 0 0.25 0.00 0.00 0.00 0.00 0.00 0.00 0.91 0.60 0.25 0.73 0.00 Study Peak Hour:Study Area PHF: 0.78 Driveway 3 at Sandy Lake Road Coppell, Texas Camera Wednesday, September 17, 2014 Mild/Normal Conditions 14091.1-03 Unsignalized CJ Hensch Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Driveway 3 Driveway 3 Sandy Lake Road Sandy Lake Road Intersection PHV: PHF: 7:15 AM - 8:15 AM Study Area PHV: PHF: 7:15 AM - 8:15 AM Intersection PHV: PHF: 3:30 PM - 4:30 PM Study Area PHV: PHF: 3:00 PM - 4:00 PM File: C2X3HRS - 4L&12Mv_Peds.XLS Observations: Page 4 of 5 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State: Data Collector(s): Day/Date: Weather Conditions: Project-ID #: Traffic Control: Data Source: Description: Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 8 - 1 0 - - - 0 - 241 0 0 2 118 - 7:15 AM 7:30 AM 0 7 - 12 0 - - - 0 - 280 0 0 2 152 - 7:30 AM 7:45 AM 0 58 - 40 0 - - - 0 - 364 0 0 0 170 - 7:45 AM 8:00 AM 0 96 - 66 0 - - - 0 - 313 0 0 0 160 - 8:00 AM 8:15 AM 0 58 - 30 0 - - - 0 - 306 0 0 0 103 - 8:15 AM 8:30 AM 0 6 - 5 0 - - - 0 - 269 0 0 2 132 - 8:30 AM 8:45 AM 0 2 - 0 0 - - - 0 - 266 0 0 0 130 - 8:45 AM 9:00 AM 0 0 - 0 0 - - - 0 - 187 1 0 1 148 - 219 0 148 0 0 0 0 1,263 0 2 585 0 0.57 0.00 0.56 0.00 0.00 0.00 0.00 0.87 0.00 0.25 0.86 0.00 Intersection Peak Hour:Intersection PHF: 0.87 219 0 148 0 0 0 0 1,263 0 2 585 0 0.57 0.00 0.56 0.00 0.00 0.00 0.00 0.87 0.00 0.25 0.86 0.00 Study Peak Hour:Study Area PHF: 0.87 2:30 PM 2:45 PM 0 4 - 1 0 - - - 0 - 101 0 0 2 118 - 2:45 PM 3:00 PM 0 2 - 0 0 - - - 0 - 94 0 0 1 144 - 3:00 PM 3:15 PM 0 2 - 0 0 - - - 0 - 105 0 0 0 136 - 3:15 PM 3:30 PM 0 12 - 10 0 - - - 0 - 133 0 0 0 142 - 3:30 PM 3:45 PM 0 97 - 40 0 - - - 0 - 130 0 0 0 166 - 3:45 PM 4:00 PM 0 19 - 10 0 - - - 0 - 117 0 0 0 198 - 4:00 PM 4:15 PM 0 3 - 2 0 - - - 0 - 134 1 0 2 166 - 4:15 PM 4:30 PM 0 4 - 3 0 - - - 0 - 123 4 0 1 232 - 123 0 55 0 0 0 0 504 5 3 762 0 0.32 0.00 0.34 0.00 0.00 0.00 0.00 0.94 0.31 0.38 0.82 0.00 Intersection Peak Hour:Intersection PHF: 0.84 130 0 60 0 0 0 0 485 0 0 642 0 0.34 0.00 0.38 0.00 0.00 0.00 0.00 0.91 0.00 0.00 0.81 0.00 Study Peak Hour:Study Area PHF: 0.76 Driveway 4 at Sandy Lake Road Coppell, Texas Camera Wednesday, September 17, 2014 Mild/Normal Conditions 14091.1-04 Unsignalized CJ Hensch Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Driveway 4 Driveway 4 Sandy Lake Road Sandy Lake Road Intersection PHV: PHF: 7:15 AM - 8:15 AM Study Area PHV: PHF: 7:15 AM - 8:15 AM Intersection PHV: PHF: 3:30 PM - 4:30 PM Study Area PHV: PHF: 3:00 PM - 4:00 PM File: C2X3HRS - 4L&12Mv_Peds.XLS Observations: Page 5 of 5 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State: Data Collector(s): Day/Date: Weather Conditions: Project-ID #: Traffic Control: Data Source: Description: Begin End Peds L T R Peds L T R Peds L T R Peds L T R 7:00 AM 7:15 AM 0 0 104 0 0 0 213 0 0 0 0 0 0 0 0 0 7:15 AM 7:30 AM 0 0 139 0 0 0 228 0 0 0 0 0 0 0 0 0 7:30 AM 7:45 AM 0 0 211 0 0 0 252 0 0 0 0 0 0 0 0 8 7:45 AM 8:00 AM 0 0 221 0 0 0 338 0 0 0 0 0 0 0 0 5 8:00 AM 8:15 AM 0 0 130 0 0 1 326 0 0 0 0 0 0 0 0 1 8:15 AM 8:30 AM 0 0 129 1 0 0 256 0 0 0 0 0 0 0 0 0 8:30 AM 8:45 AM 0 0 131 1 0 0 231 0 0 0 0 0 0 0 0 1 8:45 AM 9:00 AM 0 0 148 0 0 0 209 0 0 0 0 0 0 0 0 0 0 691 1 1 1,172 0 0 0 0 0 0 14 0.00 0.78 0.25 0.25 0.87 0.00 0.00 0.00 0.00 0.00 0.00 0.44 Intersection Peak Hour:Intersection PHF: 0.83 0 701 0 1 1,144 0 0 0 0 0 0 14 0.00 0.79 0.00 0.25 0.85 0.00 0.00 0.00 0.00 0.00 0.00 0.44 Study Peak Hour:Study Area PHF: 0.82 2:30 PM 2:45 PM 0 0 123 0 0 0 87 0 0 0 0 0 0 0 0 0 2:45 PM 3:00 PM 0 0 113 0 0 0 105 0 0 0 0 0 0 0 0 0 3:00 PM 3:15 PM 0 0 137 0 0 1 112 0 0 0 0 0 0 2 0 1 3:15 PM 3:30 PM 0 0 137 0 0 4 118 0 0 0 0 0 0 2 0 4 3:30 PM 3:45 PM 0 0 140 0 0 1 130 0 0 0 0 0 0 4 0 1 3:45 PM 4:00 PM 0 0 153 0 0 0 121 0 0 0 0 0 0 0 0 0 4:00 PM 4:15 PM 0 0 179 1 0 0 126 0 0 0 0 0 0 1 0 0 4:15 PM 4:30 PM 0 0 216 0 0 0 155 0 0 0 0 0 0 0 0 0 0 688 1 1 532 0 0 0 0 5 0 1 0.00 0.80 0.25 0.25 0.86 0.00 0.00 0.00 0.00 0.31 0.00 0.25 Intersection Peak Hour:Intersection PHF: 0.83 0 567 0 6 481 0 0 0 0 8 0 6 0.00 0.93 0.00 0.38 0.93 0.00 0.00 0.00 0.00 0.50 0.00 0.38 Study Peak Hour:Study Area PHF: 0.97 MacArthur Blvd at Driveway 6 Coppell, Texas Camera Wednesday, September 17, 2014 Mild/Normal Conditions 14091.1-05 Unsignalized CJ Hensch Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count MacArthur Blvd MacArthur Blvd Driveway 6 Driveway 6 Intersection PHV: PHF: 7:30 AM - 8:30 AM Study Area PHV: PHF: 7:15 AM - 8:15 AM Intersection PHV: PHF: 3:30 PM - 4:30 PM Study Area PHV: PHF: 3:00 PM - 4:00 PM File: C2X3HRS - 4L&12Mv_Peds.XLS Observations: DeShazo Group, Inc. Universal Academy -Coppell Traffic Impact Analysis Appendix Appendix B. Trip Generation Summaries DeShazo Group, Inc AM P e a k H o u r P M P e a k H o u r Co d e L a n d U s e T o t a l I n O u t T o t a l I n O u t 53 6 C h a r t e r S c h o o l ( K - 8 ) - G e n e r a t o r - E x i s t i n g S c h o o l 1, 0 3 6 St u d e n t s -- 8 1 1 4 2 9 3 8 2 3 8 4 1 7 5 2 0 9 53 6 C h a r t e r S c h o o l ( K - 1 2 ) - G e n e r a t o r - P r o p o s e d 1, 5 0 0 St u d e n t s -- 1 , 1 7 6 6 2 2 5 5 4 5 5 7 2 5 4 3 0 3 P r o j e c t e d N e t I n c r e a s e T o t a l s : -- 36 5 1 9 3 1 7 2 1 7 3 7 9 9 4 Fa c t o r 1 . 4 5 Un i v e r s a l A c a d e m y - T r i p G e n e r a t i o n We e k d a y Tr i p s Qu a n t i t y DeShazo Group, Inc. Universal Academy -Coppell Traffic Impact Analysis Appendix Appendix C. Trip Distribution and Traffic Assignment Supplement DeShazo Group, Inc. Universal Academy -Coppell Traffic Impact Analysis Appendix Appendix D. Detailed Intersection Capacity Analysis Results 1: N MacArthur Blvd & E Sandy Lake Rd E x i s t i n g Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsVolume (vph) 64 791 1 8 4 1 7 7 5 1 4 1 0 8 1 3 3 3 3 1 9 9 3 8 3 9 4 3 2 8 Peak Hour Factor 0.59 0.83 0. 7 7 0 . 7 3 0 . 8 4 0 . 6 0 0 . 7 2 0 . 9 2 0 . 7 3 0 . 8 9 0 . 8 8 0 . 8 8 Adj. Flow (vph) 108 953 2 3 9 2 4 2 6 1 2 1 8 0 1 8 5 3 6 0 1 3 6 4 3 0 1 0 7 2 3 2 Shared Lane Traffic (%)Lane Group Flow (vph) 108 953 2 3 9 2 4 2 6 1 2 1 8 0 1 8 5 4 9 6 0 4 3 0 1 1 0 4 0 Turn Type pm+pt NA Per m p m + p t N A P e r m p m + p t N A p m + p t N A Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase74 4 3 8 8 5 2 1 6 Switch PhaseMinimum Initial (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Minimum Split (s) 8.0 27.0 2 7 . 0 8 . 0 3 0 . 0 3 0 . 0 8 . 0 2 1 . 0 8 . 0 3 9 . 0 Total Split (s) 11.0 41.0 41 . 0 1 7 . 0 4 7 . 0 4 7 . 0 1 3 . 0 2 9 . 0 2 8 . 0 4 4 . 0 Total Split (%) 9.6% 35.7% 35.7% 1 4 . 8 % 4 0 . 9 % 4 0 . 9 % 1 1 . 3 % 2 5 . 2 % 2 4 . 3 % 3 8 . 3 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 0.5 0.5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Lead/Lag Lead Lag L a g L e a d L a g L a g L e a d L a g L e a d L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Y e s Y e s Y e s Y e s Recall Mode None None No n e N o n e N o n e N o n e N o n e C - M a x N o n e C - M a x Act Effct Green (s) 42.5 35.6 35 . 6 5 2 . 6 4 1 . 7 4 1 . 7 3 6 . 8 2 7 . 2 5 4 . 4 4 0 . 8 Actuated g/C Ratio 0.37 0.31 0. 3 1 0 . 4 6 0 . 3 6 0 . 3 6 0 . 3 2 0 . 2 4 0 . 4 7 0 . 3 5 v/c Ratio 0.35 0.87 0. 4 0 0 . 9 1 0 . 4 8 0 . 2 8 0 . 8 7 0 . 5 9 0 . 8 9 0 . 8 8 Control Delay 21.4 47.1 12 . 4 6 5 . 9 2 9 . 5 9 . 9 6 5 . 3 3 9 . 5 4 5 . 6 4 4 . 6 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 21.4 47.1 12 . 4 6 5 . 9 2 9 . 5 9 . 9 6 5 . 3 3 9 . 5 4 5 . 6 4 4 . 6 L O S C D B E C A E D D D Approach Delay 38. 6 3 4 . 6 4 6 . 5 4 4 . 9 Approach LOS D C D D Queue Length 50th (ft) 44 343 4 1 1 2 5 1 7 8 2 7 8 9 1 6 1 2 2 1 4 0 4 Queue Length 95th (ft) 49 381 7 3 # 1 7 4 2 1 2 2 8 # 1 4 2 2 2 0 # 3 8 9 # 4 9 0 Internal Link Dist (ft) 45 1 3 9 4 4 5 8 3 0 1 Turn Bay Length (ft) 180 1 1 5 8 5 7 5 2 3 0 1 6 0 Base Capacity (vph) 310 1138 6 1 8 2 6 5 1 3 2 3 6 6 8 2 1 3 8 3 6 4 9 2 1 2 5 2 Starvation Cap Reductn00 0 0 0 0 0 0 0 0 Spillback Cap Reductn00 0 0 0 0 0 0 0 0 Storage Cap Reductn00 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.35 0.84 0. 3 9 0 . 9 1 0 . 4 6 0 . 2 7 0 . 8 7 0 . 5 9 0 . 8 7 0 . 8 8 Intersection SummaryCycle Length: 115Actuated Cycle Length: 115Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Sta r t o f G r e e n Natural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.91Intersection Signal Delay: 41.0 I n t e r s e c t i o n L O S : D 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 7 9 . 3 % I C U L e v e l o f S e r v i c e D A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d 2: N MacArthur Blvd & Mapleleaf Ln/Site D r i v e w a y 1 E x i s t i n g Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 IntersectionInt Delay, s/veh 15.9 Movement EBL EB T E B R W B L W B T W B R N B L N B T N B R Vol, veh/h 21 2 2 5 0 0 0 9 5 4 0 1 7 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop S t o p S t o p S t o p S t o p F r e e F r e e F r e e RT Channelized - - N o n e - - N o n e - - N o n e Storage Length - - - - - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 58 5 0 5 7 5 0 5 0 5 0 7 5 8 5 5 0 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 36 4 4 4 0 0 0 1 2 6 3 5 3 4 8 Major/Minor Minor 2 M i n o r 1 M a j o r 1 Conflicting Flow All 1983 26 4 8 6 6 0 1 8 1 6 2 4 8 2 4 9 2 1 3 2 0 0 0 Stage 1 1641 16 4 1 - 8 3 3 8 3 3 - - - - Stage 2 342 10 0 7 - 9 8 3 1 6 4 9 - - - - Critical Hdwy 7.54 6.5 4 6 . 9 4 7 . 5 4 6 . 5 4 6 . 9 4 4 . 1 4 - - Critical Hdwy Stg 1 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Critical Hdwy Stg 2 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Follow-up Hdwy 3.52 4.0 2 3 . 3 2 3 . 5 2 4 . 0 2 3 . 3 2 2 . 2 2 - - Pot Cap-1 Maneuver ~ 36 2 3 4 0 6 4 9 2 9 5 2 2 5 1 9 - - Stage 1 104 1 5 6 - 3 2 9 3 8 2 - - - - Stage 2 646 3 1 7 - 2 6 7 1 5 5 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver ~ 29 1 7 4 0 6 2 9 2 2 5 2 2 5 1 9 - - Mov Cap-2 Maneuver ~ 29 1 7 - 2 9 2 2 - - - - Stage 1 102 1 1 9 - 3 2 1 3 7 3 - - - - Stage 2 631 3 1 0 - 1 7 6 1 1 8 - - - - Approach E B W B N B HCM Control Delay, s $ 461. 5 0 0 . 1 HCM LOS F A Minor Lane/Major Mvmt NBL NB T N B R E B L n 1 W B L n 1 S B L S B T S B R Capacity (veh/h) 519 - - 5 3 - 6 9 8 - - HCM Lane V/C Ratio 0.023 - - 1 . 5 8 6 - 0 . 2 3 6 - - HCM Control Delay (s) 12.1 - - $ 4 6 1 . 5 0 1 1 . 7 - - HCM Lane LOS B - - F A B - - HCM 95th %tile Q(veh) 0.1 - - 7 . 9 - 0 . 9 - - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 2 : N M a c A r t h u r B l v d & M a p l e l e a f L n / S i t e D r i v e w a y 1 E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h M o v e m e n t S B L S B T S B R V o l , v e h / h 1 2 2 1 1 2 1 9 C o n f l i c t i n g P e d s , # / h r 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e R T C h a n n e l i z e d - - N o n e S t o r a g e L e n g t h 7 5 - - V e h i n M e d i a n S t o r a g e , # - 0 - G r a d e , % - 0 - P e a k H o u r F a c t o r 7 4 8 6 5 6 H e a v y V e h i c l e s , % 2 2 2 M v m t F l o w 1 6 5 1 3 0 3 1 6 M a j o r / M i n o r M a j o r 2 C o n f l i c t i n g F l o w A l l 9 8 3 0 0 S t a g e 1 - - - S t a g e 2 - - - C r i t i c a l H d w y 4 . 1 4 - - C r i t i c a l H d w y S t g 1 - - - C r i t i c a l H d w y S t g 2 - - - F o l l o w - u p H d w y 2 . 2 2 - - P o t C a p - 1 M a n e u v e r 6 9 8 - - S t a g e 1 - - - S t a g e 2 - - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r 6 9 8 - - M o v C a p - 2 M a n e u v e r - - - S t a g e 1 - - - S t a g e 2 - - - A p p r o a c h S B H C M C o n t r o l D e l a y , s 1 . 3 H C M L O S M i n o r L a n e / M a j o r M v m t 3: Site Driveway 2 & E Sandy Lake Rd E x i s t i n g Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 3 IntersectionInt Delay, s/veh 0.2 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 126 0 1 1 0 5 7 9 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 6 0 5 0 7 8 9 2 5 0 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 146 5 1 8 3 1 0 1 0 1 3 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 1 6 4 8 0 2 0 8 3 8 2 4 Stage 1 - - - - 1 5 5 7 - Stage 2 - - - - 5 2 6 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 3 8 8 - 4 6 3 1 6 Stage 1 - - - - 1 5 9 - Stage 2 - - - - 5 5 7 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 3 8 8 - 4 3 3 1 6 Mov Cap-2 Maneuver - - - - 4 3 - Stage 1 - - - - 1 5 9 - Stage 2 - - - - 5 2 4 - Approach E B W B N B HCM Control Delay, s 0 0 . 5 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 3 8 8 - HCM Lane V/C Ratio - - - 0 . 0 2 6 - HCM Control Delay (s) 0 - - 1 4 . 5 0 . 4 HCM Lane LOS A - - B A HCM 95th %tile Q(veh) - - - 0 . 1 - 4 : S i t e D r i v e w a y 3 & E S a n d y L a k e R d E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 4 I n t e r s e c t i o n I n t D e l a y , s / v e h 2 9 8 . 4 M o v e m e n t E B T E B R W B L W B T N B L N B R V o l , v e h / h 1 2 6 3 0 2 5 8 5 2 1 9 1 4 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e F r e e S t o p S t o p R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - - 8 5 - 0 0 V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 7 2 5 5 0 8 6 5 7 5 6 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 1 4 5 2 0 4 6 8 0 3 8 4 2 6 4 M a j o r / M i n o r M a j o r 1 M a j o r 2 M i n o r 1 C o n f l i c t i n g F l o w A l l 0 0 1 4 5 2 0 1 8 0 0 7 2 6 S t a g e 1 - - - - 1 4 5 2 - S t a g e 2 - - - - 3 4 8 - C r i t i c a l H d w y - - 4 . 1 4 - 6 . 8 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 8 4 - C r i t i c a l H d w y S t g 2 - - - - 5 . 8 4 - F o l l o w - u p H d w y - - 2 . 2 2 - 3 . 5 2 3 . 3 2 P o t C a p - 1 M a n e u v e r - - 4 6 2 - ~ 7 1 3 6 7 S t a g e 1 - - - - ~ 1 8 2 - S t a g e 2 - - - - 6 8 6 - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r - - 4 6 2 - ~ 7 0 3 6 7 M o v C a p - 2 M a n e u v e r - - - - ~ 7 0 - S t a g e 1 - - - - ~ 1 8 2 - S t a g e 2 - - - - 6 8 0 - A p p r o a c h E B W B N B H C M C o n t r o l D e l a y , s 0 0 . 1 $ 1 2 8 1 . 2 H C M L O S F M i n o r L a n e / M a j o r M v m t N B L n 1 N B L n 2 E B T E B R W B L W B T C a p a c i t y ( v e h / h ) 7 0 3 6 7 - - 4 6 2 - H C M L a n e V / C R a t i o 5 . 4 8 9 0 . 7 2 - - 0 . 0 0 9 - H C M C o n t r o l D e l a y ( s ) $ 2 1 3 7 . 4 3 6 . 4 - - 1 2 . 9 - H C M L a n e L O S F E - - B - H C M 9 5 t h % t i l e Q ( v e h ) 4 2 . 7 5 . 4 - - 0 - N o t e s ~ : V o l u m e e x c e e d s c a p a c i t y $ : D e l a y e x c e e d s 3 0 0 s + : C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 5: Site Driveway 4 & E Sandy Lake Rd E x i s t i n g Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 5 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 141 1 1 4 0 5 8 7 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 2 5 9 2 9 2 9 2 2 5 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 164 1 5 6 0 6 3 8 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 1 6 9 7 0 1 9 8 8 8 4 8 Stage 1 - - - - 1 6 6 9 - Stage 2 - - - - 3 1 9 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 3 7 2 - 5 3 3 0 5 Stage 1 - - - - 1 3 8 - Stage 2 - - - - 7 1 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 3 7 2 - 5 3 3 0 5 Mov Cap-2 Maneuver - - - - 5 3 - Stage 1 - - - - 1 3 8 - Stage 2 - - - - 7 1 0 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 3 7 2 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 6 : N M a c A r t h u r B l v d & B u s D r i v e w a y E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 6 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 1 M o v e m e n t W B L W B R N B T N B R S B L S B T V o l , v e h / h 0 1 4 7 0 1 0 0 1 1 4 4 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 5 0 7 9 9 2 9 2 8 5 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 2 8 8 8 7 0 0 1 3 4 6 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 1 5 6 0 4 4 4 0 0 8 8 7 0 S t a g e 1 8 8 7 - - - - - S t a g e 2 6 7 3 - - - - - C r i t i c a l H d w y 6 . 8 4 6 . 9 4 - - 4 . 1 4 - C r i t i c a l H d w y S t g 1 5 . 8 4 - - - - - C r i t i c a l H d w y S t g 2 5 . 8 4 - - - - - F o l l o w - u p H d w y 3 . 5 2 3 . 3 2 - - 2 . 2 2 - P o t C a p - 1 M a n e u v e r 1 0 3 5 6 1 - - 7 5 9 - S t a g e 1 3 6 3 - - - - - S t a g e 2 4 6 8 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 1 0 3 5 6 1 - - 7 5 9 - M o v C a p - 2 M a n e u v e r 1 0 3 - - - - - S t a g e 1 3 6 3 - - - - - S t a g e 2 4 6 8 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 1 . 8 0 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 S B L S B T C a p a c i t y ( v e h / h ) - - 5 6 1 7 5 9 - H C M L a n e V / C R a t i o - - 0 . 0 5 - - H C M C o n t r o l D e l a y ( s ) - - 1 1 . 8 0 - H C M L a n e L O S - - B A - H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 2 0 - 1: N MacArthur Blvd & E Sandy Lake Rd E x i s t i n g Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsVolume (vph) 56 341 1 3 1 1 6 4 4 1 2 1 7 4 1 5 5 3 4 1 7 2 1 1 3 2 8 1 4 8 Peak Hour Factor 0.64 0.94 0. 8 9 0 . 5 9 0 . 8 5 0 . 6 1 0 . 7 0 0 . 9 3 0 . 6 2 0 . 8 1 0 . 9 2 0 . 5 7 Adj. Flow (vph) 88 363 1 4 7 2 7 8 4 8 5 2 8 5 2 2 1 3 6 7 1 1 6 1 4 0 3 0 5 8 4 Shared Lane Traffic (%)Lane Group Flow (vph) 88 363 1 4 7 2 7 8 4 8 5 2 8 5 2 2 1 4 8 3 0 1 4 0 3 8 9 0 Turn Type pm+pt NA Per m p m + p t N A P e r m p m + p t N A p m + p t N A Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase74 4 3 8 8 5 2 1 6 Switch PhaseMinimum Initial (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Minimum Split (s) 8.0 27.0 2 7 . 0 8 . 0 3 0 . 0 3 0 . 0 8 . 0 2 1 . 0 8 . 0 3 9 . 0 Total Split (s) 13.0 25.0 25 . 0 1 5 . 0 2 7 . 0 2 7 . 0 1 3 . 0 2 0 . 0 1 5 . 0 2 2 . 0 Total Split (%) 17.3% 33.3% 33.3% 2 0 . 0 % 3 6 . 0 % 3 6 . 0 % 1 7 . 3 % 2 6 . 7 % 2 0 . 0 % 2 9 . 3 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 0.5 0.5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Lead/Lag Lead Lag L a g L e a d L a g L a g L e a d L a g L e a d L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Y e s Y e s Y e s Y e s Recall Mode None None No n e N o n e N o n e N o n e N o n e C - M a x N o n e C - M a x Act Effct Green (s) 22.3 14.6 14 . 6 2 8 . 4 1 9 . 6 1 9 . 6 3 5 . 3 2 6 . 9 3 2 . 6 2 3 . 9 Actuated g/C Ratio 0.30 0.19 0. 1 9 0 . 3 8 0 . 2 6 0 . 2 6 0 . 4 7 0 . 3 6 0 . 4 3 0 . 3 2 v/c Ratio 0.26 0.53 0. 3 5 0 . 6 9 0 . 5 2 0 . 4 6 0 . 4 5 0 . 3 8 0 . 3 0 0 . 3 5 Control Delay 15.3 29.2 6 . 7 2 5 . 4 2 6 . 1 5 . 5 1 5 . 6 1 9 . 6 1 3 . 7 1 9 . 9 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 15.3 29.2 6 . 7 2 5 . 4 2 6 . 1 5 . 5 1 5 . 6 1 9 . 6 1 3 . 7 1 9 . 9 L O S B C A C C A B B B B Approach Delay 21. 6 2 0 . 3 1 8 . 3 1 8 . 2 Approach LOS C C B B Queue Length 50th (ft) 26 8 1 0 9 1 1 0 6 0 5 5 7 8 3 3 6 4 Queue Length 95th (ft) 31 108 3 9 7 6 1 2 8 2 8 4 1 4 4 6 7 1 1 2 Internal Link Dist (ft) 45 1 3 9 4 4 5 8 3 0 1 Turn Bay Length (ft) 180 1 1 5 8 5 7 5 2 3 0 1 6 0 Base Capacity (vph) 374 990 5 4 9 4 0 6 1 0 8 6 6 8 3 5 0 1 1 2 5 8 5 2 1 1 1 2 1 Starvation Cap Reductn00 0 0 0 0 0 0 0 0 Spillback Cap Reductn00 0 0 0 0 0 0 0 0 Storage Cap Reductn00 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.37 0. 2 7 0 . 6 8 0 . 4 5 0 . 4 2 0 . 4 4 0 . 3 8 0 . 2 7 0 . 3 5 Intersection SummaryCycle Length: 75Actuated Cycle Length: 75Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Sta r t o f G r e e n Natural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.69Intersection Signal Delay: 19.7 I n t e r s e c t i o n L O S : B 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 4 9 . 8 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d 2: N MacArthur Blvd & Mapleleaf Ln/Site D r i v e w a y 1 E x i s t i n g Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 IntersectionInt Delay, s/veh 1.7 Movement EBL EB T E B R W B L W B T W B R N B L N B T N B R Vol, veh/h 25 0 8 0 0 0 2 5 5 4 0 3 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop S t o p S t o p S t o p S t o p F r e e F r e e F r e e RT Channelized - - N o n e - - N o n e - - N o n e Storage Length - - - - - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 63 5 0 5 0 5 0 5 0 5 0 5 0 8 7 5 4 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 40 0 1 6 0 0 0 5 0 6 2 1 6 9 Major/Minor Minor 2 M i n o r 1 M a j o r 1 Conflicting Flow All 1058 14 3 7 2 8 5 1 1 1 8 1 4 2 1 3 4 5 5 7 0 0 0 Stage 1 648 6 4 8 - 7 5 5 7 5 5 - - - - Stage 2 410 7 8 9 - 3 6 3 6 6 6 - - - - Critical Hdwy 7.54 6.5 4 6 . 9 4 7 . 5 4 6 . 5 4 6 . 9 4 4 . 1 4 - - Critical Hdwy Stg 1 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Critical Hdwy Stg 2 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Follow-up Hdwy 3.52 4.0 2 3 . 3 2 3 . 5 2 4 . 0 2 3 . 3 2 2 . 2 2 - - Pot Cap-1 Maneuver 179 1 3 2 7 1 2 1 6 2 1 3 5 6 5 1 9 9 9 - - Stage 1 425 4 6 4 - 3 6 7 4 1 5 - - - - Stage 2 589 4 0 0 - 6 2 8 4 5 6 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 165 1 1 9 7 1 2 1 4 6 1 2 1 6 5 1 9 9 9 - - Mov Cap-2 Maneuver 165 1 1 9 - 1 4 6 1 2 1 - - - - Stage 1 404 4 3 9 - 3 4 9 3 9 4 - - - - Stage 2 560 3 8 0 - 5 8 1 4 3 2 - - - - Approach E B W B N B HCM Control Delay, s 27. 9 0 0 . 6 HCM LOS D A Minor Lane/Major Mvmt NBL NB T N B R E B L n 1 W B L n 1 S B L S B T S B R Capacity (veh/h) 999 - - 2 1 2 - 9 0 1 - - HCM Lane V/C Ratio 0.05 - - 0 . 2 6 3 - 0 . 0 5 3 - - HCM Control Delay (s) 8.8 - - 2 7 . 9 0 9 . 2 - - HCM Lane LOS A - - D A A - - HCM 95th %tile Q(veh) 0.2 - - 1 - 0 . 2 - - 2 : N M a c A r t h u r B l v d & M a p l e l e a f L n / S i t e D r i v e w a y 1 E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h M o v e m e n t S B L S B T S B R V o l , v e h / h 3 7 4 9 1 2 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e R T C h a n n e l i z e d - - N o n e S t o r a g e L e n g t h 7 5 - - V e h i n M e d i a n S t o r a g e , # - 0 - G r a d e , % - 0 - P e a k H o u r F a c t o r 7 7 9 2 7 8 H e a v y V e h i c l e s , % 2 2 2 M v m t F l o w 4 8 5 3 4 3 6 M a j o r / M i n o r M a j o r 2 C o n f l i c t i n g F l o w A l l 6 8 9 0 0 S t a g e 1 - - - S t a g e 2 - - - C r i t i c a l H d w y 4 . 1 4 - - C r i t i c a l H d w y S t g 1 - - - C r i t i c a l H d w y S t g 2 - - - F o l l o w - u p H d w y 2 . 2 2 - - P o t C a p - 1 M a n e u v e r 9 0 1 - - S t a g e 1 - - - S t a g e 2 - - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r 9 0 1 - - M o v C a p - 2 M a n e u v e r - - - S t a g e 1 - - - S t a g e 2 - - - A p p r o a c h S B H C M C o n t r o l D e l a y , s 0 . 7 H C M L O S M i n o r L a n e / M a j o r M v m t 3: Site Driveway 2 & E Sandy Lake Rd E x i s t i n g Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 3 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 48 8 8 6 1 7 6 8 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 9 1 8 6 5 0 7 3 9 2 4 7 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 53 6 1 0 0 2 1 0 5 2 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 6 3 6 0 1 1 1 6 3 1 8 Stage 1 - - - - 5 8 6 - Stage 2 - - - - 5 3 0 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 9 4 3 - 2 0 2 6 7 8 Stage 1 - - - - 5 1 9 - Stage 2 - - - - 5 5 5 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 9 4 3 - 2 0 1 6 7 8 Mov Cap-2 Maneuver - - - - 2 0 1 - Stage 1 - - - - 5 1 9 - Stage 2 - - - - 5 5 2 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 9 4 3 - HCM Lane V/C Ratio - - - 0 . 0 0 2 - HCM Control Delay (s) 0 - - 8 . 8 0 HCM Lane LOS A - - A A HCM 95th %tile Q(veh) - - - 0 - 4 : S i t e D r i v e w a y 3 & E S a n d y L a k e R d E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 4 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 4 . 6 M o v e m e n t E B T E B R W B L W B T N B L N B R V o l , v e h / h 4 8 5 0 0 6 4 2 1 3 0 6 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e F r e e S t o p S t o p R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - - 8 5 - 0 0 V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 1 5 0 5 0 8 1 5 0 5 0 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 3 3 0 0 7 9 3 2 6 0 1 2 0 M a j o r / M i n o r M a j o r 1 M a j o r 2 M i n o r 1 C o n f l i c t i n g F l o w A l l 0 0 5 3 3 0 9 2 9 2 6 6 S t a g e 1 - - - - 5 3 3 - S t a g e 2 - - - - 3 9 6 - C r i t i c a l H d w y - - 4 . 1 4 - 6 . 8 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 8 4 - C r i t i c a l H d w y S t g 2 - - - - 5 . 8 4 - F o l l o w - u p H d w y - - 2 . 2 2 - 3 . 5 2 3 . 3 2 P o t C a p - 1 M a n e u v e r - - 1 0 3 1 - 2 6 6 7 3 2 S t a g e 1 - - - - 5 5 3 - S t a g e 2 - - - - 6 4 9 - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r - - 1 0 3 1 - 2 6 6 7 3 2 M o v C a p - 2 M a n e u v e r - - - - 2 6 6 - S t a g e 1 - - - - 5 5 3 - S t a g e 2 - - - - 6 4 9 - A p p r o a c h E B W B N B H C M C o n t r o l D e l a y , s 0 0 6 5 . 6 H C M L O S F M i n o r L a n e / M a j o r M v m t N B L n 1 N B L n 2 E B T E B R W B L W B T C a p a c i t y ( v e h / h ) 2 6 6 7 3 2 - - 1 0 3 1 - H C M L a n e V / C R a t i o 0 . 9 7 7 0 . 1 6 4 - - - - H C M C o n t r o l D e l a y ( s ) 9 0 . 8 1 0 . 9 - - 0 - H C M L a n e L O S F B - - A - H C M 9 5 t h % t i l e Q ( v e h ) 9 . 5 0 . 6 - - 0 - 5: Site Driveway 4 & E Sandy Lake Rd E x i s t i n g Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 5 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 54 5 1 4 0 6 4 2 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 2 5 9 2 9 2 9 2 2 5 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 63 4 5 6 0 6 9 8 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 6 9 0 0 1 0 1 1 3 4 5 Stage 1 - - - - 6 6 2 - Stage 2 - - - - 3 4 9 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 9 0 0 - 2 3 6 6 5 1 Stage 1 - - - - 4 7 5 - Stage 2 - - - - 6 8 5 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 9 0 0 - 2 3 6 6 5 1 Mov Cap-2 Maneuver - - - - 2 3 6 - Stage 1 - - - - 4 7 5 - Stage 2 - - - - 6 8 5 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 9 0 0 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 6 : N M a c A r t h u r B l v d & B u s D r i v e w a y E x i s t i n g U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 6 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 2 M o v e m e n t W B L W B R N B T N B R S B L S B T V o l , v e h / h 0 1 4 5 6 7 0 0 4 8 1 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 5 8 9 3 9 2 9 2 9 3 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 2 4 6 1 0 0 0 5 1 7 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 8 6 9 3 0 5 0 0 6 1 0 0 S t a g e 1 6 1 0 - - - - - S t a g e 2 2 5 9 - - - - - C r i t i c a l H d w y 6 . 8 4 6 . 9 4 - - 4 . 1 4 - C r i t i c a l H d w y S t g 1 5 . 8 4 - - - - - C r i t i c a l H d w y S t g 2 5 . 8 4 - - - - - F o l l o w - u p H d w y 3 . 5 2 3 . 3 2 - - 2 . 2 2 - P o t C a p - 1 M a n e u v e r 2 9 1 6 9 1 - - 9 6 5 - S t a g e 1 5 0 5 - - - - - S t a g e 2 7 6 1 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 2 9 1 6 9 1 - - 9 6 5 - M o v C a p - 2 M a n e u v e r 2 9 1 - - - - - S t a g e 1 5 0 5 - - - - - S t a g e 2 7 6 1 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 0 . 4 0 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 S B L S B T C a p a c i t y ( v e h / h ) - - 6 9 1 9 6 5 - H C M L a n e V / C R a t i o - - 0 . 0 3 5 - - H C M C o n t r o l D e l a y ( s ) - - 1 0 . 4 0 - H C M L a n e L O S - - B A - H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 1 0 - 1: N MacArthur Blvd & E Sandy Lake Rd B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsVolume (vph) 67 823 1 9 1 1 8 4 5 3 5 1 1 2 1 3 8 3 4 4 1 0 3 3 9 8 9 8 1 2 9 Peak Hour Factor 0.59 0.83 0. 7 7 0 . 7 3 0 . 8 4 0 . 6 0 0 . 7 2 0 . 9 2 0 . 7 3 0 . 8 9 0 . 8 8 0 . 8 8 Adj. Flow (vph) 114 992 2 4 8 2 5 2 6 3 7 1 8 7 1 9 2 3 7 4 1 4 1 4 4 7 1 1 1 5 3 3 Shared Lane Traffic (%)Lane Group Flow (vph) 114 992 2 4 8 2 5 2 6 3 7 1 8 7 1 9 2 5 1 5 0 4 4 7 1 1 4 8 0 Turn Type pm+pt NA Per m p m + p t N A P e r m p m + p t N A p m + p t N A Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase74 4 3 8 8 5 2 1 6 Switch PhaseMinimum Initial (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Minimum Split (s) 8.0 27.0 2 7 . 0 8 . 0 3 0 . 0 3 0 . 0 8 . 0 2 1 . 0 8 . 0 3 9 . 0 Total Split (s) 11.0 38.0 38 . 0 1 7 . 0 4 4 . 0 4 4 . 0 1 4 . 0 2 9 . 0 3 1 . 0 4 6 . 0 Total Split (%) 9.6% 33.0% 33.0% 1 4 . 8 % 3 8 . 3 % 3 8 . 3 % 1 2 . 2 % 2 5 . 2 % 2 7 . 0 % 4 0 . 0 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 0.5 0.5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Lead/Lag Lead Lag L a g L e a d L a g L a g L e a d L a g L e a d L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Y e s Y e s Y e s Y e s Recall Mode None None No n e N o n e N o n e N o n e N o n e C - M a x N o n e C - M a x Act Effct Green (s) 41.0 34.0 34 . 0 5 1 . 0 4 0 . 0 4 0 . 0 3 7 . 1 2 7 . 1 5 6 . 0 4 2 . 0 Actuated g/C Ratio 0.36 0.30 0. 3 0 0 . 4 4 0 . 3 5 0 . 3 5 0 . 3 2 0 . 2 4 0 . 4 9 0 . 3 7 v/c Ratio 0.40 0.95 0. 4 3 0 . 9 5 0 . 5 2 0 . 3 0 0 . 8 8 0 . 6 2 0 . 9 0 0 . 8 9 Control Delay 24.3 58.0 14 . 1 7 4 . 7 3 1 . 6 1 1 . 3 6 6 . 4 4 0 . 2 4 5 . 3 4 4 . 3 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 24.3 58.0 14 . 1 7 4 . 7 3 1 . 6 1 1 . 3 6 6 . 4 4 0 . 2 4 5 . 3 4 4 . 3 LOS C E B E C B E D D D Approach Delay 47. 1 3 8 . 2 4 7 . 4 4 4 . 6 Approach LOS D D D D Queue Length 50th (ft) 49 377 4 8 1 3 6 1 9 5 3 2 9 3 1 6 9 2 2 5 4 1 6 Queue Length 95th (ft) 54 #427 8 3 # 1 9 4 2 3 2 3 3 # 1 4 0 2 3 0 # 3 9 2 4 9 4 Internal Link Dist (ft) 45 1 3 9 4 4 5 8 3 0 1 Turn Bay Length (ft) 180 1 1 5 8 5 7 5 2 3 0 1 6 0 Base Capacity (vph) 286 1046 5 8 1 2 6 4 1 2 3 1 6 3 1 2 1 8 8 3 2 5 2 3 1 2 8 9 Starvation Cap Reductn00 0 0 0 0 0 0 0 0 Spillback Cap Reductn00 0 0 0 0 0 0 0 0 Storage Cap Reductn00 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.40 0.95 0. 4 3 0 . 9 5 0 . 5 2 0 . 3 0 0 . 8 8 0 . 6 2 0 . 8 5 0 . 8 9 Intersection SummaryCycle Length: 115Actuated Cycle Length: 115Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Sta r t o f G r e e n Natural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.95Intersection Signal Delay: 44.3 I n t e r s e c t i o n L O S : D 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 2 . 0 % I C U L e v e l o f S e r v i c e D A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d 2: N MacArthur Blvd & Mapleleaf Ln/Site D r i v e w a y 1 B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 IntersectionInt Delay, s/veh 19.8 Movement EBL EB T E B R W B L W B T W B R N B L N B T N B R Vol, veh/h 22 2 2 6 0 0 0 9 5 6 2 1 7 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop S t o p S t o p S t o p S t o p F r e e F r e e F r e e RT Channelized - - N o n e - - N o n e - - N o n e Storage Length - - - - - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 58 5 0 5 7 5 0 5 0 5 0 7 5 8 5 5 0 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 38 4 4 6 0 0 0 1 2 6 6 1 3 4 8 Major/Minor Minor 2 M i n o r 1 M a j o r 1 Conflicting Flow All 2049 27 2 7 6 8 6 1 8 6 9 2 5 6 1 5 0 5 1 3 7 2 0 0 Stage 1 1694 16 9 4 - 8 5 9 8 5 9 - - - - Stage 2 355 10 3 3 - 1 0 1 0 1 7 0 2 - - - - Critical Hdwy 7.54 6.5 4 6 . 9 4 7 . 5 4 6 . 5 4 6 . 9 4 4 . 1 4 - - Critical Hdwy Stg 1 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Critical Hdwy Stg 2 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Follow-up Hdwy 3.52 4.0 2 3 . 3 2 3 . 5 2 4 . 0 2 3 . 3 2 2 . 2 2 - - Pot Cap-1 Maneuver ~ 32 2 0 3 9 0 4 4 2 6 5 1 2 4 9 6 - - Stage 1 96 1 4 7 - 3 1 7 3 7 1 - - - - Stage 2 635 3 0 8 - 2 5 7 1 4 6 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver ~ 26 1 5 3 9 0 2 5 1 9 5 1 2 4 9 6 - - Mov Cap-2 Maneuver ~ 26 1 5 - 2 5 1 9 - - - - Stage 1 94 1 1 1 - 3 0 9 3 6 2 - - - - Stage 2 620 3 0 1 - 1 6 6 1 1 1 - - - - Approach E B W B N B HCM Control Delay, s $ 575. 1 0 0 . 1 HCM LOS F A Minor Lane/Major Mvmt NBL NB T N B R E B L n 1 W B L n 1 S B L S B T S B R Capacity (veh/h) 496 - - 4 8 - 6 8 3 - - HCM Lane V/C Ratio 0.024 - - 1 . 8 2 4 - 0 . 2 4 1 - - HCM Control Delay (s) 12.4 - - $ 5 7 5 . 1 0 1 1 . 9 - - HCM Lane LOS B - - F A B - - HCM 95th %tile Q(veh) 0.1 - - 8 . 7 - 0 . 9 - - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 2 : N M a c A r t h u r B l v d & M a p l e l e a f L n / S i t e D r i v e w a y 1 B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h M o v e m e n t S B L S B T S B R V o l , v e h / h 1 2 2 1 1 6 6 9 C o n f l i c t i n g P e d s , # / h r 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e R T C h a n n e l i z e d - - N o n e S t o r a g e L e n g t h 7 5 - - V e h i n M e d i a n S t o r a g e , # - 0 - G r a d e , % - 0 - P e a k H o u r F a c t o r 7 4 8 6 5 6 H e a v y V e h i c l e s , % 2 2 2 M v m t F l o w 1 6 5 1 3 5 6 1 6 M a j o r / M i n o r M a j o r 2 C o n f l i c t i n g F l o w A l l 1 0 0 9 0 0 S t a g e 1 - - - S t a g e 2 - - - C r i t i c a l H d w y 4 . 1 4 - - C r i t i c a l H d w y S t g 1 - - - C r i t i c a l H d w y S t g 2 - - - F o l l o w - u p H d w y 2 . 2 2 - - P o t C a p - 1 M a n e u v e r 6 8 3 - - S t a g e 1 - - - S t a g e 2 - - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r 6 8 3 - - M o v C a p - 2 M a n e u v e r - - - S t a g e 1 - - - S t a g e 2 - - - A p p r o a c h S B H C M C o n t r o l D e l a y , s 1 . 3 H C M L O S M i n o r L a n e / M a j o r M v m t 3: Site Driveway 2 & E Sandy Lake Rd B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 3 IntersectionInt Delay, s/veh 0.2 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 131 1 1 1 0 5 8 2 2 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 6 0 5 0 7 8 9 2 5 0 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 152 4 1 8 3 1 0 1 0 5 4 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 1 7 0 8 0 2 1 6 3 8 5 4 Stage 1 - - - - 1 6 1 6 - Stage 2 - - - - 5 4 7 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 3 6 8 - 4 0 3 0 2 Stage 1 - - - - 1 4 8 - Stage 2 - - - - 5 4 4 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 3 6 8 - 3 7 3 0 2 Mov Cap-2 Maneuver - - - - 3 7 - Stage 1 - - - - 1 4 8 - Stage 2 - - - - 5 0 8 - Approach E B W B N B HCM Control Delay, s 0 0 . 6 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 3 6 8 - HCM Lane V/C Ratio - - - 0 . 0 2 7 - HCM Control Delay (s) 0 - - 1 5 . 1 0 . 5 HCM Lane LOS A - - C A HCM 95th %tile Q(veh) - - - 0 . 1 - 4 : S i t e D r i v e w a y 3 & E S a n d y L a k e R d B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 4 I n t e r s e c t i o n I n t D e l a y , s / v e h 3 2 8 M o v e m e n t E B T E B R W B L W B T N B L N B R V o l , v e h / h 1 3 1 4 0 2 6 0 9 2 1 9 1 4 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e F r e e S t o p S t o p R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - - 8 5 - 0 0 V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 7 2 5 5 0 8 6 5 7 5 6 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 1 5 1 0 0 4 7 0 8 3 8 4 2 6 4 M a j o r / M i n o r M a j o r 1 M a j o r 2 M i n o r 1 C o n f l i c t i n g F l o w A l l 0 0 1 5 1 0 0 1 8 7 2 7 5 5 S t a g e 1 - - - - 1 5 1 0 - S t a g e 2 - - - - 3 6 2 - C r i t i c a l H d w y - - 4 . 1 4 - 6 . 8 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 8 4 - C r i t i c a l H d w y S t g 2 - - - - 5 . 8 4 - F o l l o w - u p H d w y - - 2 . 2 2 - 3 . 5 2 3 . 3 2 P o t C a p - 1 M a n e u v e r - - 4 3 9 - ~ 6 4 3 5 1 S t a g e 1 - - - - ~ 1 6 9 - S t a g e 2 - - - - 6 7 5 - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r - - 4 3 9 - ~ 6 3 3 5 1 M o v C a p - 2 M a n e u v e r - - - - ~ 6 3 - S t a g e 1 - - - - ~ 1 6 9 - S t a g e 2 - - - - 6 6 9 - A p p r o a c h E B W B N B H C M C o n t r o l D e l a y , s 0 0 . 1 $ 1 4 5 2 . 1 H C M L O S F M i n o r L a n e / M a j o r M v m t N B L n 1 N B L n 2 E B T E B R W B L W B T C a p a c i t y ( v e h / h ) 6 3 3 5 1 - - 4 3 9 - H C M L a n e V / C R a t i o 6 . 0 9 9 0 . 7 5 3 - - 0 . 0 0 9 - H C M C o n t r o l D e l a y ( s ) $ 2 4 2 2 . 9 4 0 . 7 - - 1 3 . 3 - H C M L a n e L O S F E - - B - H C M 9 5 t h % t i l e Q ( v e h ) 4 3 . 5 5 . 9 - - 0 - N o t e s ~ : V o l u m e e x c e e d s c a p a c i t y $ : D e l a y e x c e e d s 3 0 0 s + : C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 5: Site Driveway 4 & E Sandy Lake Rd B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : A M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 5 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 146 8 1 4 0 6 1 1 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 2 5 9 2 9 2 9 2 2 5 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 170 7 5 6 0 6 6 4 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 1 7 6 3 0 2 0 6 7 8 8 1 Stage 1 - - - - 1 7 3 5 - Stage 2 - - - - 3 3 2 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 3 5 0 - 4 7 2 9 0 Stage 1 - - - - 1 2 7 - Stage 2 - - - - 6 9 9 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 3 5 0 - 4 7 2 9 0 Mov Cap-2 Maneuver - - - - 4 7 - Stage 1 - - - - 1 2 7 - Stage 2 - - - - 6 9 9 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 3 5 0 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 6 : N M a c A r t h u r B l v d & B u s D r i v e w a y B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 6 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 1 M o v e m e n t W B L W B R N B T N B R S B L S B T V o l , v e h / h 0 1 4 7 2 9 0 0 1 1 9 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 5 0 7 9 9 2 9 2 8 5 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 2 8 9 2 3 0 0 1 4 0 0 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 1 6 2 3 4 6 1 0 0 9 2 3 0 S t a g e 1 9 2 3 - - - - - S t a g e 2 7 0 0 - - - - - C r i t i c a l H d w y 6 . 8 4 6 . 9 4 - - 4 . 1 4 - C r i t i c a l H d w y S t g 1 5 . 8 4 - - - - - C r i t i c a l H d w y S t g 2 5 . 8 4 - - - - - F o l l o w - u p H d w y 3 . 5 2 3 . 3 2 - - 2 . 2 2 - P o t C a p - 1 M a n e u v e r 9 3 5 4 7 - - 7 3 6 - S t a g e 1 3 4 7 - - - - - S t a g e 2 4 5 4 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 9 3 5 4 7 - - 7 3 6 - M o v C a p - 2 M a n e u v e r 9 3 - - - - - S t a g e 1 3 4 7 - - - - - S t a g e 2 4 5 4 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 1 . 9 0 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 S B L S B T C a p a c i t y ( v e h / h ) - - 5 4 7 7 3 6 - H C M L a n e V / C R a t i o - - 0 . 0 5 1 - - H C M C o n t r o l D e l a y ( s ) - - 1 1 . 9 0 - H C M L a n e L O S - - B A - H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 2 0 - 1: N MacArthur Blvd & E Sandy Lake Rd B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsVolume (vph) 58 355 1 3 6 1 7 1 4 2 9 1 8 1 1 6 1 3 5 5 7 5 1 1 8 2 9 2 5 0 Peak Hour Factor 0.64 0.94 0. 8 9 0 . 5 9 0 . 8 5 0 . 6 1 0 . 7 0 0 . 9 3 0 . 6 2 0 . 8 1 0 . 9 2 0 . 5 7 Adj. Flow (vph) 91 378 1 5 3 2 9 0 5 0 5 2 9 7 2 3 0 3 8 2 1 2 1 1 4 6 3 1 7 8 8 Shared Lane Traffic (%)Lane Group Flow (vph) 91 378 1 5 3 2 9 0 5 0 5 2 9 7 2 3 0 5 0 3 0 1 4 6 4 0 5 0 Turn Type pm+pt NA Per m p m + p t N A P e r m p m + p t N A p m + p t N A Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase74 4 3 8 8 5 2 1 6 Switch PhaseMinimum Initial (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Minimum Split (s) 8.0 27.0 2 7 . 0 8 . 0 3 0 . 0 3 0 . 0 8 . 0 2 1 . 0 8 . 0 3 9 . 0 Total Split (s) 13.0 25.0 25 . 0 1 5 . 0 2 7 . 0 2 7 . 0 1 3 . 0 2 0 . 0 1 5 . 0 2 2 . 0 Total Split (%) 17.3% 33.3% 33.3% 2 0 . 0 % 3 6 . 0 % 3 6 . 0 % 1 7 . 3 % 2 6 . 7 % 2 0 . 0 % 2 9 . 3 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 0.5 0.5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Lead/Lag Lead Lag L a g L e a d L a g L a g L e a d L a g L e a d L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Y e s Y e s Y e s Y e s Recall Mode None None No n e N o n e N o n e N o n e N o n e C - M a x N o n e C - M a x Act Effct Green (s) 22.7 15.0 15 . 0 2 8 . 8 2 0 . 0 2 0 . 0 3 4 . 2 2 4 . 4 3 2 . 3 2 3 . 5 Actuated g/C Ratio 0.30 0.20 0. 2 0 0 . 3 8 0 . 2 7 0 . 2 7 0 . 4 6 0 . 3 3 0 . 4 3 0 . 3 1 v/c Ratio 0.27 0.54 0. 3 5 0 . 7 2 0 . 5 3 0 . 4 6 0 . 4 7 0 . 4 4 0 . 3 4 0 . 3 7 Control Delay 15.2 29.0 6 . 5 2 6 . 6 2 5 . 9 5 . 4 1 6 . 5 2 1 . 0 1 4 . 4 2 0 . 4 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 15.2 29.0 6 . 5 2 6 . 6 2 5 . 9 5 . 4 1 6 . 5 2 1 . 0 1 4 . 4 2 0 . 4 L O S B C A C C A B C B C Approach Delay 21. 4 2 0 . 5 1 9 . 6 1 8 . 8 Approach LOS C C B B Queue Length 50th (ft) 26 8 4 0 9 5 1 1 0 0 5 8 8 4 3 5 6 8 Queue Length 95th (ft) 32 111 3 9 7 8 1 3 3 1 8 9 1 5 1 7 0 1 1 6 Internal Link Dist (ft) 45 1 3 9 4 4 5 8 3 0 1 Turn Bay Length (ft) 180 1 1 5 8 5 7 5 2 3 0 1 6 0 Base Capacity (vph) 371 990 5 5 3 4 0 6 1 0 9 2 6 9 3 4 9 7 1 1 4 5 4 8 4 1 1 0 1 Starvation Cap Reductn00 0 0 0 0 0 0 0 0 Spillback Cap Reductn00 0 0 0 0 0 0 0 0 Storage Cap Reductn00 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.25 0.38 0. 2 8 0 . 7 1 0 . 4 6 0 . 4 3 0 . 4 6 0 . 4 4 0 . 3 0 0 . 3 7 Intersection SummaryCycle Length: 75Actuated Cycle Length: 75Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Sta r t o f G r e e n Natural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.72Intersection Signal Delay: 20.2 I n t e r s e c t i o n L O S : C 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 5 1 . 4 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d 2: N MacArthur Blvd & Mapleleaf Ln/Site D r i v e w a y 1 B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 1 IntersectionInt Delay, s/veh 1.8 Movement EBL EB T E B R W B L W B T W B R N B L N B T N B R Vol, veh/h 26 0 8 0 0 0 2 6 5 6 2 3 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop S t o p S t o p S t o p S t o p F r e e F r e e F r e e RT Channelized - - N o n e - - N o n e - - N o n e Storage Length - - - - - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 63 5 0 5 0 5 0 5 0 5 0 5 0 8 7 5 4 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 41 0 1 6 0 0 0 5 2 6 4 6 6 9 Major/Minor Minor 2 M i n o r 1 M a j o r 1 Conflicting Flow All 1097 14 8 8 2 9 6 1 1 5 8 1 4 7 3 3 5 7 5 9 3 0 0 Stage 1 670 6 7 0 - 7 8 4 7 8 4 - - - - Stage 2 427 8 1 8 - 3 7 4 6 8 9 - - - - Critical Hdwy 7.54 6.5 4 6 . 9 4 7 . 5 4 6 . 5 4 6 . 9 4 4 . 1 4 - - Critical Hdwy Stg 1 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Critical Hdwy Stg 2 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Follow-up Hdwy 3.52 4.0 2 3 . 3 2 3 . 5 2 4 . 0 2 3 . 3 2 2 . 2 2 - - Pot Cap-1 Maneuver 168 1 2 3 7 0 0 1 5 1 1 2 6 6 3 9 9 7 9 - - Stage 1 413 4 5 4 - 3 5 2 4 0 2 - - - - Stage 2 576 3 8 8 - 6 1 9 4 4 5 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 155 1 1 0 7 0 0 1 3 6 1 1 3 6 3 9 9 7 9 - - Mov Cap-2 Maneuver 155 1 1 0 - 1 3 6 1 1 3 - - - - Stage 1 391 4 2 9 - 3 3 3 3 8 1 - - - - Stage 2 545 3 6 7 - 5 7 2 4 2 1 - - - - Approach E B W B N B HCM Control Delay, s 30. 4 0 0 . 6 HCM LOS D A Minor Lane/Major Mvmt NBL NB T N B R E B L n 1 W B L n 1 S B L S B T S B R Capacity (veh/h) 979 - - 1 9 8 - 8 8 2 - - HCM Lane V/C Ratio 0.053 - - 0 . 2 8 9 - 0 . 0 5 4 - - HCM Control Delay (s) 8.9 - - 3 0 . 4 0 9 . 3 - - HCM Lane LOS A - - D A A - - HCM 95th %tile Q(veh) 0.2 - - 1 . 1 - 0 . 2 - - 2 : N M a c A r t h u r B l v d & M a p l e l e a f L n / S i t e D r i v e w a y 1 B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h M o v e m e n t S B L S B T S B R V o l , v e h / h 3 7 5 1 1 2 9 C o n f l i c t i n g P e d s , # / h r 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e R T C h a n n e l i z e d - - N o n e S t o r a g e L e n g t h 7 5 - - V e h i n M e d i a n S t o r a g e , # - 0 - G r a d e , % - 0 - P e a k H o u r F a c t o r 7 7 9 2 7 8 H e a v y V e h i c l e s , % 2 2 2 M v m t F l o w 4 8 5 5 5 3 7 M a j o r / M i n o r M a j o r 2 C o n f l i c t i n g F l o w A l l 7 1 4 0 0 S t a g e 1 - - - S t a g e 2 - - - C r i t i c a l H d w y 4 . 1 4 - - C r i t i c a l H d w y S t g 1 - - - C r i t i c a l H d w y S t g 2 - - - F o l l o w - u p H d w y 2 . 2 2 - - P o t C a p - 1 M a n e u v e r 8 8 2 - - S t a g e 1 - - - S t a g e 2 - - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r 8 8 2 - - M o v C a p - 2 M a n e u v e r - - - S t a g e 1 - - - S t a g e 2 - - - A p p r o a c h S B H C M C o n t r o l D e l a y , s 0 . 7 H C M L O S M i n o r L a n e / M a j o r M v m t 3: Site Driveway 2 & E Sandy Lake Rd B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 3 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 50 8 8 6 1 7 9 9 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 9 1 8 6 5 0 7 3 9 2 4 7 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 55 8 1 0 0 2 1 0 9 5 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 6 5 8 0 1 1 5 9 3 2 9 Stage 1 - - - - 6 0 8 - Stage 2 - - - - 5 5 1 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 9 2 6 - 1 8 9 6 6 7 Stage 1 - - - - 5 0 6 - Stage 2 - - - - 5 4 1 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 9 2 6 - 1 8 8 6 6 7 Mov Cap-2 Maneuver - - - - 1 8 8 - Stage 1 - - - - 5 0 6 - Stage 2 - - - - 5 3 8 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 9 2 6 - HCM Lane V/C Ratio - - - 0 . 0 0 2 - HCM Control Delay (s) 0 - - 8 . 9 0 HCM Lane LOS A - - A A HCM 95th %tile Q(veh) - - - 0 - 4 : S i t e D r i v e w a y 3 & E S a n d y L a k e R d B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 4 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 6 . 7 M o v e m e n t E B T E B R W B L W B T N B L N B R V o l , v e h / h 5 0 5 0 0 6 6 8 1 3 0 6 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e F r e e S t o p S t o p R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - - 8 5 - 0 0 V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 1 5 0 5 0 8 1 5 0 5 0 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 5 5 0 0 8 2 5 2 6 0 1 2 0 M a j o r / M i n o r M a j o r 1 M a j o r 2 M i n o r 1 C o n f l i c t i n g F l o w A l l 0 0 5 5 5 0 9 6 7 2 7 7 S t a g e 1 - - - - 5 5 5 - S t a g e 2 - - - - 4 1 2 - C r i t i c a l H d w y - - 4 . 1 4 - 6 . 8 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 8 4 - C r i t i c a l H d w y S t g 2 - - - - 5 . 8 4 - F o l l o w - u p H d w y - - 2 . 2 2 - 3 . 5 2 3 . 3 2 P o t C a p - 1 M a n e u v e r - - 1 0 1 1 - ~ 2 5 2 7 2 0 S t a g e 1 - - - - 5 3 9 - S t a g e 2 - - - - 6 3 7 - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r - - 1 0 1 1 - ~ 2 5 2 7 2 0 M o v C a p - 2 M a n e u v e r - - - - ~ 2 5 2 - S t a g e 1 - - - - 5 3 9 - S t a g e 2 - - - - 6 3 7 - A p p r o a c h E B W B N B H C M C o n t r o l D e l a y , s 0 0 7 7 . 5 H C M L O S F M i n o r L a n e / M a j o r M v m t N B L n 1 N B L n 2 E B T E B R W B L W B T C a p a c i t y ( v e h / h ) 2 5 2 7 2 0 - - 1 0 1 1 - H C M L a n e V / C R a t i o 1 . 0 3 2 0 . 1 6 7 - - - - H C M C o n t r o l D e l a y ( s ) 1 0 8 . 2 1 1 - - 0 - H C M L a n e L O S F B - - A - H C M 9 5 t h % t i l e Q ( v e h ) 1 0 . 4 0 . 6 - - 0 - N o t e s ~ : V o l u m e e x c e e d s c a p a c i t y $ : D e l a y e x c e e d s 3 0 0 s + : C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 5: Site Driveway 4 & E Sandy Lake Rd B a c k g r o u n d Universal Academy TIA T i m i n g P l a n : P M 9/23/2014 S y n c h r o 8 R e p o r t CM P a g e 5 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 56 7 1 4 0 6 6 8 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 2 5 9 2 9 2 9 2 2 5 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 65 9 5 6 0 7 2 6 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 7 1 5 0 1 0 5 0 3 5 8 Stage 1 - - - - 6 8 7 - Stage 2 - - - - 3 6 3 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 8 8 1 - 2 2 3 6 3 8 Stage 1 - - - - 4 6 1 - Stage 2 - - - - 6 7 4 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 8 8 1 - 2 2 3 6 3 8 Mov Cap-2 Maneuver - - - - 2 2 3 - Stage 1 - - - - 4 6 1 - Stage 2 - - - - 6 7 4 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 8 8 1 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 6 : N M a c A r t h u r B l v d & B u s D r i v e w a y B a c k g r o u n d U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 2 3 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 6 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 2 M o v e m e n t W B L W B R N B T N B R S B L S B T V o l , v e h / h 0 1 4 5 9 0 0 0 5 0 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 5 8 9 3 9 2 9 2 9 3 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 2 4 6 3 4 0 0 5 3 8 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 9 0 3 3 1 7 0 0 6 3 4 0 S t a g e 1 6 3 4 - - - - - S t a g e 2 2 6 9 - - - - - C r i t i c a l H d w y 6 . 8 4 6 . 9 4 - - 4 . 1 4 - C r i t i c a l H d w y S t g 1 5 . 8 4 - - - - - C r i t i c a l H d w y S t g 2 5 . 8 4 - - - - - F o l l o w - u p H d w y 3 . 5 2 3 . 3 2 - - 2 . 2 2 - P o t C a p - 1 M a n e u v e r 2 7 7 6 7 9 - - 9 4 5 - S t a g e 1 4 9 1 - - - - - S t a g e 2 7 5 2 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 2 7 7 6 7 9 - - 9 4 5 - M o v C a p - 2 M a n e u v e r 2 7 7 - - - - - S t a g e 1 4 9 1 - - - - - S t a g e 2 7 5 2 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 0 . 5 0 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 S B L S B T C a p a c i t y ( v e h / h ) - - 6 7 9 9 4 5 - H C M L a n e V / C R a t i o - - 0 . 0 3 6 - - H C M C o n t r o l D e l a y ( s ) - - 1 0 . 5 0 - H C M L a n e L O S - - B A - H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 1 0 - 1: N MacArthur Blvd & E Sandy Lake Rd B u i l d o u t Universal Academy TIA T i m i n g P l a n : A M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsVolume (vph) 67 871 1 9 1 2 2 8 5 7 8 1 5 5 1 3 8 3 4 4 1 0 3 4 4 7 9 8 1 2 9 Peak Hour Factor 0.59 0.83 0. 7 7 0 . 7 3 0 . 8 4 0 . 6 0 0 . 7 2 0 . 9 2 0 . 7 3 0 . 8 9 0 . 8 8 0 . 8 8 Adj. Flow (vph) 114 1049 2 4 8 3 1 2 6 8 8 2 5 8 1 9 2 3 7 4 1 4 1 5 0 2 1 1 1 5 3 3 Shared Lane Traffic (%)Lane Group Flow (vph) 114 1049 2 4 8 3 1 2 6 8 8 2 5 8 1 9 2 5 1 5 0 5 0 2 1 1 4 8 0 Turn Type pm+pt NA Per m p m + p t N A P e r m p m + p t N A p m + p t N A Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase74 4 3 8 8 5 2 1 6 Switch PhaseMinimum Initial (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Minimum Split (s) 8.0 27.0 2 7 . 0 8 . 0 3 0 . 0 3 0 . 0 8 . 0 2 1 . 0 8 . 0 3 9 . 0 Total Split (s) 11.0 39.0 39 . 0 1 7 . 0 4 5 . 0 4 5 . 0 1 4 . 0 2 6 . 0 3 3 . 0 4 5 . 0 Total Split (%) 9.6% 33.9% 33.9% 1 4 . 8 % 3 9 . 1 % 3 9 . 1 % 1 2 . 2 % 2 2 . 6 % 2 8 . 7 % 3 9 . 1 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 0.5 0.5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Lead/Lag Lead Lag L a g L e a d L a g L a g L e a d L a g L e a d L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Y e s Y e s Y e s Y e s Recall Mode None None No n e N o n e N o n e N o n e N o n e C - M a x N o n e C - M a x Act Effct Green (s) 42.0 35.0 35 . 0 5 2 . 0 4 1 . 0 4 1 . 0 3 2 . 1 2 2 . 1 5 5 . 0 4 1 . 0 Actuated g/C Ratio 0.37 0.30 0. 3 0 0 . 4 5 0 . 3 6 0 . 3 6 0 . 2 8 0 . 1 9 0 . 4 8 0 . 3 6 v/c Ratio 0.42 0.97 0. 4 2 1 . 1 8 0 . 5 5 0 . 3 9 0 . 8 8 0 . 7 5 0 . 9 7 0 . 9 1 Control Delay 24.2 61.8 13. 7 1 4 1 . 0 3 1 . 5 1 4 . 3 6 5 . 7 4 7 . 9 6 4 . 1 4 7 . 2 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 24.2 61.8 13. 7 1 4 1 . 0 3 1 . 5 1 4 . 3 6 5 . 7 4 7 . 9 6 4 . 1 4 7 . 2 L O S C E B F C B E D E D Approach Delay 50. 3 5 5 . 1 5 2 . 8 5 2 . 4 Approach LOS D E D D Queue Length 50th (ft) 48 403 4 7 ~ 2 2 6 2 1 2 6 1 8 9 1 7 6 3 1 0 4 2 2 Queue Length 95th (ft) 53 #470 8 2 # 2 8 1 2 4 8 5 3 # 1 3 4 2 3 8 # 5 1 8 # 5 3 1 Internal Link Dist (ft) 45 1 3 9 4 4 5 8 3 0 1 Turn Bay Length (ft) 180 1 1 5 8 5 7 5 2 3 0 1 6 0 Base Capacity (vph) 274 1077 5 9 3 2 6 5 1 2 6 2 6 5 4 2 1 8 6 8 6 5 1 8 1 2 5 8 Starvation Cap Reductn00 0 0 0 0 0 0 0 0 Spillback Cap Reductn00 0 0 0 0 0 0 0 0 Storage Cap Reductn00 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.42 0.97 0. 4 2 1 . 1 8 0 . 5 5 0 . 3 9 0 . 8 8 0 . 7 5 0 . 9 7 0 . 9 1 Intersection SummaryCycle Length: 115Actuated Cycle Length: 115Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Sta r t o f G r e e n Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.18Intersection Signal Delay: 52.5 I n t e r s e c t i o n L O S : D 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 7 . 6 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 ~ V o l u m e e x c e e d s c a p a c i t y , q u e u e i s t h e o r e t i c a l l y i n f i n i t e . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d 2: N MacArthur Blvd & Mapleleaf Ln/Site D r i v e w a y 1 B u i l d o u t Universal Academy TIA T i m i n g P l a n : A M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 1 IntersectionInt Delay, s/veh 22.9 Movement EBL EB T E B R W B L W B T W B R N B L N B T N B R Vol, veh/h 22 3 2 6 0 0 0 9 5 6 2 2 5 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop S t o p S t o p S t o p S t o p F r e e F r e e F r e e RT Channelized - - N o n e - - N o n e - - N o n e Storage Length - - - - - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 58 5 0 5 7 5 0 5 0 5 0 7 5 8 5 5 0 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 38 6 4 6 0 0 0 1 2 6 6 1 5 0 4 Major/Minor Minor 2 M a j o r 1 Conflicting Flow All 2238 30 7 2 7 0 6 1 4 1 3 0 0 Stage 1 1883 18 8 3 - - - - Stage 2 355 11 8 9 - - - - Critical Hdwy 6.84 6.5 4 6 . 9 4 4 . 1 4 - - Critical Hdwy Stg 1 5.84 5. 5 4 - - - - Critical Hdwy Stg 2 5.84 5. 5 4 - - - - Follow-up Hdwy 3.52 4.0 2 3 . 3 2 2 . 2 2 - - Pot Cap-1 Maneuver ~ 36 1 2 3 7 8 4 7 8 - - Stage 1 105 1 1 8 - - - - Stage 2 681 2 6 0 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver ~ 21 0 3 7 8 4 7 8 - - Mov Cap-2 Maneuver ~ 21 0 - - - - Stage 1 63 0 - - - - Stage 2 664 0 - - - - Approach E B N B HCM Control Delay, s $ 703. 4 0 . 1 HCM LOS F Minor Lane/Major Mvmt NBL NB T N B R E B L n 1 S B L S B T S B R Capacity (veh/h) 478 - - 4 3 5 9 5 - - HCM Lane V/C Ratio 0.025 - - 2 . 0 8 2 0 . 4 0 2 - - HCM Control Delay (s) 12.7 - - $ 7 0 3 . 4 1 5 . 1 - - HCM Lane LOS B - - F C - - HCM 95th %tile Q(veh) 0.1 - - 9 . 4 1 . 9 - - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 2 : N M a c A r t h u r B l v d & M a p l e l e a f L n / S i t e D r i v e w a y 1 B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h M o v e m e n t S B L S B T S B R V o l , v e h / h 1 7 7 1 2 0 1 9 C o n f l i c t i n g P e d s , # / h r 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e R T C h a n n e l i z e d - - N o n e S t o r a g e L e n g t h 7 5 - - V e h i n M e d i a n S t o r a g e , # - 0 - G r a d e , % - 0 - P e a k H o u r F a c t o r 7 4 8 6 5 6 H e a v y V e h i c l e s , % 2 2 2 M v m t F l o w 2 3 9 1 3 9 7 1 6 M a j o r / M i n o r M a j o r 2 C o n f l i c t i n g F l o w A l l 1 1 6 5 0 0 S t a g e 1 - - - S t a g e 2 - - - C r i t i c a l H d w y 4 . 1 4 - - C r i t i c a l H d w y S t g 1 - - - C r i t i c a l H d w y S t g 2 - - - F o l l o w - u p H d w y 2 . 2 2 - - P o t C a p - 1 M a n e u v e r 5 9 5 - - S t a g e 1 - - - S t a g e 2 - - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r 5 9 5 - - M o v C a p - 2 M a n e u v e r - - - S t a g e 1 - - - S t a g e 2 - - - A p p r o a c h S B H C M C o n t r o l D e l a y , s 2 . 2 H C M L O S M i n o r L a n e / M a j o r M v m t 3: Site Driveway 2 & E Sandy Lake Rd B u i l d o u t Universal Academy TIA T i m i n g P l a n : A M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 3 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 131 1 1 6 0 0 9 5 2 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 6 0 5 0 7 8 9 2 5 0 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 152 4 2 6 7 0 1 2 2 1 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 1 7 9 1 0 2 2 6 8 8 9 6 Stage 1 - - - - 1 6 5 8 - Stage 2 - - - - 6 1 0 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 3 4 2 - 3 4 2 8 3 Stage 1 - - - - 1 4 0 - Stage 2 - - - - 5 0 5 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 3 4 2 - 3 4 2 8 3 Mov Cap-2 Maneuver - - - - 3 4 - Stage 1 - - - - 1 4 0 - Stage 2 - - - - 5 0 5 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 3 4 2 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 4 : S i t e D r i v e w a y 3 & E S a n d y L a k e R d B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 4 I n t e r s e c t i o n I n t D e l a y , s / v e h 6 6 8 . 2 M o v e m e n t E B T E B R W B L W B T N B L N B R V o l , v e h / h 1 3 1 4 0 2 6 1 8 3 1 8 2 1 5 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e F r e e S t o p S t o p R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - - 8 5 - 0 0 V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 7 2 5 5 0 8 6 5 7 5 6 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 1 5 1 0 0 4 7 1 9 5 5 8 3 8 4 M a j o r / M i n o r M a j o r 1 M a j o r 2 M i n o r 1 C o n f l i c t i n g F l o w A l l 0 0 1 5 1 0 0 1 8 7 7 7 5 5 S t a g e 1 - - - - 1 5 1 0 - S t a g e 2 - - - - 3 6 7 - C r i t i c a l H d w y - - 4 . 1 4 - 6 . 8 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 8 4 - C r i t i c a l H d w y S t g 2 - - - - 5 . 8 4 - F o l l o w - u p H d w y - - 2 . 2 2 - 3 . 5 2 3 . 3 2 P o t C a p - 1 M a n e u v e r - - 4 3 9 - ~ 6 3 ~ 3 5 1 S t a g e 1 - - - - ~ 1 6 9 - S t a g e 2 - - - - 6 7 1 - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r - - 4 3 9 - ~ 6 2 ~ 3 5 1 M o v C a p - 2 M a n e u v e r - - - - ~ 6 2 - S t a g e 1 - - - - ~ 1 6 9 - S t a g e 2 - - - - 6 6 5 - A p p r o a c h E B W B N B H C M C o n t r o l D e l a y , s 0 0 . 1 $ 2 2 5 2 . 5 H C M L O S F M i n o r L a n e / M a j o r M v m t N B L n 1 N B L n 2 E B T E B R W B L W B T C a p a c i t y ( v e h / h ) 6 2 3 5 1 - - 4 3 9 - H C M L a n e V / C R a t i o 8 . 9 9 8 1 . 0 9 4 - - 0 . 0 0 9 - H C M C o n t r o l D e l a y ( s ) $ 3 7 2 6 . 5 1 1 0 . 5 - - 1 3 . 3 - H C M L a n e L O S F F - - B - H C M 9 5 t h % t i l e Q ( v e h ) 6 5 . 2 1 4 . 2 - - 0 - N o t e s ~ : V o l u m e e x c e e d s c a p a c i t y $ : D e l a y e x c e e d s 3 0 0 s + : C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 5: Site Driveway 4 & E Sandy Lake Rd B u i l d o u t Universal Academy TIA T i m i n g P l a n : A M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 5 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 152 0 2 0 0 6 2 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 2 5 9 2 9 2 9 2 2 5 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 176 7 8 0 0 6 7 4 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 1 8 4 7 0 2 1 4 4 9 2 4 Stage 1 - - - - 1 8 0 7 - Stage 2 - - - - 3 3 7 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 3 2 5 - 4 2 2 7 1 Stage 1 - - - - 1 1 6 - Stage 2 - - - - 6 9 5 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 3 2 5 - 4 2 2 7 1 Mov Cap-2 Maneuver - - - - 4 2 - Stage 1 - - - - 1 1 6 - Stage 2 - - - - 6 9 5 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 3 2 5 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 6 : N M a c A r t h u r B l v d & B u s D r i v e w a y B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : A M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 6 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 2 M o v e m e n t W B L W B R N B T N B R S B L S B T V o l , v e h / h 0 2 0 8 1 6 0 0 1 2 2 5 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 5 0 7 9 9 2 9 2 8 5 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 4 0 1 0 3 3 0 0 1 4 4 1 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 1 7 5 4 5 1 6 0 0 1 0 3 3 0 S t a g e 1 1 0 3 3 - - - - - S t a g e 2 7 2 1 - - - - - C r i t i c a l H d w y 6 . 8 4 6 . 9 4 - - 4 . 1 4 - C r i t i c a l H d w y S t g 1 5 . 8 4 - - - - - C r i t i c a l H d w y S t g 2 5 . 8 4 - - - - - F o l l o w - u p H d w y 3 . 5 2 3 . 3 2 - - 2 . 2 2 - P o t C a p - 1 M a n e u v e r 7 6 5 0 4 - - 6 6 8 - S t a g e 1 3 0 4 - - - - - S t a g e 2 4 4 3 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 7 6 5 0 4 - - 6 6 8 - M o v C a p - 2 M a n e u v e r 7 6 - - - - - S t a g e 1 3 0 4 - - - - - S t a g e 2 4 4 3 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 2 . 8 0 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 S B L S B T C a p a c i t y ( v e h / h ) - - 5 0 4 6 6 8 - H C M L a n e V / C R a t i o - - 0 . 0 7 9 - - H C M C o n t r o l D e l a y ( s ) - - 1 2 . 8 0 - H C M L a n e L O S - - B A - H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 3 0 - 1: N MacArthur Blvd & E Sandy Lake Rd B u i l d o u t Universal Academy TIA T i m i n g P l a n : P M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsVolume (vph) 58 374 1 3 6 1 9 3 4 5 2 2 0 5 1 6 1 3 5 5 7 5 1 3 7 2 9 2 5 0 Peak Hour Factor 0.64 0.94 0. 8 9 0 . 5 9 0 . 8 5 0 . 6 1 0 . 7 0 0 . 9 3 0 . 6 2 0 . 8 1 0 . 9 2 0 . 5 7 Adj. Flow (vph) 91 398 1 5 3 3 2 7 5 3 2 3 3 6 2 3 0 3 8 2 1 2 1 1 6 9 3 1 7 8 8 Shared Lane Traffic (%)Lane Group Flow (vph) 91 398 1 5 3 3 2 7 5 3 2 3 3 6 2 3 0 5 0 3 0 1 6 9 4 0 5 0 Turn Type pm+pt NA Per m p m + p t N A P e r m p m + p t N A p m + p t N A Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Detector Phase74 4 3 8 8 5 2 1 6 Switch PhaseMinimum Initial (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Minimum Split (s) 8.0 27.0 2 7 . 0 8 . 0 3 0 . 0 3 0 . 0 8 . 0 2 1 . 0 8 . 0 3 9 . 0 Total Split (s) 13.0 25.0 25 . 0 1 5 . 0 2 7 . 0 2 7 . 0 1 3 . 0 2 0 . 0 1 5 . 0 2 2 . 0 Total Split (%) 17.3% 33.3% 33.3% 2 0 . 0 % 3 6 . 0 % 3 6 . 0 % 1 7 . 3 % 2 6 . 7 % 2 0 . 0 % 2 9 . 3 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 0.5 0.5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 0 . 5 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.0 4.0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 4 . 0 Lead/Lag Lead Lag L a g L e a d L a g L a g L e a d L a g L e a d L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Y e s Y e s Y e s Y e s Recall Mode None None No n e N o n e N o n e N o n e N o n e C - M a x N o n e C - M a x Act Effct Green (s) 23.2 15.5 15 . 5 2 9 . 5 2 0 . 7 2 0 . 7 3 2 . 7 2 3 . 2 3 2 . 3 2 3 . 0 Actuated g/C Ratio 0.31 0.21 0. 2 1 0 . 3 9 0 . 2 8 0 . 2 8 0 . 4 4 0 . 3 1 0 . 4 3 0 . 3 1 v/c Ratio 0.27 0.54 0. 3 4 0 . 8 1 0 . 5 4 0 . 5 0 0 . 4 8 0 . 4 6 0 . 4 0 0 . 3 7 Control Delay 14.9 28.7 6 . 4 3 2 . 8 2 5 . 6 5 . 6 1 7 . 1 2 1 . 9 1 5 . 4 2 0 . 6 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 14.9 28.7 6 . 4 3 2 . 8 2 5 . 6 5 . 6 1 7 . 1 2 1 . 9 1 5 . 4 2 0 . 6 L O S B C A C C A B C B C Approach Delay 21. 4 2 1 . 9 2 0 . 4 1 9 . 1 Approach LOS C C C B Queue Length 50th (ft) 26 8 8 0 1 0 9 1 1 6 1 5 9 8 6 4 2 6 9 Queue Length 95th (ft) 32 117 3 9 8 8 1 4 0 0 8 9 1 5 1 7 9 1 1 6 Internal Link Dist (ft) 45 1 3 9 4 4 5 8 3 0 1 Turn Bay Length (ft) 180 1 1 5 8 5 7 5 2 3 0 1 6 0 Base Capacity (vph) 370 990 5 5 3 4 0 6 1 1 0 3 7 2 1 4 8 4 1 0 9 2 4 6 9 1 0 8 1 Starvation Cap Reductn00 0 0 0 0 0 0 0 0 Spillback Cap Reductn00 0 0 0 0 0 0 0 0 Storage Cap Reductn00 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.25 0.40 0. 2 8 0 . 8 1 0 . 4 8 0 . 4 7 0 . 4 8 0 . 4 6 0 . 3 6 0 . 3 7 Intersection SummaryCycle Length: 75Actuated Cycle Length: 75Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Sta r t o f G r e e n Natural Cycle: 85Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 21.0 I n t e r s e c t i o n L O S : C 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 5 4 . 2 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 1 : N M a c A r t h u r B l v d & E S a n d y L a k e R d 2: N MacArthur Blvd & Mapleleaf Ln/Site D r i v e w a y 1 B u i l d o u t Universal Academy TIA T i m i n g P l a n : P M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 1 IntersectionInt Delay, s/veh 2.1 Movement EBL EB T E B R W B L W B T W B R N B L N B T N B R Vol, veh/h 26 0 8 0 0 0 2 6 5 6 2 5 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop S t o p S t o p S t o p S t o p F r e e F r e e F r e e RT Channelized - - N o n e - - N o n e - - N o n e Storage Length - - - - - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 63 5 0 5 0 5 0 5 0 5 0 5 0 8 7 5 4 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 41 0 1 6 0 0 0 5 2 6 4 6 1 0 0 Major/Minor Minor 2 M i n o r 1 M a j o r 1 Conflicting Flow All 1162 15 8 5 3 0 7 1 2 2 8 1 5 5 4 3 7 3 6 1 3 0 0 Stage 1 735 7 3 5 - 8 0 0 8 0 0 - - - - Stage 2 427 8 5 0 - 4 2 8 7 5 4 - - - - Critical Hdwy 7.54 6.5 4 6 . 9 4 7 . 5 4 6 . 5 4 6 . 9 4 4 . 1 4 - - Critical Hdwy Stg 1 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Critical Hdwy Stg 2 6.54 5. 5 4 - 6 . 5 4 5 . 5 4 - - - - Follow-up Hdwy 3.52 4.0 2 3 . 3 2 3 . 5 2 4 . 0 2 3 . 3 2 2 . 2 2 - - Pot Cap-1 Maneuver 150 1 0 7 6 8 9 1 3 4 1 1 2 6 2 4 9 6 2 - - Stage 1 377 4 2 4 - 3 4 5 3 9 5 - - - - Stage 2 576 3 7 5 - 5 7 5 4 1 5 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 135 9 3 6 8 9 1 1 8 9 7 6 2 4 9 6 2 - - Mov Cap-2 Maneuver 135 9 3 - 1 1 8 9 7 - - - - Stage 1 357 3 8 9 - 3 2 6 3 7 4 - - - - Stage 2 545 3 5 5 - 5 1 6 3 8 1 - - - - Approach E B W B N B HCM Control Delay, s 35. 5 0 0 . 6 HCM LOS E A Minor Lane/Major Mvmt NBL NB T N B R E B L n 1 W B L n 1 S B L S B T S B R Capacity (veh/h) 962 - - 1 7 4 - 8 5 8 - - HCM Lane V/C Ratio 0.054 - - 0 . 3 2 9 - 0 . 0 8 2 - - HCM Control Delay (s) 9 - - 3 5 . 5 0 9 . 6 - - HCM Lane LOS A - - E A A - - HCM 95th %tile Q(veh) 0.2 - - 1 . 3 - 0 . 3 - - 2 : N M a c A r t h u r B l v d & M a p l e l e a f L n / S i t e D r i v e w a y 1 B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h M o v e m e n t S B L S B T S B R V o l , v e h / h 5 4 5 3 0 2 9 C o n f l i c t i n g P e d s , # / h r 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e R T C h a n n e l i z e d - - N o n e S t o r a g e L e n g t h 7 5 - - V e h i n M e d i a n S t o r a g e , # - 0 - G r a d e , % - 0 - P e a k H o u r F a c t o r 7 7 9 2 7 8 H e a v y V e h i c l e s , % 2 2 2 M v m t F l o w 7 0 5 7 6 3 7 M a j o r / M i n o r M a j o r 2 C o n f l i c t i n g F l o w A l l 7 4 6 0 0 S t a g e 1 - - - S t a g e 2 - - - C r i t i c a l H d w y 4 . 1 4 - - C r i t i c a l H d w y S t g 1 - - - C r i t i c a l H d w y S t g 2 - - - F o l l o w - u p H d w y 2 . 2 2 - - P o t C a p - 1 M a n e u v e r 8 5 8 - - S t a g e 1 - - - S t a g e 2 - - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r 8 5 8 - - M o v C a p - 2 M a n e u v e r - - - S t a g e 1 - - - S t a g e 2 - - - A p p r o a c h S B H C M C o n t r o l D e l a y , s 1 H C M L O S M i n o r L a n e / M a j o r M v m t 3: Site Driveway 2 & E Sandy Lake Rd B u i l d o u t Universal Academy TIA T i m i n g P l a n : P M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 3 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 50 8 1 2 5 1 8 6 9 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 9 1 8 6 5 0 7 3 9 2 4 7 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 55 8 1 4 5 2 1 1 9 0 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 7 0 4 0 1 2 3 0 3 5 2 Stage 1 - - - - 6 3 1 - Stage 2 - - - - 5 9 9 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 8 9 0 - 1 7 0 6 4 4 Stage 1 - - - - 4 9 2 - Stage 2 - - - - 5 1 1 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 8 9 0 - 1 6 9 6 4 4 Mov Cap-2 Maneuver - - - - 1 6 9 - Stage 1 - - - - 4 9 2 - Stage 2 - - - - 5 0 7 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 8 9 0 - HCM Lane V/C Ratio - - - 0 . 0 0 2 - HCM Control Delay (s) 0 - - 9 . 1 0 HCM Lane LOS A - - A A HCM 95th %tile Q(veh) - - - 0 - 4 : S i t e D r i v e w a y 3 & E S a n d y L a k e R d B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 4 I n t e r s e c t i o n I n t D e l a y , s / v e h 5 6 . 4 M o v e m e n t E B T E B R W B L W B T N B L N B R V o l , v e h / h 5 0 5 0 0 6 7 2 1 8 9 8 7 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e F r e e S t o p S t o p R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - - 8 5 - 0 0 V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 1 5 0 5 0 8 1 5 0 5 0 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 5 5 0 0 8 3 0 3 7 8 1 7 4 M a j o r / M i n o r M a j o r 1 M a j o r 2 M i n o r 1 C o n f l i c t i n g F l o w A l l 0 0 5 5 5 0 9 7 0 2 7 7 S t a g e 1 - - - - 5 5 5 - S t a g e 2 - - - - 4 1 5 - C r i t i c a l H d w y - - 4 . 1 4 - 6 . 8 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 8 4 - C r i t i c a l H d w y S t g 2 - - - - 5 . 8 4 - F o l l o w - u p H d w y - - 2 . 2 2 - 3 . 5 2 3 . 3 2 P o t C a p - 1 M a n e u v e r - - 1 0 1 1 - ~ 2 5 1 7 2 0 S t a g e 1 - - - - 5 3 9 - S t a g e 2 - - - - 6 3 5 - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r - - 1 0 1 1 - ~ 2 5 1 7 2 0 M o v C a p - 2 M a n e u v e r - - - - ~ 2 5 1 - S t a g e 1 - - - - 5 3 9 - S t a g e 2 - - - - 6 3 5 - A p p r o a c h E B W B N B H C M C o n t r o l D e l a y , s 0 0 1 9 8 H C M L O S F M i n o r L a n e / M a j o r M v m t N B L n 1 N B L n 2 E B T E B R W B L W B T C a p a c i t y ( v e h / h ) 2 5 1 7 2 0 - - 1 0 1 1 - H C M L a n e V / C R a t i o 1 . 5 0 6 0 . 2 4 2 - - - - H C M C o n t r o l D e l a y ( s ) 2 8 3 . 8 1 1 . 6 - - 0 - H C M L a n e L O S F B - - A - H C M 9 5 t h % t i l e Q ( v e h ) 2 2 . 2 0 . 9 - - 0 - N o t e s ~ : V o l u m e e x c e e d s c a p a c i t y $ : D e l a y e x c e e d s 3 0 0 s + : C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 5: Site Driveway 4 & E Sandy Lake Rd B u i l d o u t Universal Academy TIA T i m i n g P l a n : P M 9/30/2014 S y n c h r o 8 R e p o r t CM P a g e 5 IntersectionInt Delay, s/veh 0 Movement EBT E B R W B L W B T N B L N B R Vol, veh/h 59 5 2 0 0 6 7 2 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free F r e e F r e e F r e e S t o p S t o p RT Channelized - N o n e - N o n e - N o n e Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 8 6 2 5 9 2 9 2 9 2 2 5 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 69 2 8 0 0 7 3 0 0 0 Major/Minor Major 1 M a j o r 2 M i n o r 1 Conflicting Flow All 0 0 7 7 2 0 1 0 9 7 3 8 6 Stage 1 - - - - 7 3 2 - Stage 2 - - - - 3 6 5 - Critical Hdwy - - 4 . 1 4 - 6 . 8 4 6 . 9 4 Critical Hdwy Stg 1 - - - - 5 . 8 4 - Critical Hdwy Stg 2 - - - - 5 . 8 4 - Follow-up Hdwy - - 2 . 2 2 - 3 . 5 2 3 . 3 2 Pot Cap-1 Maneuver - - 8 3 9 - 2 0 7 6 1 2 Stage 1 - - - - 4 3 7 - Stage 2 - - - - 6 7 3 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 8 3 9 - 2 0 7 6 1 2 Mov Cap-2 Maneuver - - - - 2 0 7 - Stage 1 - - - - 4 3 7 - Stage 2 - - - - 6 7 3 - Approach E B W B N B HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EB T E B R W B L W B T Capacity (veh/h) - - - 8 3 9 - HCM Lane V/C Ratio- - - - - HCM Control Delay (s) 0 - - 0 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0 - 6 : N M a c A r t h u r B l v d & B u s D r i v e w a y B u i l d o u t U n i v e r s a l A c a d e m y T I A T i m i n g P l a n : P M 9 / 3 0 / 2 0 1 4 S y n c h r o 8 R e p o r t C M P a g e 6 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 3 M o v e m e n t W B L W B R N B T N B R S B L S B T V o l , v e h / h 0 2 0 6 2 5 0 0 5 1 9 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 5 8 9 3 9 2 9 2 9 3 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 3 4 6 7 2 0 0 5 5 8 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 9 5 1 3 3 6 0 0 6 7 2 0 S t a g e 1 6 7 2 - - - - - S t a g e 2 2 7 9 - - - - - C r i t i c a l H d w y 6 . 8 4 6 . 9 4 - - 4 . 1 4 - C r i t i c a l H d w y S t g 1 5 . 8 4 - - - - - C r i t i c a l H d w y S t g 2 5 . 8 4 - - - - - F o l l o w - u p H d w y 3 . 5 2 3 . 3 2 - - 2 . 2 2 - P o t C a p - 1 M a n e u v e r 2 5 8 6 6 0 - - 9 1 5 - S t a g e 1 4 6 9 - - - - - S t a g e 2 7 4 3 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 2 5 8 6 6 0 - - 9 1 5 - M o v C a p - 2 M a n e u v e r 2 5 8 - - - - - S t a g e 1 4 6 9 - - - - - S t a g e 2 7 4 3 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 0 . 8 0 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 S B L S B T C a p a c i t y ( v e h / h ) - - 6 6 0 9 1 5 - H C M L a n e V / C R a t i o - - 0 . 0 5 2 - - H C M C o n t r o l D e l a y ( s ) - - 1 0 . 8 0 - H C M L a n e L O S - - B A - H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 2 0 -