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2322-20.692 TIA 2021-04-19_v1 TRAFFIC IMPACT ANALYSIS Prepared by: Steve E. Stoner, P.E., PTOE 7557 Rambler Road, Suite 1400 Dallas, Texas 75231-2388 (972) 235-3031 www.pkce.com TX.REG: ENGINEERING FIRM F-469 TX. REG. SURVEYING FIRM LS-100080-00 April 19, 2021 PK# 4622-20.692 Project: Varispace Coppell In Coppell, Texas Prepared for: City of Coppell On behalf of: BOKA Powell, LLC April 19, 2021 Traffic Impact Analysis Varispace Coppell Page i EXECUTIVE SUMMARY The services of Pacheco Koch were retained by BOKA Powell, LLC, on behalf of the Owner, to prepare a Traffic Impact Analysis (TIA) for the proposed single-tenant office development for Varispace (the “Project”). The subject site is located at southeast corner of SH 121 and Freeport Parkway in Coppell, Texas. Buildout of the Project is estimated to occur by 2024. A TIA is required by the City of Coppell for review as part of the Owner’s request replat and rezoning of the subject property. The purpose of this report is to estimate the incremental impact on the background traffic operational conditions caused by the proposed development within a specific study area as determined by standardized engineering analyses. The study parameters used in this TIA are based upon the requirements of City and are consistent with the standard industry practices used in similar studies. Based upon the analyses performed herein, Pacheco Koch developed the following findings and recommendations. FINDING: The proposed Varispace office development studied in this report is projected to generated approximately 1,800 vehicle trip ends per day, including approximately 215 trip ends during both the AM and PM peak hours of adjacent street traffic. FINDING: During traditional AM and PM peak hours, the interchange of SH 121 and Freeport Parkway is heavily utilized. The signalized intersections operate efficiently but near capacity. The addition of traffic generated by the proposed development will slightly increase average delays but will not significantly change the overall peak hour traffic operations.  RECOMMENDATION: According to the projected driveway volumes, the proposed site driveway on the SH 121 Northbound Frontage Road will require a right-turn deceleration lane. Therefore, construction of a right- turn deceleration lane at the site driveway is recommended. FINDING: According to the previous Traffic Impact Analysis (performed in by Lee Engineering) for the development located across Freeport Parkway from the subject site, it was suggested that installation of a traffic signal at the intersection of Freeport Parkway and Northwestern Drive would improve traffic operations at the intersection and should be considered as development of the subject site matures.  RECOMMENDATION: While a traffic signal at the intersection of Freeport Parkway and Northwestern Drive would improve traffic operations, the traffic signal would require careful signal timing in order to coordinate with the SH 121 interchange due to the proximity of the signals. In lieu of installing a traffic signal at the Northwestern intersection, PK recommends widening of the northeast leg of Northwestern Drive to create two approach lanes for separation of left- and right-turn maneuvers. This improvement would April 19, 2021 Traffic Impact Analysis Varispace Coppell Page ii best serve an existing heavy right-turn maneuver from Northwestern Drive onto Freeport Parkway that occurs during the PM peak hour by avoiding delays caused by left-turn maneuvers. (Motorists on the opposing side of Freeport Parkway can use alternate routes to avoid left-turn maneuvers if desired.) END Mark Meyer #2086 not for regulatory approval, permitting or construction. for review only. March 05, 2021 Issue for Permit These documents are issued for pricing only and are not for regulatory approval, permitting or construction. Arch: Donald R. Powell, Jr. Reg. No.: 7206 Arch: Chris W. Barnes Reg. No.: 10147 Arch: John E. Orfield Reg. No.: 11164 Arch: R. Andrew Bennett Reg. No.: 18129 date project number title The drawings and written material herein constitute original work of the architect, and as intellectual property and instruments of service, are subject to copyright and may not be reproduced, distributed, published or used in any way without the express written consent of the architect.plotted:revisions sheet original issue project m.e.p. engineer PURDY-MCGUIRE 17300 DALLAS PARKWAY SUITE 3000 DALLAS, TEXAS 75248 civil engineer PACHECO KOCH 7557 RAMBLER ROAD SUITE 1400 DALLAS, TEXAS 75231 landscape architect TBG 2001 BRYAN STREET SUITE 1450 DALLAS, TEXAS 75201 interior designer CORGAN 401 N HOUSTON STREET DALLAS, TEXAS 75202 structural engineer L.A. FUESS PARTNERS 3333 LEE PARKWAY, SUITE 300 DALLAS, TEXAS 75219 architecture interiors planning graphics 8070 Park Lane, Ste. 300 Dallas, Texas 75231 Tel 972.701.9000 Fax 972.991.3008 www.bokapowell.com client VARI 1121 S BELT LINE RD #500 COPPELL, TEXAS, 75019 DESIGN DEVELOPMENT 20189.100 VARISPACE COPPELL 03.05.2021 03.05.2021 N O R T H 80'40'20' SCALE: 1"=40' 0' PROPOSED CHANGES1 PROPOSED CHANGES April 19, 2021 Traffic Impact Analysis Varispace Coppell Page v TRAFFIC IMPACT ANALYSIS Varispace Coppell Coppell, Texas TABLE OF CONTENTS EXECUTIVE SUMMARY ...................................................................................................... i SITE LOCATION MAP ......................................................................................................... iii PRELIMINARY SITE PLAN .................................................................................................iv INTRODUCTION ................................................................................................................. 1 Purpose ........................................................................................................................................ 1 Project Description ........................................................................................................................ 2 Study Parameters ......................................................................................................................... 2 Study Area .................................................................................................................................... 3 TRAFFIC IMPACT ANALYSIS............................................................................................. 4 Approach ...................................................................................................................................... 4 Background Traffic Volume Data .................................................................................................. 4 Site-Related Traffic ....................................................................................................................... 4 Trip Generation and Mode Split ............................................................................................... 4 Trip Distribution and Assignment ............................................................................................. 5 Site-Generated Traffic Volumes ............................................................................................... 5 Traffic Operational Analysis ¾ Roadway Intersections ............................................................... 6 Description ............................................................................................................................... 6 Analysis Traffic Volumes .......................................................................................................... 7 Summary of Results ................................................................................................................. 7 SITE ACCESS REVIEW ...................................................................................................... 9 Deceleration Lane Analysis .......................................................................................................... 9 SUMMARY OF FINDINGS AND RECOMMENDATIONS .................................................... 9 April 19, 2021 Traffic Impact Analysis Varispace Coppell Page vi LIST OF TABLES: Table 1. Projected Trip Generation Summary Table 2. Preliminary Traffic Signal Warrant Analysis Results Summary Table 3. Peak Hour Intersection Capacity Analysis Results Summary (Signalized Intersections) Table 4. Peak Hour Intersection Capacity Analysis Results Summary (Unsignalized Intersections) Table 5. Deceleration Lane Analysis Summary LIST OF EXHIBITS: Exhibit 1. Site Location and Study Area Map LIST OF APPENDICES: Appendix A. Traffic Volume Exhibits Appendix B. Site-Generated Traffic Supplement Appendix C. Detailed Intersection Capacity Analysis Results Appendix D. Site Access Review Supplement April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 1 INTRODUCTION The services of Pacheco Koch (PK) were retained by BOKA Powell, LLC, on behalf of the Owner, to prepare a Traffic Impact Analysis for a proposed single-tenant office development located in the eastern quadrant of the intersection of SH 121 Northbound Frontage Road and Freeport Parkway in Coppell, Texas. The Project is referred to herein as Varispace Coppell. A preliminary site plan for the Project, prepared by BOKA Powell, LLC, and a site location map (Exhibit 1) are provided following the EXECUTIVE SUMMARY section of this report. In order to facilitate development of the Project, the Owner has made a request to the City of Coppell (the “Approving Agency”) to replat and rezone the subject property. As part of application process for this request, submittal of a TIA commissioned by the Applicant must be submitted to the Approving Agency for review. This TIA was prepared by traffic engineers at Pacheco Koch (the “Engineer”) in accordance with industry and local standards. Pacheco Koch is a licensed engineering firm, based in Texas, that provides professional engineering and related services. Purpose A Traffic Impact Analysis (TIA) is an engineering study used to provide information on the projected off-site impacts produced by a specific Project on the traffic operations of public traffic facilities. In some instances, those Project impacts can be sufficiently accommodated by the existing roadway network; while in other cases, Project impacts may require mitigation. Determination of mitigation requirements is subject to the standards and expectations of the Approving Agency. Commissioning a TIA may be required by an Approving Agency when an Applicant is seeking approvals or entitlements for the Project. Using standardized analysis methodologies, the findings of the TIA are used to gage the direct impacts on the transportation system that are attributable to the Project. Under certain circumstances and within legal parameters, the Approving Agency may require the Applicant to fund the improvement(s) needed to mitigate the impacts. A TIA should be prepared by a licensed Engineer skilled in the principles of traffic and transportation engineering and planning. The general methodologies, processes, and guidelines used in a TIA are established by industry standards— which are maintained by organizations such as the Institute of Transportation Engineers (ITE) and others—although, the project-specific parameters of the study (e.g., study locations, analysis scenarios, analytical assumptions, etc.) may be established by local ordinances or technical staff of the Approving Agency. Generally, existing and background conditions of the transportation system are assumed to be the responsibility of the respective governing agency(-ies). April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 2 Although the explicit purpose of a TIA is not to evaluate those conditions and identify deficiencies, this information may be evident from the study’s findings. The Engineer may suggest or recommend modifications to the transportation system that, in the Engineer’s opinion, could improve overall traffic operations, safety, site access, circulation, etc. However, such proposals may be unrelated to the traffic impacts of the Project and are not considered to be the responsibility of the Developer. Implementation of such modifications are subject to the discretion and approval of the respective agency. In general all proposals from the Engineer should not be considered mandatory and are not intended to assign or imply funding responsibility. A TIA is not a detailed site plan review nor a substitute for local or regional transportation planning. Project Description The Project will consist of a three-story, single-tenant office building containing approximately 178,000 GSF. On-site parking will be provided by a mix of surface and structured parking. Buildout of the project is assumed to be complete by 2023. Three vehicular access points are proposed: a right-in/right-out driveway on Freeport Parkway, a right-in/right-out driveway on the SH 121 Northbound Frontage Road, and a full access driveway on Northwest Drive. The 9.8-acre subject site is currently undeveloped. Study Parameters The study parameters used in this TIA are based upon industry standard practices and requirements of the City of Coppell. This TIA analyzed the day-to-day traffic operations on the public roadway system at time periods that have the greatest combined volume of the background traffic and site-related traffic. Due to the predominant influence of background traffic, the weekday AM and PM peak hours of adjacent street traffic are typically analyzed. Pursuant to the suggestion of City staff, who provided a recent, previously- approved TIA for a development across Freeport Parkway from the subject site (TIA for QT 1964 by Lee Engineering, July 2019), PK used buildout traffic volumes from that TIA as the base traffic conditions for this study in order to maximize consistency. PK then added projected peak hour traffic volumes generated by the proposed Varispace development to the 2024 volumes and re-analyzed the traffic operations to determine the net traffic impact. NOTE: The prior TIA evaluated a two-phase development. Phase 1 (a convenience store with fuel station) has been constructed. Phase 2 assumed the addition of 15,400 SF of retail space, 73,720 SF of office use, and a 131-room hotel. The estimated buildout year of Phase 2 was 2024. None of the Phase 2 uses have been completed; however, the intersections along Freeport Parkway were only analyzed under Phase 2. Hence, the base conditions for this study include some April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 3 uses that have not currently been constructed but may theoretically be constructed by the time the Varispace development is completed. As a result of this methodology, all recommendations from the prior TIA are considered baseline conditions for this study. Relevant recommendations from the previous TIA include the following: · Install a traffic signal at the intersection of Freeport Parkway and Northwest Drive. Study Area The study area for a TIA is typically defined to allow an assessment of the most relevant traffic impacts to the local area. The extent of the study area is discretionary but is generally commensurate with the scale of the proposed development. Special localized factors may also be considered. The specific locations included in the study area of this TIA are listed below and depicted in Exhibit 1. Traffic-Signal-Controlled Intersections: (a) SH 121 Northbound (NB) Frontage Road (FR) and Freeport Parkway (b) SH 121 Southbound (SB) Frontage Road (FR) and Freeport Parkway STOP-Sign-Controlled Intersections: (c) Freeport Parkway and Northwest Drive* (d) Freeport Parkway and Site Driveway 1 * proposed future traffic signal (previous TIA) Roadway Links: (A) Freeport Parkway between SH 121 and Northwest Drive  Existing operation and cross-section: six lanes, two-way operation, median-divided  City of Coppell Thoroughfare Plan Designation: Boulevard  Posted Speed Limit: 40 MPH (B) SH 121 NB FR, east of Freeport Parkway  Existing operation and cross-section: three lanes, one-way operation  City of Coppell Thoroughfare Plan Designation: freeway (C) Northwest Drive, east of Freeport Parkway  Existing operation and cross-section: two lanes, two-way operation, median-divided  City of Coppell Thoroughfare Plan Designation: none (local street) April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 4 TRAFFIC IMPACT ANALYSIS The following is a description of the analyses performed as part of this Traffic Impact Analysis. Approach The TIA presented in this report analyzed the operational conditions of the study area intersections for the relevant peak hours using standardized analytical methodologies, where applicable. Pending modifications described above, actual traffic volumes represent background traffic conditions with no site-related traffic included. Then, traffic generated by the proposed development was calculated using the industry-standard four-step approach of trip generation, mode split, trip distribution, and traffic assignment. By adding the site-generated traffic to the background traffic, the resulting site-plus-background operational conditions were re-analyzed in order to measure the “impact” created by the Project. For any scenario, where appropriate, the Engineer considered and may recommend measures to mitigate undue operational conditions. Recommendations may be unrelated to impact of the Project. However, any recommendations provided by the Engineer are for the consideration of the Approving Agency who may or may not accept the recommendations. Recommendations provided by the Engineer are not intended to assign or imply a mandate nor financial responsibility as such decisions are for the Approving Agency and Applicant to resolve. Background Traffic Volume Data As described above, in order to maximize consistency, this study used traffic volumes obtained from a previously-approved TIA for development located across Freeport Parkway from the subject site. The projected full buildout volumes (2024) from that study were used as the background conditions for this analysis. PK recreated those volumes, which are graphically summarized in Appendix A. Site-Related Traffic Trip Generation and Mode Split Trip generation is calculated in terms of “trip ends” – a trip end is a one-way vehicular trip entering or exiting a site driveway (i.e., a single vehicle entering and exiting a site represents two trip ends). Trip generation for this Project was calculated using the Institute of Transportation Engineers (ITE) Trip Generation manual (10th Edition). ITE Trip Generation is a compilation of actual, vehicular traffic volume generation data and statistics by land use as collected over several decades by creditable sources across the country. Using the ITE equations and rates is an accepted methodology to calculate the projected site-generated traffic volumes for many land uses (though engineering judgment is strongly advised). The base trip generation data from ITE generally reflect average conditions for a standalone use on a typical day. However, in some cases, the Engineer may judge that other factors may be of sufficient significance to warrant adjusting the base April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 5 ITE calculations in order to more accurately reflect Project-specific conditions. For this analysis no adjustments to the base ITE data were applied. “Mode split” refers to the consideration of all modes of transportation. Typically, the majority of trips occur by passenger vehicles such as personal autos and ridesharing services. But, some alternative modes—such as travel by public transit, bicycle, and walking—do not generate additional vehicle trips. The default trip generation data from ITE is summarized in vehicular trip ends and incorporate “typical” mode split characteristics. However, when travel by alternative mode has the potential to be greater than normal, a reduction in the number of vehicular trip volume may be warranted. For this analysis no additional mode split adjustments to the base ITE data were applied. Table 1 provides a summary of the calculated trip ends generated by the project. Supplemental information used in the trip generation calculations is provided in Appendix B. Table 1. Projected Trip Generation Summary SCENARIO DAILY TRIP ENDS (WEEKDAY) AM PEAK HOUR TRIP ENDS (ADJACENT STREET PEAK) PM PEAK HOUR TRIP ENDS (ADJACENT STREET PEAK) Total (In/Out) Total (In/Out) Proposed Uses 1,808 215 (185/30) 213 (34/179) Trip Distribution and Assignment The distribution and assignment of site-generated trip ends to the surrounding roadway system is determined by proportionally estimating the orientation of travel via various travel routes. This is a subjective exercise based upon professional judgment considering such factors as directional characteristics of existing local traffic, trip attributes (e.g., trip purpose, trip length, travel time, etc.), roadway features (e.g., capacity, operational conditions, character of environment), regional demographics, etc. For this study, the distribution of site-generated traffic was derived from the assumptions from the previously-approved TIA. Then, site traffic was assigned to the most convenient driveway(s) for the respective orientation. Detailed trip distribution and traffic assignment calculations and results are summarized in Appendix B. Site-Generated Traffic Volumes Site-generated traffic is calculated by multiplying the trip generation value (from Table 1) by the corresponding traffic assignments (from Appendix B). The resulting cumulative peak period site-generated traffic volumes at buildout of the Project are graphically summarized in Appendix A. April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 6 Traffic Operational Analysis ¾ Roadway Intersections Description The level of performance of civil infrastructure 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 over a 60-minute period 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 the efficiency using a letter grade 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 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 in urban conditions; LOS E indicates a facility or maneuver is approaching capacity, while LOS F is theoretically an over-capacity condition. On highly-utilized transportation facilities, brief periods of LOS E or F conditions are not uncommon for during peak periods. In some cases measures to increase capacity, either through operational changes and/or physical improvements, can be identified to improve 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. NOTE: The HCM unsignalized intersection analysis methodology was developed and calibrated for low- to-moderate volume intersections. When applied to intersections with one or more high-volume or high- capacity approaches, the analyses often reflect poor results (i.e., low Level of Service). However, the actual delay/operational conditions are typical of similar locations and do not necessarily represent unique conditions. Low-performing, high-volume, unsignalized intersections cannot be analytically mitigated unless a traffic signal is installed. (Traffic signal installation is subject to a detailed analysis of established criteria AND approval of the responsible agency. Neither Level of Service nor vehicle delay is a warrant 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. April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 7 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 during peak periods with and without site-related traffic. Appendix A provides exhibits summarizing the following: · Projected Background traffic volumes at the Site Buildout Year during study peak hours · Projected Site-Generated traffic volumes during study peak hours · Projected Background-plus-Site-Generated traffic volumes at the Site Buildout Year during study peak hours A summary of the existing intersection/roadway geometry and traffic control devices is also graphically summarized in Appendix A. Summary of Results Intersection capacity analyses presented in this study were performed using the Synchro software package. Table 3 and Table 4 provide a summary of the peak period intersection operational conditions under the analysis conditions presented previously. Detailed software output is provided in Appendix C. NOTE: Traffic signal operational parameters used in this analysis were based upon field observations conducted by PK. [NOTE: The results differ from those of the previously-approved TIA as a result of differences in signal timing used in that study.] 4/19/2021 Pacheco Koch AM PM AM PM AM PM Freeport Parkway D B D B D B @ SH 121 SBFR (36.4) (17.3) (48.2) (19.6) (52.0) (20.0) Freeport Parkway B C B C D C @ SH 121 NBFR (13.8) (23.8) (16.8) (32.6) (38.2) (32.8) Freeport Parkway - - - - A A @ Northwestern Drive1 (2.8) (9.0) AM PM AM PM AM PM Freeport Parkway NB*E E F F F F @ Northwestern Drive (38.1) (42.5) (59.5) (77.4) (65.8) (>100) EBL A A A A B B (9.7) (19.8) (9.9) (22.4) (10.3) (22.9) WBL C A A B B B (19.5) (0.0) (24.3) (10.9) (24.3) (10.9) SB B D B E B F (11.1) (27.0) (11.6) (35.2) (13.9) >100 NB ----F F (65.8) (>100) EBL ----B B (10.3) (22.9) WBL ----B B (24.3) (10.9) SB - - - -B D (13.3) (47.6) Freeport Parkway SB - - - - A A @ Driveway 1 (9.1) (9.7) Northwestern Drive NBL - - - - A A @ Driveway 2 (7.3) (7.2) EB - - - - A A (8.4) (8.5) SH 121 NBFR WB - - - - A A @ Driveway 3 (9.4) (9.0) KEY : A, B, C, D, E, F = Level-of-Service (##.#) = Average Seconds of Delay Per Vehicle NB-, SB-, EB-, WB- = intersection approach -L, -T, -R = Left, Through, Right turning movement AM = AM Peak Hour of Adjacent Street PM = PM Peak Hour of Adjacent Street IMPROVEMENTS SUMMARY : (Signalized Intersections) INTERSECTION EXISTING CONDITIONS* BACKGROUND CONDITIONS* BUILDOUT CONDITIONS INTERSECTION EXISTING CONDITIONS* BACKGROUND CONDITIONS* BUILDOUT CONDITIONS * Traffic volumes obtained from previously- approved TIA (Lee Engineering). Table 3. Peak Hour Intersection Capacity Analysis Results Summary 1 - (Hypothetical) Install Traffic Signal 2 - Add SB right-turn lane. TRAFFIC MANEUVER (Unsignalized Intersections) NOTE: Traffic signal operational parameters used in this analysis were based upon actual traffic signal operational characteristics observed in the field at the time of data collection. Table 4. Peak Hour Intersection Capacity Analysis Results Summary w/ Improvement 2 Traffic Impact Analysis Varispace Coppell Page 8 April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 9 SITE ACCESS REVIEW Deceleration Lane Analysis The proposed sire driveway on the SH 121 frontage road is subject to TxDOT guidelines for providing right-turn deceleration auxiliary lanes. Those TxDOT criteria are outlined in Table 2-3 of the Access Management Manual and are summarized below. Posted Speed Limit Peak Right Turn Volume Entering Driveway < 45 MPH > 60 vehicles/hour > 45 MPH > 50 vehicles/hour The posted speed limit on the SH 121 frontage road is 40 MPH, therefore the right turn volume threshold requiring a deceleration lane is 50 turns per hour. A summary of the right-turn deceleration analysis is summarized in Table 5. Table 5. Deceleration Lane Analysis Summary PROPOSED DRIVEWAY PROJECTED HOURLY RIGHT- TURN VOLUME (AM PEAK HOUR) TXDOT VOLUME THRESHOLD (Veh./Hour) LANE REQUIRED? Site Driveway on SH 121 NB Frontage Road 139 50 Yes Based on the projected site-generated traffic volumes, a right-turn deceleration lane is required at the proposed driveway on the SH 121 Northbound Frontage Road. SUMMARY OF FINDINGS AND RECOMMENDATIONS NOTE: Recommendations presented in this report reflect the opinion of Pacheco Koch based solely upon technical analysis and professional judgment but are not intended to infer mandates or funding responsibility. Any proposed improvements in the public right-of-way are subject to approval of the responsible agency(-ies). Should the approving agency determine that any off-site improvements are required for approval of the Project, legal precedents apply with regard to jurisdiction and funding allocation. The following findings and, if applicable, recommendations were based upon an analysis of the anticipated traffic impact generated by the proposed development scenario outlined in the Project Description section of this report. FINDING: The proposed Varispace office development studied in this report is projected to generated approximately 1,800 vehicle trip ends per day, April 19, 2021 Traffic Impact Analysis Varispace Coppell Page 10 including approximately 215 trip ends during both the AM and PM peak hours of adjacent street traffic. FINDING: During traditional AM and PM peak hours, the interchange of SH 121 and Freeport Parkway is heavily utilized. The signalized intersections operate efficiently but near capacity. The addition of traffic generated by the proposed development will slightly increase average delays but will not significantly change the overall peak hour traffic operations.  RECOMMENDATION: According to the projected driveway volumes, the proposed site driveway on the SH 121 Northbound Frontage Road will require a right-turn deceleration lane. Therefore, construction of a right- turn deceleration lane at the site driveway is recommended. FINDING: According to the previous Traffic Impact Analysis (performed in by Lee Engineering) for the development located across Freeport Parkway from the subject site, it was suggested that installation of a traffic signal at the intersection of Freeport Parkway and Northwestern Drive would improve traffic operations at the intersection and should be considered as development of the subject site matures.  RECOMMENDATION: While a traffic signal at the intersection of Freeport Parkway and Northwestern Drive would improve traffic operations, the traffic signal would require careful signal timing in order to coordinate with the SH 121 interchange due to the proximity of the signals. In lieu of installing a traffic signal at the Northwestern intersection, PK recommends widening of the northeast leg of Northwestern Drive to create two approach lanes for separation of left- and right-turn maneuvers. This improvement would best serve an existing heavy right-turn maneuver from Northwestern Drive onto Freeport Parkway that occurs during the PM peak hour by avoiding delays caused by left-turn maneuvers. (Motorists on the opposing side of Freeport Parkway can use alternate routes to avoid left-turn maneuvers if desired.) END OF MEMO Appendix A. Traffic Volume Exhibits Appendix A1 - Road Geometry North ^ Not to Scale 2322-20.692 04/19/2021 SMN Pacheco KochSH 121 SBFR F r e e p o rt P a rk w a y SH 121 SBFR SH 121 NBFRNorthwestern Drive Fre e p ort P ark w a y Driveway 1 Driveway 2 D riv e w a y 3 Canyon Drive SH 121 NBFRSH 121 NBFR RampNorthwestern Drive Appendix A1 - Existing AMNorth ^Not to Scale2322-20.69204/18/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 103472658404SH 121 SBFR 4691397345SH 121 NBFR3092002354991133184125Northwestern Drive 01175126720Freeport Parkway 1270230350 0 00Canyon Drive 0000SH 121 NBFR00SH 121 NBFR RampNorthwestern Drive Appendix A2 - Existing AMNorth ^Not to Scale2322-20.69204/18/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 103472658404SH 121 SBFR 4691397345SH 121 NBFR3092002354991133184125Northwestern Drive 01175126720Freeport Parkway 1270230350 0 00Canyon Drive 0000SH 121 NBFR00SH 121 NBFR RampNorthwestern Drive Appendix A3 - Existing PMNorth ^Not to Scale2322-20.69204/18/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 5543461341216SH 121 SBFR 136437539SH 121 NBFR391249182394319951490Northwestern Drive 1111184565Freeport Parkway 012444201540 0 00Canyon Drive 0000SH 121 NBFR00SH 121 NBFR RampNorthwestern Drive Appendix A4 - Background AM North ^ Not to Scale 2322-20.692 04/18/2021 SMN Pacheco KochSH 121 SBFR F r e e p o rt P a rk w a y 1 1 4 57 9 3 6 6 4 4 6 SH 121 SBFR 5411527377SH 121 NBFR3412242615 4 5 1 2 8 1 204 141 Northwestern Drive 815821385 65 Fre e p ort P ark w a y 16 295 23038 000 0 Canyon Drive 0 0 00SH 121 NBFR100SH 121 NBFR RampNorthwestern Drive Appendix A5 - Background PM North ^ Not to Scale 2322-20.692 04/18/2021 SMN Pacheco KochSH 121 SBFR F r e e p o rt P a rk w a y 1 1 4 57 9 3 6 6 4 4 6 SH 121 SBFR 5411527377SH 121 NBFR3412242615 4 5 1 2 8 1 204 141 Northwestern Drive 815821385 65 Fre e p ort P ark w a y 16 295 23038 000 0 Canyon Drive 0 0 00SH 121 NBFR100SH 121 NBFR RampNorthwestern Drive Appendix A6 - Site Generated AM North ^ Not to Scale 2322-20.692 04/18/2021 SMN Pacheco KochSH 121 SBFR F r e e p o rt P a rk w a y 2 8 0 1 4 5 SH 121 SBFR 4600SH 121 NBFR07496 5 9 18 6 Northwestern Drive 00019 0 0 Fre e p ort P ark w a y 0 19 950619 6 19 Driveway 1 18280Driveway 2 0 11 000139D riv e w a y 3 2 000 0 Canyon Drive 0 0 20SH 121 NBFR6139SH 121 NBFR RampNorthwestern Drive Appendix A7 - Site Generated PMNorth ^Not to Scale2322-20.69204/18/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 508127SH 121 SBFR 900SH 121 NBFR014212210736Northwestern Drive 000300Freeport Parkway 032270363363Driveway 1 10750Driveway 2 0630 0 026Driveway 390000Canyon Drive 0090SH 121 NBFR3626SH 121 NBFR RampNorthwestern Drive Appendix A8 - Buildout AMNorth ^Not to Scale2322-20.69204/18/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 117279380450SH 121 SBFR 5871527377SH 121 NBFR3412982716101291222147Northwestern Drive 815100138565Freeport Parkway 16314118044621419Driveway 1 18280Driveway 2 0110 0 0139Driveway 320000Canyon Drive 0020SH 121 NBFR16139SH 121 NBFR RampNorthwestern Drive Appendix A9 - Buildout PMNorth ^Not to Scale2322-20.69204/19/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 6203782321374SH 121 SBFR 173478589SH 121 NBFR4433052074423761156582Northwestern Drive 321172350128Freeport Parkway 101363629020426563Driveway 1 10750Driveway 2 0630 0 026Driveway 390000Canyon Drive 0090SH 121 NBFR6626SH 121 NBFR RampNorthwestern Drive Appendix A10 - Buildout Improvements AMNorth ^Not to Scale2322-20.69204/19/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 117279380450SH 121 SBFR 5871527377SH 121 NBFR3412982716101291222147Northwestern Drive 815100138565Freeport Parkway 16314118044621419Driveway 1 18280Driveway 2 0110 0 0139Driveway 320000Canyon Drive 0020SH 121 NBFR16139SH 121 NBFR RampNorthwestern Drive Appendix A11 - Buildout Improvements PMNorth ^Not to Scale2322-20.69204/19/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 6203782321374SH 121 SBFR 173478589SH 121 NBFR4433052074423761156582Northwestern Drive 321172350128Freeport Parkway 101363629020426563Driveway 1 10750Driveway 2 0630 0 026Driveway 390000Canyon Drive 0090SH 121 NBFR6626SH 121 NBFR RampNorthwestern Drive Appendix A12 - Buildout Improvements AMNorth ^Not to Scale2322-20.69204/19/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 117279380450SH 121 SBFR 5871527377SH 121 NBFR3412982716101291222147Northwestern Drive 815100138565Freeport Parkway 16314118044621419Driveway 1 18280Driveway 2 0110 0 0139Driveway 320000Canyon Drive 0020SH 121 NBFR16139SH 121 NBFR RampNorthwestern Drive Appendix A13 - Buildout Improvements PMNorth ^Not to Scale2322-20.69204/19/2021SMNPacheco KochSH 121 SBFR Freeport Parkway 6203782321374SH 121 SBFR 173478589SH 121 NBFR4433052074423761156582Northwestern Drive 321172350128Freeport Parkway 101363629020426563Driveway 1 10750Driveway 2 0630 0 026Driveway 390000Canyon Drive 0090SH 121 NBFR6626SH 121 NBFR RampNorthwestern Drive Appendix B. Site-Generated Traffic Supplement [NOTE: Information obtained from Traffic Impact Analysis for QT 1964, Coppell, Texas - July 2019; report provided by City of Coppell] Appendix C. Detailed Intersection Capacity Analysis Results Trip Generation SummaryOpen Date:Analysis Date:4/13/20214/13/2021Project: 2322-20.692Alternative: Alternative 1Phase:ITE Land UseEnter Exit Enter ExitEnter ExitTotalTotal Total***Weekday Average Daily TripsWeekday AM Peak Hour ofAdjacent Street TrafficWeekday PM Peak Hour ofAdjacent Street Traffic710 OFFICE185.641000 Sq. Ft. GFA904 904 1808 185 30 215 34 179 213Unadjusted Volume904 904 1808 185 30 215 34 179 213Internal Capture Trips0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0904 904 1808 185 30 215 34 179 213Pass-By TripsVolume Added to Adjacent StreetsTotal Weekday Average Daily Trips Internal Capture = 0 PercentTotal Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentTotal Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentP. 1TRIP GENERATION 10, TRAFFICWARE, LLCSource: Institute of Transportation Engineers, Trip Generation Manual 10th Edition- Custom rate used for selected time period.* Appendix D. Site Access Review Supplement 1: SH 121 SBFR & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 0 1034 726 58 404 0 0 0 0 469 1397 345Future Volume (vph) 0 1034 726 58 404 0 0 0 0 469 1397 345Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 1124 789 63 439 0 0 0 0 510 1518 375Shared Lane Traffic (%)Lane Group Flow (vph) 0 1124 789 63 439 0 0 0 0 510 1518 375Turn Type NA Perm pm+pt NA Split NA PermProtected Phases 2 1 1 2 4 12 4 12Permitted Phases 2 1 24 12Detector Phase 2 2 1 1 2 4 12 4 12 4 12Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 9.5Total Split (s) 28.5 28.5 15.0Total Split (%) 37.5% 37.5% 19.7%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead LagLead-Lag Optimize? Yes Yes YesRecall Mode None None NoneAct Effct Green (s) 24.0 24.0 34.0 38.5 28.0 28.0 28.0Actuated g/C Ratio 0.32 0.32 0.45 0.51 0.37 0.37 0.37v/c Ratio 0.55 1.18 0.19 0.17 0.78 0.81 0.46Control Delay 22.6 114.8 7.7 5.5 31.3 25.5 4.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.6 114.8 7.7 5.5 31.3 25.5 4.5LOS C F A AC C AApproach Delay 60.6 5.723.4Approach LOS E ACQueue Length 50th (ft) 126 ~370 11 28 209 231 4Queue Length 95th (ft) 159 #583 m24 40 #363 288 57Internal Link Dist (ft) 457 360 585 699Turn Bay Length (ft) 200200 200Base Capacity (vph) 2036 671 344 2564 656 1885 813Starvation Cap Reductn 0 0 0 00 0 0Spillback Cap Reductn 0 0 0 00 0 0Storage Cap Reductn 0 0 0 00 0 0Reduced v/c Ratio 0.55 1.18 0.18 0.17 0.78 0.81 0.46Intersection SummaryCycle Length: 76Actuated Cycle Length: 75.5Natural Cycle: 120Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.18Intersection Signal Delay: 36.4 Intersection LOS: D1: SH 121 SBFR & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 4 5 6 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 6.5 17.0 23.0 18.0 26.0 18.0Total Split (%) 9% 22% 30% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag Lead Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None Max None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary 1: SH 121 SBFR & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 3Intersection Capacity Utilization 87.4% ICU Level of Service EAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 1: SH 121 SBFR & Freeport Parkway 2: SH 121 NBFR & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 4Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 499 1133 0 0 184 125 309 200 235 0 0 0Future Volume (vph) 499 1133 0 0 184 125 309 200 235 0 0 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 542 1232 0 0 200 136 336 217 255 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 542 1232 0 0 200 136 336 217 255 0 0 0Turn Type pm+pt NA NA Perm Split NA PermProtected Phases 5 5 6 6 8 16 8 16Permitted Phases 5 66 8 16Detector Phase 5 5 6 6 6 8 16 8 16 8 16Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5Total Split (s) 17.0 23.0 23.0Total Split (%) 22.4% 30.3% 30.3%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lag Lead LeadLead-Lag Optimize? Yes Yes YesRecall Mode None Max MaxAct Effct Green (s) 34.9 39.4 18.5 18.5 27.1 27.1 27.1Actuated g/C Ratio 0.46 0.52 0.25 0.25 0.36 0.36 0.36v/c Ratio 0.82 0.46 0.13 0.25 0.53 0.12 0.38Control Delay 22.6 8.3 22.7 1.9 22.0 15.6 8.7Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 22.6 8.3 22.7 1.9 22.0 15.6 8.7LOS C A C A C B AApproach Delay 12.6 14.2 16.1Approach LOS B B BQueue Length 50th (ft) 198 69 21 0 122 24 33Queue Length 95th (ft) m#294 220 35 10 181 36 77Internal Link Dist (ft) 360 493 587 326Turn Bay Length (ft)200 200 200Base Capacity (vph) 665 2654 1569 550 716 2059 730Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.82 0.46 0.13 0.25 0.47 0.11 0.35Intersection SummaryCycle Length: 76Actuated Cycle Length: 75.5Natural Cycle: 120Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.18Intersection Signal Delay: 13.8 Intersection LOS: B 2: SH 121 NBFR & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 5Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 4 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 9.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 15.0 28.5 6.5 18.0 26.0 18.0Total Split (%) 20% 38% 9% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary2: SH 121 NBFR & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 6Intersection Capacity Utilization 87.4% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 2: SH 121 NBFR & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 0.7Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 75 1267 20 1 270 2 0 1 1 3 0 35Future Vol, veh/h 75 1267 20 1 270 2 0 1 1 3 0 35Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 82 1377 22 1 293 2 0 1 1 3 0 38 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 295 0 0 1399 0 0 1671 1849 700 1011 1859 148 Stage 1 - - - - - - 1552 1552 - 296 296 - Stage 2 - - - - - - 119 297 - 715 1563 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 844 - - 250 - - 101 74 327 252 73 741 Stage 1 - - - - - - 81 173 - 601 667 - Stage 2 - - - - - - 803 666 - 353 171 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 844 - - 250 - - 88 67 327 229 66 741Mov Cap-2 Maneuver - - - - - - 88 67 - 229 66 - Stage 1 - - - - - - 73 156 - 543 664 - Stage 2 - - - - - - 759 663 - 315 154 - Approach EB WB NB SBHCM Control Delay, s 0.5 0.1 38.1 11.1HCM LOSE B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1Capacity (veh/h) 111 844 - - 250 - - 630HCM Lane V/C Ratio 0.02 0.097 - - 0.004 - - 0.066HCM Control Delay (s) 38.1 9.7 - - 19.5 - - 11.1HCM Lane LOS E A - - C - - BHCM 95th %tile Q(veh) 0.1 0.3 - - 0 - - 0.27: Northwestern Drive & Canyon Drive Existing 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 0Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 1 0 2 1 Stage 1 - - - - 1 - Stage 2 - - - - 1 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1622 - 1021 1084 Stage 1 - - - - 1022 - Stage 2 - - - - 1022 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1622 - 1021 1084Mov Cap-2 Maneuver - - - - 1021 - Stage 1 - - - - 1022 - Stage 2 - - - - 1022 - Approach EB WB NBHCM Control Delay, s 0 0 0HCM LOSA Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBTCapacity (veh/h) - - - 1622 -HCM Lane V/C Ratio - - - - -HCM Control Delay (s) 0 - - 0 -HCM Lane LOS A - - A -HCM 95th %tile Q(veh) - - - 0 - 8: SH 121 NBFRExisting 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 3IntersectionInt Delay, s/veh -Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - - - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 0 0 - Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 - - 0 Stage 1 0 - - 0 Stage 2 0 - - 0Platoon blocked, % -Mov Cap-1 Maneuver - - - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 0 0HCM LOS A Minor Lane/Major Mvmt NBTWBLn1Capacity (veh/h) - -HCM Lane V/C Ratio - -HCM Control Delay (s) - 0HCM Lane LOS - AHCM 95th %tile Q(veh) - - 1: SH 121 SBFR & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 0 554 346 134 1216 0 0 0 0 136 437 539Future Volume (vph) 0 554 346 134 1216 0 0 0 0 136 437 539Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 602 376 146 1322 0 0 0 0 148 475 586Shared Lane Traffic (%)Lane Group Flow (vph) 0 602 376 146 1322 0 0 0 0 148 475 586Turn Type NA Perm pm+pt NA Split NA PermProtected Phases 2 1 1 2 4 12 4 12Permitted Phases 2 1 24 12Detector Phase 2 2 1 1 2 4 12 4 12 4 12Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 9.5Total Split (s) 28.5 28.5 15.0Total Split (%) 37.5% 37.5% 19.7%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead LagLead-Lag Optimize? Yes Yes YesRecall Mode None None NoneAct Effct Green (s) 23.8 23.8 35.0 39.5 27.3 27.3 27.3Actuated g/C Ratio 0.31 0.31 0.46 0.52 0.36 0.36 0.36v/c Ratio 0.30 0.53 0.30 0.50 0.23 0.26 0.88Control Delay 20.2 7.5 9.8 12.5 17.9 17.4 33.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.2 7.5 9.8 12.5 17.9 17.4 33.4LOS C A A BB B CApproach Delay 15.3 12.225.2Approach LOS B BCQueue Length 50th (ft) 61 20 51 186 47 56 192Queue Length 95th (ft) 84 87 m84 230 88 79 #387Internal Link Dist (ft) 457 360 585 699Turn Bay Length (ft) 200200 200Base Capacity (vph) 2029 716 483 2661 654 1878 680Starvation Cap Reductn 0 0 0 00 0 0Spillback Cap Reductn 0 0 0 00 0 0Storage Cap Reductn 0 0 0 00 0 0Reduced v/c Ratio 0.30 0.53 0.30 0.50 0.23 0.25 0.86Intersection SummaryCycle Length: 76Actuated Cycle Length: 75.8Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.96Intersection Signal Delay: 17.3 Intersection LOS: B1: SH 121 SBFR & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 4 5 6 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 6.5 17.0 23.0 18.0 26.0 18.0Total Split (%) 9% 22% 30% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag Lead Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None Max None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary 1: SH 121 SBFR & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 3Intersection Capacity Utilization 85.1% ICU Level of Service EAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 1: SH 121 SBFR & Freeport Parkway 2: SH 121 NBFR & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 4Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 394 319 0 0 951 490 391 249 182 0 0 0Future Volume (vph) 394 319 0 0 951 490 391 249 182 0 0 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 428 347 0 0 1034 533 425 271 198 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 428 347 0 0 1034 533 425 271 198 0 0 0Turn Type pm+pt NA NA Perm Split NA PermProtected Phases 5 5 6 6 8 16 8 16Permitted Phases 5 66 8 16Detector Phase 5 5 6 6 6 8 16 8 16 8 16Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5Total Split (s) 17.0 23.0 23.0Total Split (%) 22.4% 30.3% 30.3%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lag Lead LeadLead-Lag Optimize? Yes Yes YesRecall Mode None Max MaxAct Effct Green (s) 33.4 37.9 18.5 18.5 28.9 28.9 28.9Actuated g/C Ratio 0.44 0.50 0.24 0.24 0.38 0.38 0.38v/c Ratio 0.96 0.14 0.66 0.80 0.63 0.14 0.27Control Delay 50.0 4.8 28.3 19.0 23.5 15.0 3.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 50.0 4.8 28.3 19.0 23.5 15.0 3.4LOS D A C B C B AApproach Delay 29.8 25.1 16.5Approach LOS C C BQueue Length 50th (ft) ~175 26 128 64 153 28 0Queue Length 95th (ft) #359 52 162 #234 238 43 36Internal Link Dist (ft) 360 493 587 326Turn Bay Length (ft)200 200 200Base Capacity (vph) 446 2544 1564 668 735 2113 774Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.96 0.14 0.66 0.80 0.58 0.13 0.26Intersection SummaryCycle Length: 76Actuated Cycle Length: 75.8Natural Cycle: 90Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.96Intersection Signal Delay: 23.8 Intersection LOS: C 2: SH 121 NBFR & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 5Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 4 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 9.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 15.0 28.5 6.5 18.0 26.0 18.0Total Split (%) 20% 38% 9% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary2: SH 121 NBFR & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 6Intersection Capacity Utilization 85.1% ICU Level of Service EAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.Splits and Phases: 2: SH 121 NBFR & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 2.7Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 18 456 5 0 1244 4 11 1 1 2 0 154Future Vol, veh/h 18 456 5 0 1244 4 11 1 1 2 0 154Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 20 496 5 0 1352 4 12 1 1 2 0 167 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 1356 0 0 501 0 0 1080 1895 251 1593 1895 678 Stage 1 - - - - - - 539 539 - 1354 1354 - Stage 2 - - - - - - 541 1356 - 239 541 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 262 - - 677 - - 229 69 638 113 69 338 Stage 1 - - - - - - 412 520 - 112 216 - Stage 2 - - - - - - 450 216 - 682 519 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 262 - - 677 - - 109 64 638 105 64 338Mov Cap-2 Maneuver - - - - - - 109 64 - 105 64 - Stage 1 - - - - - - 381 480 - 103 216 - Stage 2 - - - - - - 227 216 - 627 480 - Approach EB WB NB SBHCM Control Delay, s 0.7 0 42.5 27HCM LOSE D Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1Capacity (veh/h) 110 262 - - 677 - - 329HCM Lane V/C Ratio 0.128 0.075 - - - - - 0.515HCM Control Delay (s) 42.5 19.8 - - 0 - - 27HCM Lane LOS E C - - A - - DHCM 95th %tile Q(veh) 0.4 0.2 - - 0 - - 2.87: Northwestern Drive & Canyon Drive Existing 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 0Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 1 0 2 1 Stage 1 - - - - 1 - Stage 2 - - - - 1 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1622 - 1021 1084 Stage 1 - - - - 1022 - Stage 2 - - - - 1022 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1622 - 1021 1084Mov Cap-2 Maneuver - - - - 1021 - Stage 1 - - - - 1022 - Stage 2 - - - - 1022 - Approach EB WB NBHCM Control Delay, s 0 0 0HCM LOSA Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBTCapacity (veh/h) - - - 1622 -HCM Lane V/C Ratio - - - - -HCM Control Delay (s) 0 - - 0 -HCM Lane LOS A - - A -HCM 95th %tile Q(veh) - - - 0 - 8: SH 121 NBFRExisting 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 3IntersectionInt Delay, s/veh -Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - - - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 0 0 - Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 - - 0 Stage 1 0 - - 0 Stage 2 0 - - 0Platoon blocked, % -Mov Cap-1 Maneuver - - - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 0 0HCM LOS A Minor Lane/Major Mvmt NBTWBLn1Capacity (veh/h) - -HCM Lane V/C Ratio - -HCM Control Delay (s) - 0HCM Lane LOS - AHCM 95th %tile Q(veh) - - 1: SH 121 SBFR & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 0 1145 793 66 446 0 0 0 0 541 1527 377Future Volume (vph) 0 1145 793 66 446 0 0 0 0 541 1527 377Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 1245 862 72 485 0 0 0 0 588 1660 410Shared Lane Traffic (%)Lane Group Flow (vph) 0 1245 862 72 485 0 0 0 0 588 1660 410Turn Type NA Perm pm+pt NA Split NA PermProtected Phases 2 1 1 2 4 12 4 12Permitted Phases 2 1 24 12Detector Phase 2 2 1 1 2 4 12 4 12 4 12Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 9.5Total Split (s) 28.5 28.5 15.0Total Split (%) 37.5% 37.5% 19.7%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead LagLead-Lag Optimize? Yes Yes YesRecall Mode None None NoneAct Effct Green (s) 24.0 24.0 34.2 38.7 28.0 28.0 28.0Actuated g/C Ratio 0.32 0.32 0.45 0.51 0.37 0.37 0.37v/c Ratio 0.61 1.31 0.21 0.19 0.90 0.88 0.52Control Delay 23.5 170.6 8.0 5.5 42.2 29.5 7.2Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.5 170.6 8.0 5.5 42.2 29.5 7.2LOS C F A AD C AApproach Delay 83.7 5.828.9Approach LOS F ACQueue Length 50th (ft) 143 ~456 13 32 257 263 28Queue Length 95th (ft) 178 #675 m26 44 #451 #336 96Internal Link Dist (ft) 457 360 585 699Turn Bay Length (ft) 200200 200Base Capacity (vph) 2031 659 343 2557 654 1880 787Starvation Cap Reductn 0 0 0 00 0 0Spillback Cap Reductn 0 0 0 00 0 0Storage Cap Reductn 0 0 0 00 0 0Reduced v/c Ratio 0.61 1.31 0.21 0.19 0.90 0.88 0.52Intersection SummaryCycle Length: 76Actuated Cycle Length: 75.7Natural Cycle: 120Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.31Intersection Signal Delay: 48.2 Intersection LOS: D1: SH 121 SBFR & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 4 5 6 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 6.5 17.0 23.0 18.0 26.0 18.0Total Split (%) 9% 22% 30% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag Lead Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None Max None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary 1: SH 121 SBFR & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 3Intersection Capacity Utilization 94.5% ICU Level of Service FAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 1: SH 121 SBFR & Freeport Parkway 2: SH 121 NBFR & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 4Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 545 1281 0 0 204 141 341 224 261 0 0 0Future Volume (vph) 545 1281 0 0 204 141 341 224 261 0 0 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 592 1392 0 0 222 153 371 243 284 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 592 1392 0 0 222 153 371 243 284 0 0 0Turn Type pm+pt NA NA Perm Split NA PermProtected Phases 5 5 6 6 8 16 8 16Permitted Phases 5 66 8 16Detector Phase 5 5 6 6 6 8 16 8 16 8 16Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5Total Split (s) 17.0 23.0 23.0Total Split (%) 22.4% 30.3% 30.3%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lag Lead LeadLead-Lag Optimize? Yes Yes YesRecall Mode None Max MaxAct Effct Green (s) 34.1 38.6 18.5 18.5 28.1 28.1 28.1Actuated g/C Ratio 0.45 0.51 0.24 0.24 0.37 0.37 0.37v/c Ratio 0.93 0.54 0.14 0.28 0.57 0.13 0.42Control Delay 35.0 10.0 22.8 2.6 22.2 15.2 9.5Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 35.0 10.0 22.8 2.6 22.2 15.2 9.5LOS D A C A C B AApproach Delay 17.5 14.6 16.3Approach LOS B B BQueue Length 50th (ft) 235 191 23 0 135 26 42Queue Length 95th (ft) m#329 m247 38 18 203 39 93Internal Link Dist (ft) 360 493 587 326Turn Bay Length (ft)200 200 200Base Capacity (vph) 638 2593 1565 549 714 2054 729Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 0.93 0.54 0.14 0.28 0.52 0.12 0.39Intersection SummaryCycle Length: 76Actuated Cycle Length: 75.7Natural Cycle: 120Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.31Intersection Signal Delay: 16.8 Intersection LOS: B 2: SH 121 NBFR & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 5Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 4 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 9.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 15.0 28.5 6.5 18.0 26.0 18.0Total Split (%) 20% 38% 9% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary2: SH 121 NBFR & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 6Intersection Capacity Utilization 94.5% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 2: SH 121 NBFR & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 1.3Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 82 1385 65 16 295 2 8 1 5 3 0 38Future Vol, veh/h 82 1385 65 16 295 2 8 1 5 3 0 38Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 89 1505 71 17 321 2 9 1 5 3 0 41 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 323 0 0 1576 0 0 1881 2076 788 1137 2110 162 Stage 1 - - - - - - 1719 1719 - 356 356 - Stage 2 - - - - - - 162 357 - 781 1754 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 819 - - 204 - - 75 53 287 212 50 726 Stage 1 - - - - - - 62 143 - 548 628 - Stage 2 - - - - - - 757 627 - 321 137 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 819 - - 204 - - 61 43 287 175 41 726Mov Cap-2 Maneuver - - - - - - 61 43 - 175 41 - Stage 1 - - - - - - 55 127 - 488 576 - Stage 2 - - - - - - 654 575 - 278 122 - Approach EB WB NB SBHCM Control Delay, s 0.5 1.2 59.5 11.6HCM LOSF B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1Capacity (veh/h) 81 819 - - 204 - - 590HCM Lane V/C Ratio 0.188 0.109 - - 0.085 - - 0.076HCM Control Delay (s) 59.5 9.9 - - 24.3 - - 11.6HCM Lane LOS F A - - C - - BHCM 95th %tile Q(veh) 0.6 0.4 - - 0.3 - - 0.27: Northwestern Drive & Canyon Drive Background 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 0Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 1 0 2 1 Stage 1 - - - - 1 - Stage 2 - - - - 1 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1622 - 1021 1084 Stage 1 - - - - 1022 - Stage 2 - - - - 1022 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1622 - 1021 1084Mov Cap-2 Maneuver - - - - 1021 - Stage 1 - - - - 1022 - Stage 2 - - - - 1022 - Approach EB WB NBHCM Control Delay, s 0 0 0HCM LOSA Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBTCapacity (veh/h) - - - 1622 -HCM Lane V/C Ratio - - - - -HCM Control Delay (s) 0 - - 0 -HCM Lane LOS A - - A -HCM 95th %tile Q(veh) - - - 0 - 8: SH 121 NBFRBackground 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 3IntersectionInt Delay, s/veh -Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - - - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 0 0 - Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 - - 0 Stage 1 0 - - 0 Stage 2 0 - - 0Platoon blocked, % -Mov Cap-1 Maneuver - - - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 0 0HCM LOS A Minor Lane/Major Mvmt NBTWBLn1Capacity (veh/h) - -HCM Lane V/C Ratio - -HCM Control Delay (s) - 0HCM Lane LOS - AHCM 95th %tile Q(veh) - - 1: SH 121 SBFR & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 0 615 378 152 1348 0 0 0 0 165 478 589Future Volume (vph) 0 615 378 152 1348 0 0 0 0 165 478 589Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 668 411 165 1465 0 0 0 0 179 520 640Shared Lane Traffic (%)Lane Group Flow (vph) 0 668 411 165 1465 0 0 0 0 179 520 640Turn Type NA Perm pm+pt NA Split NA PermProtected Phases 2 1 1 2 4 12 4 12Permitted Phases 2 1 24 12Detector Phase 2 2 1 1 2 4 12 4 12 4 12Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 9.5Total Split (s) 28.5 28.5 15.0Total Split (%) 37.5% 37.5% 19.7%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead LagLead-Lag Optimize? Yes Yes YesRecall Mode None None NoneAct Effct Green (s) 24.0 24.0 34.5 39.0 28.0 28.0 28.0Actuated g/C Ratio 0.32 0.32 0.45 0.51 0.37 0.37 0.37v/c Ratio 0.33 0.60 0.37 0.56 0.27 0.28 0.94Control Delay 20.4 11.6 10.0 13.1 18.3 17.4 43.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.4 11.6 10.0 13.1 18.3 17.4 43.3LOS C B A BB B DApproach Delay 17.1 12.829.9Approach LOS B BCQueue Length 50th (ft) 69 49 58 213 58 61 229Queue Length 95th (ft) 93 136 m85 254 104 86 #448Internal Link Dist (ft) 457 360 585 699Turn Bay Length (ft) 200200 200Base Capacity (vph) 2023 686 446 2609 652 1873 678Starvation Cap Reductn 0 0 0 00 0 0Spillback Cap Reductn 0 0 0 00 0 0Storage Cap Reductn 0 0 0 00 0 0Reduced v/c Ratio 0.33 0.60 0.37 0.56 0.27 0.28 0.94Intersection SummaryCycle Length: 76Actuated Cycle Length: 76Natural Cycle: 100Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.09Intersection Signal Delay: 19.6 Intersection LOS: B1: SH 121 SBFR & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 4 5 6 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 6.5 17.0 23.0 18.0 26.0 18.0Total Split (%) 9% 22% 30% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag Lead Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None Max None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary 1: SH 121 SBFR & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 3Intersection Capacity Utilization 93.5% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 1: SH 121 SBFR & Freeport Parkway 2: SH 121 NBFR & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 4Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 431 375 0 0 1048 546 443 292 206 0 0 0Future Volume (vph) 431 375 0 0 1048 546 443 292 206 0 0 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 468 408 0 0 1139 593 482 317 224 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 468 408 0 0 1139 593 482 317 224 0 0 0Turn Type pm+pt NA NA Perm Split NA PermProtected Phases 5 5 6 6 8 16 8 16Permitted Phases 5 66 8 16Detector Phase 5 5 6 6 6 8 16 8 16 8 16Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5Total Split (s) 17.0 23.0 23.0Total Split (%) 22.4% 30.3% 30.3%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lag Lead LeadLead-Lag Optimize? Yes Yes YesRecall Mode None Max MaxAct Effct Green (s) 32.7 37.2 18.5 18.5 29.8 29.8 29.8Actuated g/C Ratio 0.43 0.49 0.24 0.24 0.39 0.39 0.39v/c Ratio 1.09 0.16 0.73 0.94 0.70 0.16 0.30Control Delay 88.2 5.3 29.7 39.8 25.2 14.8 3.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 88.2 5.3 29.7 39.8 25.2 14.8 3.3LOS F A C D C B AApproach Delay 49.6 33.2 17.2Approach LOS D C BQueue Length 50th (ft) ~227 47 144 134 177 32 0Queue Length 95th (ft) #407 57 181 #344 280 50 38Internal Link Dist (ft) 360 493 587 326Turn Bay Length (ft)200 200 200Base Capacity (vph) 428 2490 1559 628 733 2107 787Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 1.09 0.16 0.73 0.94 0.66 0.15 0.28Intersection SummaryCycle Length: 76Actuated Cycle Length: 76Natural Cycle: 100Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.09Intersection Signal Delay: 32.6 Intersection LOS: C 2: SH 121 NBFR & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 5Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 4 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 9.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 15.0 28.5 6.5 18.0 26.0 18.0Total Split (%) 20% 38% 9% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary2: SH 121 NBFR & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 6Intersection Capacity Utilization 93.5% ICU Level of Service FAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.Splits and Phases: 2: SH 121 NBFR & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 4.9Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 20 501 28 10 1359 4 32 1 17 2 0 168Future Vol, veh/h 20 501 28 10 1359 4 32 1 17 2 0 168Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 22 545 30 11 1477 4 35 1 18 2 0 183 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 1481 0 0 575 0 0 1217 2107 288 1764 2120 741 Stage 1 - - - - - - 604 604 - 1501 1501 - Stage 2 - - - - - - 613 1503 - 263 619 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 228 - - 624 - - 190 51 604 89 50 308 Stage 1 - - - - - - 373 486 - 88 183 - Stage 2 - - - - - - 407 183 - 660 478 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 228 - - 624 - - 71 45 604 77 44 308Mov Cap-2 Maneuver - - - - - - 71 45 - 77 44 - Stage 1 - - - - - - 337 439 - 80 180 - Stage 2 - - - - - - 163 180 - 577 432 - Approach EB WB NB SBHCM Control Delay, s 0.8 0.1 77.4 35.2HCM LOSF E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1Capacity (veh/h) 100 228 - - 624 - - 297HCM Lane V/C Ratio 0.543 0.095 - - 0.017 - - 0.622HCM Control Delay (s) 77.4 22.4 - - 10.9 - - 35.2HCM Lane LOS F C - - B - - EHCM 95th %tile Q(veh) 2.5 0.3 - - 0.1 - - 3.97: Northwestern Drive & Canyon Drive Background 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 0Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - 0 -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Major1 Major2 Minor1Conflicting Flow All 0 0 1 0 2 1 Stage 1 - - - - 1 - Stage 2 - - - - 1 -Critical Hdwy - - 4.12 - 6.42 6.22Critical Hdwy Stg 1 - - - - 5.42 -Critical Hdwy Stg 2 - - - - 5.42 -Follow-up Hdwy - - 2.218 - 3.518 3.318Pot Cap-1 Maneuver - - 1622 - 1021 1084 Stage 1 - - - - 1022 - Stage 2 - - - - 1022 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - 1622 - 1021 1084Mov Cap-2 Maneuver - - - - 1021 - Stage 1 - - - - 1022 - Stage 2 - - - - 1022 - Approach EB WB NBHCM Control Delay, s 0 0 0HCM LOSA Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBTCapacity (veh/h) - - - 1622 -HCM Lane V/C Ratio - - - - -HCM Control Delay (s) 0 - - 0 -HCM Lane LOS A - - A -HCM 95th %tile Q(veh) - - - 0 - 8: SH 121 NBFRBackground 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 3IntersectionInt Delay, s/veh -Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 0 0 0 0 0Future Vol, veh/h 0 0 0 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - - - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 0 0 0 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 0 0 - Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 - - 0 Stage 1 0 - - 0 Stage 2 0 - - 0Platoon blocked, % -Mov Cap-1 Maneuver - - - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 0 0HCM LOS A Minor Lane/Major Mvmt NBTWBLn1Capacity (veh/h) - -HCM Lane V/C Ratio - -HCM Control Delay (s) - 0HCM Lane LOS - AHCM 95th %tile Q(veh) - - 1: SH 121 SBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 0 1172 793 80 450 0 0 0 0 587 1527 377Future Volume (vph) 0 1172 793 80 450 0 0 0 0 587 1527 377Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 200 200 0 0 0 0 200 200Storage Lanes 1 1 1 0 0 0 1 1Taper Length (ft) 90 90 90 90Right Turn on Red Yes Yes Yes YesLink Speed (mph) 30 30 30 30Link Distance (ft) 537 440 665 779Travel Time (s) 12.2 10.0 15.1 17.7Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 1274 862 87 489 0 0 0 0 638 1660 410Shared Lane Traffic (%)Lane Group Flow (vph) 0 1274 862 87 489 0 0 0 0 638 1660 410Turn Type NA Perm pm+pt NA Split NA PermProtected Phases 2 1 1 2 4 12 4 12Permitted Phases 2 1 24 12Detector Phase 2 2 1 1 2 4 12 4 12 4 12Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 9.5Total Split (s) 28.5 28.5 15.0Total Split (%) 37.5% 37.5% 19.7%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead LagLead-Lag Optimize? Yes Yes YesRecall Mode None None NoneAct Effct Green (s) 24.0 24.0 34.4 38.9 28.0 28.0 28.0Actuated g/C Ratio 0.32 0.32 0.45 0.51 0.37 0.37 0.37v/c Ratio 0.63 1.34 0.26 0.19 0.98 0.89 0.52Control Delay 23.8 185.2 8.9 5.8 56.3 29.7 7.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 23.8 185.2 8.9 5.8 56.3 29.7 7.4LOS C F A AE C AApproach Delay 89.0 6.332.6Approach LOS F ACQueue Length 50th (ft) 147 ~472 16 34 291 263 29Queue Length 95th (ft) 183 #690 m33 47 #506 #336 97Internal Link Dist (ft) 457 360 585 699Turn Bay Length (ft) 200200 200Base Capacity (vph) 2026 643 343 2552 653 1875 784Starvation Cap Reductn 0 0 0 00 0 0Spillback Cap Reductn 0 0 0 00 0 0Storage Cap Reductn 0 0 0 00 0 0Reduced v/c Ratio 0.63 1.34 0.25 0.19 0.98 0.89 0.521: SH 121 SBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Ideal Flow (vphpl)Storage Length (ft)Storage LanesTaper Length (ft)Right Turn on RedLink Speed (mph)Link Distance (ft)Travel Time (s)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 4 5 6 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 6.5 17.0 23.0 18.0 26.0 18.0Total Split (%) 9% 22% 30% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag Lead Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None Max None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio 1: SH 121 SBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 3Intersection SummaryArea Type: OtherCycle Length: 76Actuated Cycle Length: 75.9Natural Cycle: 120Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.34Intersection Signal Delay: 52.0 Intersection LOS: DIntersection Capacity Utilization 97.3% ICU Level of Service FAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 1: SH 121 SBFR & Freeport Parkway 2: SH 121 NBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 4Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 610 1291 0 0 222 147 341 298 271 0 0 0Future Volume (vph) 610 1291 0 0 222 147 341 298 271 0 0 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 200 200 200 200 0 0Storage Lanes 1 0 0 0 1 1 0 0Taper Length (ft) 90 90 90 90Right Turn on Red Yes Yes Yes YesLink Speed (mph) 30 30 30 30Link Distance (ft) 440 311 667 406Travel Time (s) 10.0 7.1 15.2 9.2Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 663 1403 0 0 241 160 371 324 295 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 663 1403 0 0 241 160 371 324 295 0 0 0Turn Type pm+pt NA NA Perm Split NA PermProtected Phases 5 5 6 6 8 16 8 16Permitted Phases 5 66 8 16Detector Phase 5 5 6 6 6 8 16 8 16 8 16Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5Total Split (s) 17.0 23.0 23.0Total Split (%) 22.4% 30.3% 30.3%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lag Lead LeadLead-Lag Optimize? Yes Yes YesRecall Mode None Max MaxAct Effct Green (s) 33.7 38.2 18.5 18.5 28.7 28.7 28.7Actuated g/C Ratio 0.44 0.50 0.24 0.24 0.38 0.38 0.38v/c Ratio 1.07 0.55 0.15 0.29 0.55 0.17 0.43Control Delay 69.3 10.5 22.9 3.0 21.8 15.4 9.8Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 69.3 10.5 22.9 3.0 21.8 15.4 9.8LOS E B C A C B AApproach Delay 29.4 15.0 16.1Approach LOS C B BQueue Length 50th (ft) ~303 196 26 0 135 36 46Queue Length 95th (ft) m#392 m239 41 22 203 51 98Internal Link Dist (ft) 360 231 587 326Turn Bay Length (ft)200 200 200Base Capacity (vph) 621 2559 1561 548 713 2049 728Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 1.07 0.55 0.15 0.29 0.52 0.16 0.41 2: SH 121 NBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 5Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Ideal Flow (vphpl)Storage Length (ft)Storage LanesTaper Length (ft)Right Turn on RedLink Speed (mph)Link Distance (ft)Travel Time (s)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 4 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 9.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 15.0 28.5 6.5 18.0 26.0 18.0Total Split (%) 20% 38% 9% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio2: SH 121 NBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 6Intersection SummaryArea Type: OtherCycle Length: 76Actuated Cycle Length: 75.9Natural Cycle: 120Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.34Intersection Signal Delay: 23.9 Intersection LOS: CIntersection Capacity Utilization 97.3% ICU Level of Service FAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 2: SH 121 NBFR & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 1.6Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 100 1385 65 16 314 11 8 1 5 8 0 44Future Vol, veh/h 100 1385 65 16 314 11 8 1 5 8 0 44Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 109 1505 71 17 341 12 9 1 5 9 0 48 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 353 0 0 1576 0 0 1929 2146 788 1202 2175 177 Stage 1 - - - - - - 1759 1759 - 381 381 - Stage 2 - - - - - - 170 387 - 821 1794 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 793 - - 204 - - 70 48 287 194 46 711 Stage 1 - - - - - - 58 137 - 527 612 - Stage 2 - - - - - - 749 608 - 304 131 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 793 - - 204 - - 55 38 287 156 36 711Mov Cap-2 Maneuver - - - - - - 55 38 - 156 36 - Stage 1 - - - - - - 50 118 - 455 561 - Stage 2 - - - - - - 640 558 - 255 113 - Approach EB WB NB SBHCM Control Delay, s 0.7 1.1 65.8 13.9HCM LOSF B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1Capacity (veh/h) 74 793 - - 204 - - 459HCM Lane V/C Ratio 0.206 0.137 - - 0.085 - - 0.123HCM Control Delay (s) 65.8 10.3 - - 24.3 - - 13.9HCM Lane LOS F B - - C - - BHCM 95th %tile Q(veh) 0.7 0.5 - - 0.3 - - 0.44: Freeport Parkway & Driveway 1 Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 1.4Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Vol, veh/h 0 62 14 19 0 18Future Vol, veh/h 0 62 14 19 0 18Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - - 0Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 67 15 21 0 20 Major/Minor Major1 Major2 Minor2Conflicting Flow All - 0 - 0 - 18 Stage 1 - - - - - - Stage 2 - - - - - -Critical Hdwy - - - - - 7.14Critical Hdwy Stg 1 - - - - - -Critical Hdwy Stg 2 - - - - - -Follow-up Hdwy - - - - - 3.92Pot Cap-1 Maneuver 0 - - - 0 895 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - - - - 895Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SBHCM Control Delay, s 0 0 9.1HCM LOSA Minor Lane/Major Mvmt EBT WBT WBRSBLn1Capacity (veh/h) - - - 895HCM Lane V/C Ratio - - - 0.022HCM Control Delay (s) - - - 9.1HCM Lane LOS - - - AHCM 95th %tile Q(veh) - - - 0.1 5: Northwestern Drive & Driveway 2 Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 3IntersectionInt Delay, s/veh 7.4Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Vol, veh/h 0 11 28 0 0 0Future Vol, veh/h 0 11 28 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 0 - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 12 30 0 0 0 Major/Minor Minor2 Major1 Major2Conflicting Flow All 61 1 1 0 - 0 Stage 1 1 - - - - - Stage 2 60 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 945 1084 1622 - - - Stage 1 1022 - - - - - Stage 2 963 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 928 1084 1622 - - -Mov Cap-2 Maneuver 928 - - - - - Stage 1 1004 - - - - - Stage 2 963 - - - - - Approach EB NB SBHCM Control Delay, s 8.4 7.3 0HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBRCapacity (veh/h) 1622 - - 1084 - -HCM Lane V/C Ratio 0.019 - - 0.011 - -HCM Control Delay (s) 7.3 0 0 8.4 - -HCM Lane LOS A A A A - -HCM 95th %tile Q(veh) 0.1 - - 0 - -6: SH 121 NBFR & Driveway 3Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 4IntersectionInt Delay, s/veh 0.1Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 2 0 139 0 0Future Vol, veh/h 0 2 0 139 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - - - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 2 0 151 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 76 0 0 Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 823 - - Stage 1 0 - - - Stage 2 0 - - -Platoon blocked, % - -Mov Cap-1 Maneuver - 823 - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 9.4 0HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1Capacity (veh/h) - - 823HCM Lane V/C Ratio - - 0.003HCM Control Delay (s) - - 9.4HCM Lane LOS - - AHCM 95th %tile Q(veh) - - 0 1: SH 121 SBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 0 620 378 232 1374 0 0 0 0 173 478 589Future Volume (vph) 0 620 378 232 1374 0 0 0 0 173 478 589Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 200 200 0 0 0 0 200 200Storage Lanes 1 1 1 0 0 0 1 1Taper Length (ft) 90 90 90 90Right Turn on Red Yes Yes Yes YesLink Speed (mph) 30 30 30 30Link Distance (ft) 537 440 665 779Travel Time (s) 12.2 10.0 15.1 17.7Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 0 674 411 252 1493 0 0 0 0 188 520 640Shared Lane Traffic (%)Lane Group Flow (vph) 0 674 411 252 1493 0 0 0 0 188 520 640Turn Type NA Perm pm+pt NA Split NA PermProtected Phases 2 1 1 2 4 12 4 12Permitted Phases 2 1 24 12Detector Phase 2 2 1 1 2 4 12 4 12 4 12Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 9.5Total Split (s) 28.5 28.5 15.0Total Split (%) 37.5% 37.5% 19.7%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lead Lead LagLead-Lag Optimize? Yes Yes YesRecall Mode None None NoneAct Effct Green (s) 24.0 24.0 34.5 39.0 28.0 28.0 28.0Actuated g/C Ratio 0.32 0.32 0.45 0.51 0.37 0.37 0.37v/c Ratio 0.33 0.64 0.57 0.57 0.29 0.28 0.94Control Delay 20.4 15.5 13.1 13.3 18.5 17.4 43.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 20.4 15.5 13.1 13.3 18.5 17.4 43.3LOS C B B BB B DApproach Delay 18.6 13.329.8Approach LOS B BCQueue Length 50th (ft) 70 73 95 226 61 61 229Queue Length 95th (ft) 93 169 m127 267 109 86 #448Internal Link Dist (ft) 457 360 585 699Turn Bay Length (ft) 200200 200Base Capacity (vph) 2023 646 445 2609 652 1873 678Starvation Cap Reductn 0 0 0 00 0 0Spillback Cap Reductn 0 0 0 00 0 0Storage Cap Reductn 0 0 0 00 0 0Reduced v/c Ratio 0.33 0.64 0.57 0.57 0.29 0.28 0.941: SH 121 SBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2Lane Group Ø4 Ø5 Ø6 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Ideal Flow (vphpl)Storage Length (ft)Storage LanesTaper Length (ft)Right Turn on RedLink Speed (mph)Link Distance (ft)Travel Time (s)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 4 5 6 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 6.5 17.0 23.0 18.0 26.0 18.0Total Split (%) 9% 22% 30% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag Lead Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None Max None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio 1: SH 121 SBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 3Intersection SummaryArea Type: OtherCycle Length: 76Actuated Cycle Length: 76Natural Cycle: 100Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.12Intersection Signal Delay: 20.0 Intersection LOS: BIntersection Capacity Utilization 96.3% ICU Level of Service FAnalysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstream signal.Splits and Phases: 1: SH 121 SBFR & Freeport Parkway 2: SH 121 NBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 4Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 442 376 0 0 1156 582 443 305 207 0 0 0Future Volume (vph) 442 376 0 0 1156 582 443 305 207 0 0 0Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 200 200 200 200 0 0Storage Lanes 1 0 0 0 1 1 0 0Taper Length (ft) 90 90 90 90Right Turn on Red Yes Yes Yes YesLink Speed (mph) 30 30 30 30Link Distance (ft) 440 311 667 406Travel Time (s) 10.0 7.1 15.2 9.2Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 480 409 0 0 1257 633 482 332 225 0 0 0Shared Lane Traffic (%)Lane Group Flow (vph) 480 409 0 0 1257 633 482 332 225 0 0 0Turn Type pm+pt NA NA Perm Split NA PermProtected Phases 5 5 6 6 8 16 8 16Permitted Phases 5 66 8 16Detector Phase 5 5 6 6 6 8 16 8 16 8 16Switch PhaseMinimum Initial (s) 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5Total Split (s) 17.0 23.0 23.0Total Split (%) 22.4% 30.3% 30.3%Yellow Time (s) 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5Lead/Lag Lag Lead LeadLead-Lag Optimize? Yes Yes YesRecall Mode None Max MaxAct Effct Green (s) 32.7 37.2 18.5 18.5 29.8 29.8 29.8Actuated g/C Ratio 0.43 0.49 0.24 0.24 0.39 0.39 0.39v/c Ratio 1.12 0.16 0.81 1.03 0.70 0.17 0.30Control Delay 98.0 5.3 31.9 61.2 25.2 14.9 3.3Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 98.0 5.3 31.9 61.2 25.2 14.9 3.3LOS F A C E C B AApproach Delay 55.3 41.7 17.1Approach LOS E D BQueue Length 50th (ft) ~240 45 162 ~189 177 34 0Queue Length 95th (ft) #422 55 202 #402 280 52 38Internal Link Dist (ft) 360 231 587 326Turn Bay Length (ft)200 200 200Base Capacity (vph) 428 2490 1559 616 733 2107 787Starvation Cap Reductn 0 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0 0Reduced v/c Ratio 1.12 0.16 0.81 1.03 0.66 0.16 0.29 2: SH 121 NBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 5Lane Group Ø1 Ø2 Ø4 Ø8 Ø12 Ø16Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Ideal Flow (vphpl)Storage Length (ft)Storage LanesTaper Length (ft)Right Turn on RedLink Speed (mph)Link Distance (ft)Travel Time (s)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases 1 2 4 8 12 16Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 9.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 15.0 28.5 6.5 18.0 26.0 18.0Total Split (%) 20% 38% 9% 24% 34% 24%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes Yes Yes YesRecall Mode None None None None None NoneAct Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c Ratio2: SH 121 NBFR & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 6Intersection SummaryArea Type: OtherCycle Length: 76Actuated Cycle Length: 76Natural Cycle: 100Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 1.12Intersection Signal Delay: 38.2 Intersection LOS: DIntersection Capacity Utilization 96.3% ICU Level of Service FAnalysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.Splits and Phases: 2: SH 121 NBFR & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 19.8Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 23 501 28 10 1363 6 32 1 17 29 0 204Future Vol, veh/h 23 501 28 10 1363 6 32 1 17 29 0 204Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 25 545 30 11 1482 7 35 1 18 32 0 222 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 1489 0 0 575 0 0 1225 2121 288 1777 2133 745 Stage 1 - - - - - - 610 610 - 1508 1508 - Stage 2 - - - - - - 615 1511 - 269 625 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 226 - - 624 - - 188 50 604 87 49 306 Stage 1 - - - - - - 369 483 - 87 182 - Stage 2 - - - - - - 406 181 - 655 475 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 226 - - 624 - - 47 44 604 75 43 306Mov Cap-2 Maneuver - - - - - - 47 44 - 75 43 - Stage 1 - - - - - - 328 429 - 77 179 - Stage 2 - - - - - - 110 178 - 563 422 - Approach EB WB NB SBHCM Control Delay, s 1 0.1 158 151.5HCM LOSF F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1Capacity (veh/h) 68 226 - - 624 - - 221HCM Lane V/C Ratio 0.799 0.111 - - 0.017 - - 1.146HCM Control Delay (s) 158 22.9 - - 10.9 - - 151.5HCM Lane LOS F C - - B - - FHCM 95th %tile Q(veh) 3.7 0.4 - - 0.1 - - 124: Freeport Parkway & Driveway 1 Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 5.4Movement EBL EBT WBT WBR SBL SBRLane ConfigurationsTraffic Vol, veh/h 0 26 56 3 0 107Future Vol, veh/h 0 26 56 3 0 107Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Free Free Free Free Stop StopRT Channelized - None - None - NoneStorage Length - - - - - 0Veh in Median Storage, # - 0 0 - 0 -Grade, % - 0 0 - 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 28 61 3 0 116 Major/Minor Major1 Major2 Minor2Conflicting Flow All - 0 - 0 - 32 Stage 1 - - - - - - Stage 2 - - - - - -Critical Hdwy - - - - - 7.14Critical Hdwy Stg 1 - - - - - -Critical Hdwy Stg 2 - - - - - -Follow-up Hdwy - - - - - 3.92Pot Cap-1 Maneuver 0 - - - 0 877 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 -Platoon blocked, % - - -Mov Cap-1 Maneuver - - - - - 877Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SBHCM Control Delay, s 0 0 9.7HCM LOSA Minor Lane/Major Mvmt EBT WBT WBRSBLn1Capacity (veh/h) - - - 877HCM Lane V/C Ratio - - - 0.133HCM Control Delay (s) - - - 9.7HCM Lane LOS - - - AHCM 95th %tile Q(veh) - - - 0.5 5: Northwestern Drive & Driveway 2 Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 3IntersectionInt Delay, s/veh 8.3Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Vol, veh/h 0 63 5 0 0 0Future Vol, veh/h 0 63 5 0 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Free FreeRT Channelized - None - None - NoneStorage Length 0 0 - - - -Veh in Median Storage, # 0 - - 0 0 -Grade, % 0 - - 0 0 -Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 68 5 0 0 0 Major/Minor Minor2 Major1 Major2Conflicting Flow All 11 1 1 0 - 0 Stage 1 1 - - - - - Stage 2 10 - - - - -Critical Hdwy 6.42 6.22 4.12 - - -Critical Hdwy Stg 1 5.42 - - - - -Critical Hdwy Stg 2 5.42 - - - - -Follow-up Hdwy 3.518 3.318 2.218 - - -Pot Cap-1 Maneuver 1009 1084 1622 - - - Stage 1 1022 - - - - - Stage 2 1013 - - - - -Platoon blocked, % - - -Mov Cap-1 Maneuver 1006 1084 1622 - - -Mov Cap-2 Maneuver 1006 - - - - - Stage 1 1019 - - - - - Stage 2 1013 - - - - - Approach EB NB SBHCM Control Delay, s 8.5 7.2 0HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBRCapacity (veh/h) 1622 - - 1084 - -HCM Lane V/C Ratio 0.003 - - 0.063 - -HCM Control Delay (s) 7.2 0 0 8.5 - -HCM Lane LOS A A A A - -HCM 95th %tile Q(veh) 0 - - 0.2 - -6: SH 121 NBFR & Driveway 3Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 4IntersectionInt Delay, s/veh 2.3Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 9 0 26 0 0Future Vol, veh/h 0 9 0 26 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - - - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 10 0 28 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 14 0 0 Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 900 - - Stage 1 0 - - - Stage 2 0 - - -Platoon blocked, % - -Mov Cap-1 Maneuver - 900 - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 9 0HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1Capacity (veh/h) - - 900HCM Lane V/C Ratio - - 0.011HCM Control Delay (s) - - 9HCM Lane LOS - - AHCM 95th %tile Q(veh) - - 0 3: Northwestern Drive & Freeport Parkway Improvements_Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 100 1385 65 16 314 11 8 1 5 8 0 44Future Volume (vph) 100 1385 65 16 314 11 8 1 5 8 0 44Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 100 100 200 0 0 0 0 0Storage Lanes 1 0 3 0 0 0 0 0Taper Length (ft) 90 90 90 90Right Turn on Red Yes Yes Yes YesLink Speed (mph) 30 30 30 30Link Distance (ft) 253 489 578 311Travel Time (s) 5.8 11.1 13.1 7.1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 109 1505 71 17 341 12 9 1 5 9 0 48Shared Lane Traffic (%)Lane Group Flow (vph) 109 1576 0 17 353 0 0 15 0 0 57 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 6 2 4 8Permitted Phases 6 2 4 8Detector Phase 6 6 2 2 4 4 8 8Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 23.0 23.0 23.0 23.0 61.0 61.0 61.0 61.0Total Split (%) 27.4% 27.4% 27.4% 27.4% 72.6% 72.6% 72.6% 72.6%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5Lead/LagLead-Lag Optimize?Recall Mode Min Min Min Min None None None NoneAct Effct Green (s) 33.1 33.1 33.1 33.1 6.0 6.0Actuated g/C Ratio 0.85 0.85 0.85 0.85 0.15 0.15v/c Ratio 0.13 0.37 0.07 0.08 0.05 0.21Control Delay 3.1 2.6 4.1 2.0 14.4 8.6Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 3.1 2.6 4.1 2.0 14.4 8.6LOS A A A A B AApproach Delay 2.7 2.1 14.4 8.6Approach LOS A A B AQueue Length 50th (ft) 0 0 0 0 3 2Queue Length 95th (ft) 23 82 7 16 12 20Internal Link Dist (ft) 173 409 498 231Turn Bay Length (ft) 100 200Base Capacity (vph) 838 4272 228 4280 1779 1553Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.13 0.37 0.07 0.08 0.01 0.043: Northwestern Drive & Freeport Parkway Improvements_Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 2Intersection SummaryArea Type: OtherCycle Length: 84Actuated Cycle Length: 39.1Natural Cycle: 45Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.37Intersection Signal Delay: 2.8 Intersection LOS: AIntersection Capacity Utilization 47.8% ICU Level of Service AAnalysis Period (min) 15Splits and Phases: 3: Northwestern Drive & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Improvements_Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (vph) 23 501 28 10 1363 6 32 1 17 29 0 204Future Volume (vph) 23 501 28 10 1363 6 32 1 17 29 0 204Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 100 100 200 0 0 0 0 0Storage Lanes 1 0 1 0 0 0 0 0Taper Length (ft) 90 90 90 90Right Turn on Red Yes Yes Yes YesLink Speed (mph) 30 30 30 30Link Distance (ft) 253 489 578 311Travel Time (s) 5.8 11.1 13.1 7.1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Adj. Flow (vph) 25 545 30 11 1482 7 35 1 18 32 0 222Shared Lane Traffic (%)Lane Group Flow (vph) 25 575 0 11 1489 0 0 54 0 0 254 0Turn Type Perm NA Perm NA Perm NA Perm NAProtected Phases 6 2 4 8Permitted Phases 6 2 4 8Detector Phase 6 6 2 2 4 4 8 8Switch PhaseMinimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5Total Split (s) 23.0 23.0 23.0 23.0 61.0 61.0 61.0 61.0Total Split (%) 27.4% 27.4% 27.4% 27.4% 72.6% 72.6% 72.6% 72.6%Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5Lead/LagLead-Lag Optimize?Recall Mode Min Min Min Min None None None NoneAct Effct Green (s) 20.2 20.2 20.2 20.2 11.0 11.0Actuated g/C Ratio 0.50 0.50 0.50 0.50 0.27 0.27v/c Ratio 0.14 0.23 0.03 0.58 0.13 0.57Control Delay 9.0 6.4 6.6 8.8 8.3 16.4Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0Total Delay 9.0 6.4 6.6 8.8 8.3 16.4LOS A A A A A BApproach Delay 6.5 8.8 8.3 16.4Approach LOS A A A BQueue Length 50th (ft) 3 22 1 73 6 41Queue Length 95th (ft) 15 45 7 132 22 88Internal Link Dist (ft) 173 409 498 231Turn Bay Length (ft) 100 200Base Capacity (vph) 184 2533 397 2547 1430 1574Starvation Cap Reductn 0 0 0 0 0 0Spillback Cap Reductn 0 0 0 0 0 0Storage Cap Reductn 0 0 0 0 0 0Reduced v/c Ratio 0.14 0.23 0.03 0.58 0.04 0.163: Northwestern Drive & Freeport Parkway Improvements_Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2Intersection SummaryArea Type: OtherCycle Length: 84Actuated Cycle Length: 40.3Natural Cycle: 45Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.58Intersection Signal Delay: 9.0 Intersection LOS: AIntersection Capacity Utilization 48.0% ICU Level of Service AAnalysis Period (min) 15Splits and Phases: 3: Northwestern Drive & Freeport Parkway 3: Northwestern Drive & Freeport Parkway Improvements_Buildout 2322-20.692Timing Plan: AM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 1.6Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 100 1385 65 16 314 11 8 1 5 8 0 44Future Vol, veh/h 100 1385 65 16 314 11 8 1 5 8 0 44Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - 0Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 109 1505 71 17 341 12 9 1 5 9 0 48 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 353 0 0 1576 0 0 1929 2146 788 1202 2175 177 Stage 1 - - - - - - 1759 1759 - 381 381 - Stage 2 - - - - - - 170 387 - 821 1794 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 793 - - 204 - - 70 48 287 194 46 711 Stage 1 - - - - - - 58 137 - 527 612 - Stage 2 - - - - - - 749 608 - 304 131 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 793 - - 204 - - 55 38 287 156 36 711Mov Cap-2 Maneuver - - - - - - 55 38 - 156 36 - Stage 1 - - - - - - 50 118 - 455 561 - Stage 2 - - - - - - 640 558 - 255 113 - Approach EB WB NB SBHCM Control Delay, s 0.7 1.1 65.8 13.3HCM LOSF B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2Capacity (veh/h) 74 793 - - 204 - - 156 711HCM Lane V/C Ratio 0.206 0.137 - - 0.085 - - 0.056 0.067HCM Control Delay (s) 65.8 10.3 - - 24.3 - - 29.4 10.4HCM Lane LOS F B - - C - - D BHCM 95th %tile Q(veh) 0.7 0.5 - - 0.3 - - 0.2 0.2 3: Northwestern Drive & Freeport Parkway Improvements_Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 1IntersectionInt Delay, s/veh 8.9Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 23 501 28 10 1363 6 32 1 17 29 0 204Future Vol, veh/h 23 501 28 10 1363 6 32 1 17 29 0 204Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop StopRT Channelized - - None - - None - - None - - NoneStorage Length 100 - - 200 - - - - - - - 0Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 25 545 30 11 1482 7 35 1 18 32 0 222 Major/Minor Major1 Major2 Minor1 Minor2Conflicting Flow All 1489 0 0 575 0 0 1225 2121 288 1777 2133 745 Stage 1 - - - - - - 610 610 - 1508 1508 - Stage 2 - - - - - - 615 1511 - 269 625 -Critical Hdwy 5.34 - - 5.34 - - 6.44 6.54 7.14 6.44 6.54 7.14Critical Hdwy Stg 1 - - - - - - 7.34 5.54 - 7.34 5.54 -Critical Hdwy Stg 2 - - - - - - 6.74 5.54 - 6.74 5.54 -Follow-up Hdwy 3.12 - - 3.12 - - 3.82 4.02 3.92 3.82 4.02 3.92Pot Cap-1 Maneuver 226 - - 624 - - 188 50 604 87 49 306 Stage 1 - - - - - - 369 483 - 87 182 - Stage 2 - - - - - - 406 181 - 655 475 -Platoon blocked, % - - - -Mov Cap-1 Maneuver 226 - - 624 - - 47 44 604 75 43 306Mov Cap-2 Maneuver - - - - - - 47 44 - 75 43 - Stage 1 - - - - - - 328 429 - 77 179 - Stage 2 - - - - - - 110 178 - 563 422 - Approach EB WB NB SBHCM Control Delay, s 1 0.1 158 47.6HCM LOSF E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2Capacity (veh/h) 68 226 - - 624 - - 75 306HCM Lane V/C Ratio 0.799 0.111 - - 0.017 - - 0.42 0.725HCM Control Delay (s) 158 22.9 - - 10.9 - - 84.1 42.4HCM Lane LOS F C - - B - - F EHCM 95th %tile Q(veh) 3.7 0.4 - - 0.1 - - 1.7 5.36: SH 121 NBFR & Driveway 3Improvements_Buildout 2322-20.692Timing Plan: PM04/18/2021Synchro 9 ReportSMNPage 2IntersectionInt Delay, s/veh 0Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Vol, veh/h 0 9 0 26 0 0Future Vol, veh/h 0 9 0 26 0 0Conflicting Peds, #/hr 0 0 0 0 0 0Sign Control Stop Stop Free Free Stop StopRT Channelized - None - None - NoneStorage Length - 0 - 150 - -Veh in Median Storage, # 0 - 0 - - 16979Grade, % 0 - 0 - - 0Peak Hour Factor 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2Mvmt Flow 0 10 0 28 0 0 Major/Minor Minor1 Major1Conflicting Flow All - 0 0 0 Stage 1 - - - - Stage 2 - - - -Critical Hdwy - 7.14 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.92 - -Pot Cap-1 Maneuver 0 - - - Stage 1 0 - - - Stage 2 0 - - -Platoon blocked, % - -Mov Cap-1 Maneuver - - - -Mov Cap-2 Maneuver - - - - Stage 1 - - - - Stage 2 - - - - Approach WB NBHCM Control Delay, s 0HCM LOS - Minor Lane/Major Mvmt NBT NBRWBLn1Capacity (veh/h) - - -HCM Lane V/C Ratio - - -HCM Control Delay (s) - - -HCM Lane LOS - - -HCM 95th %tile Q(veh) - - -