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HomeMy WebLinkAbout1.04 FHU Traffic Impact Study FLYING M RANCH Traffic Impact Study Prepared for: Mr. David Resnick Acquisition and Business Development 13th Floor Investments 2850 Tigertail Avenue, Suite 701 Miami, FL 33133 Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO 80111 303.721.1440 Project Manager: Philip Dunham, PE, PTOE Project Engineer: Kornel Gwiazdowski FHU Reference No. 122132-01 November 2022 Flying M Ranch Traffic Impact Study Page i TABLE OF CONTENTS Page I. INTRODUCTION................................................................................................................. 1 I.A. Summary ........................................................................................................................................................ 1 I.B. Scope of Services ......................................................................................................................................... 1 II. EXISTING CONDITIONS ................................................................................................... 4 II.A. Surrounding Land Use ................................................................................................................................ 4 II.B. Roadway System .......................................................................................................................................... 4 II.C. Traffic Volumes and Operations .............................................................................................................. 4 III. FUTURE CONDITIONS ...................................................................................................... 7 III.A. Site Trip Generation ................................................................................................................................... 7 III.B. Trip Distribution and Traffic Assignment .............................................................................................. 8 III.C. Background Traffic .................................................................................................................................... 10 III.D. Total Traffic Conditions .......................................................................................................................... 13 IV. QUEUING EVALUATION ................................................................................................ 16 V. STATE HIGHWAY ACCESS CODE CRITERIA ............................................................. 17 V.A. Access Permit............................................................................................................................................. 17 V.B. Speed Change Lanes ................................................................................................................................. 17 VI. SUMMARY AND RECOMMENDATIONS ....................................................................... 19 Appendices Appendix A. Traffic Counts Appendix B. Existing Conditions LOS Worksheets Appendix C. Background Traffic LOS Worksheets Appendix D. Total Traffic LOS Worksheets Appendix E. Queuing Reports Flying M Ranch Traffic Impact Study Page ii List of Figures Page Figure 1. Vicinity Map ........................................................................................................................................... 2 Figure 2. Site Plan .................................................................................................................................................. 3 Figure 3. Existing Traffic Conditions ................................................................................................................ 6 Figure 4. Trip Distribution and Site Generated Traffic Assignment ......................................................... 9 Figure 5. Short-Term Future Background Traffic Conditions .................................................................. 11 Figure 6. Long-Term Future Background Traffic Conditions ................................................................... 12 Figure 7. Short-Term Future Total Traffic Conditions .............................................................................. 14 Figure 8. Long-Term Future Total Traffic Conditions ............................................................................... 15 List of Tables Page Table 1. Level of Service (LOS) Criteria ........................................................................................................ 5 Table 2. Site Trip Generation Summary ......................................................................................................... 7 Table 3. SimTraffic 95th Percentile Queueing – Northbound CR 154 NB Approach to SH 82 ..... 16 Table 4. Existing and Required SH 82/CR 154 Turn Lane Lengths ....................................................... 18 Flying M Ranch Traffic Impact Study Page 1 I. I NTRODUCTION I.A. Summary This is traffic impact study update for the Flying M Ranch development due to changes in site plan as a result of new ownership on the project. The study updates the Flying M Ranch Traffic Impact Assessment (TIA) completed by FHU in November 2019. The proposed site is located southeast of the intersection of State Highway (SH) 82 and Garfield County Road (CR) 154. Figure 1 illustrates the location of the site and the adjacent primary roadway network. This analysis utilizes information from the site layout for the proposed development dated 02/10/22 and information from the Flying M Ranch Planned Unit Development Guide, March 2022. The proposed development has a mix of land uses including residential and commercial uses. The proposed development consists of 170 units of townhomes, a 26,000 square foot (SF) nursing home/hospice, 2 dwelling units for the nursing home, 10 dwelling units for business owners, and a business park which is expected to contain 35,000 SF of small office and storage/warehouse space. Figure 2 shows the current site plan for the proposed development. Full-movement vehicular access to the site would be provided onto CR 154 at the existing Flying M Ranch Road on southeast end of the site. A second full movement access to the site will be provided onto CR 154 at the existing access with the current Federal Express (FedEx) facility. An additional emergency only access south of Flying M Ranch Road will be provided. A short-term scenario representing completion of the site in year 2025 and a long-term future scenario were explored to examine the traffic impacts within the context of the year 2045 horizon. I.B. Scope of Services The purpose of this Transportation Impact Study (TIS) is to estimate the potential impacts specific to the proposed development and to identify any resultant required roadway and/or intersection improvements and traffic control needs. Also included in this report is an auxiliary turn lane analysis, queueing analysis, and MUTCD control device warrant evaluation for study intersections. The primary focus for traffic operations is at the following intersections: Stop-controlled Intersections • CR 154 & FedEx Access • CR 154 & Flying M Ranch Road Signalized Intersections • CR 154 & SH 82 The study will evaluate the following time periods: • Existing (2022) AM and PM peak hours. • Short-Term (2025) of the development for AM and PM peak hours. • Long-Term (2045) of the development for AM and PM peak hours. Flying M Ranch - UPDATE 122-312-01 5/4/22 FIGURE 1 Vicinity Map NORTH CardiffCardiff R o aringForkRiver RoaringFork River R e d C anyonR d.To Glenwood Springs To Carbondale 82 82 NOTE: Drawing Not to Scale PROJECT SITE Co u ntyRoad154County Road 154 Flying M Ranch - UPDATE 122-312-01 5/4/22FIGURE 2Site PlanNORTHNOTE: Drawing Not to Scale Flying M Ranch Traffic Impact Study Page 4 II. EXISTING CONDITIONS II.A. Surrounding Land Use The proposed site is currently undeveloped land. There is a nearby FedEx sorting and distribution facility and Riverview School along CR 154 on parcels of land adjacent to the site. CR 154 also serves other businesses and residential neighborhoods. II.B. Roadway System State Highway 82 (SH 82) SH 82 is a regional highway that connects to Interstate 70 (I-70) to the north and Aspen to the southeast. The speed limit varies along SH 82 between 55 and 65 miles per hour (MPH). The roadway has two lanes in each direction with existing auxiliary left and right turn lanes at the SH 82/CR 154 signalized intersection. SH 82 has been categorized as an E-X (Expressway, Major Bypass) by the Colorado Department of Transportation (CDOT) for the purposes of evaluating access control. County Road 154 (CR 154) CR 154 is a two-lane roadway that provides access to various businesses and residential neighborhoods off SH 82. The posted speed limit in the study area is 25 MPH. CR 154 is also crossed by the Rio Grande Trail between the site access points to the south and SH 82 to the north. Field observations of the SH 82/CR 154 intersection conducted during spring 2019 indicate that the approach pavement markings along CR 154 are in poor condition. The center double yellow stripe is worn away, and no pavement markings exist to delineate the northbound left turn lanes approaching SH 82. Vehicles entering CR 154 from SH 82 were routinely observed to cross over the unmarked physical centerline of the roadway surface, and vehicles approaching SH 82 along the northbound CR 154 approach demonstrated inefficient use of the available pavement. A pavement marking refresh project is recommended to improve existing safety and operational levels. II.C. Traffic Volumes and Operations Existing traffic volumes in the vicinity of the site are presented on Figure 3 and the traffic count data can also be found in the Appendix. The AM and PM peak hour turning movement counts were collected in April 6, 2022, at the following intersections:  CR 154 & SH 82  CR 154 & FedEx Access  CR 154 & Flying M Ranch Road The AM peak hour the study area network was determined to be from 7:30 to 8:30 AM and the PM peak hour was 4:15 to 5:15 PM. Trucks were counted separately from passenger vehicle traffic to develop truck percentages for the study area. It should be noted that the AM peak turning movements are higher than the PM peak due to the proximity to the new Riverview School. The school start coincides with the adjacent roadways AM peak hour, but the school dismissal is earlier than the PM peak hour of adjacent roadways. Traffic operations within the study area were evaluated according to techniques documented in the Highway Capacity Manual (Transportation Research Board, 2010) using the existing traffic volumes, intersection geometry, and traffic control. Level of Service (LOS) is a qualitative measure of traffic operational conditions based on roadway capacity and vehicle delay. LOS is described by a letter designation ranging from A to F, with LOS A representing almost free-flow travel, while LOS F Flying M Ranch Traffic Impact Study Page 5 represents congested conditions. For signalized intersections, LOS is reported as an average for the entire intersection. For stop-sign controlled intersections, LOS is calculated for each movement that must yield the right-of-way. LOS D is typically considered to be acceptable for peak hour traffic operations. Table 1 summarizes LOS criteria for signalized and unsignalized (stop sign controlled) intersections. Table 1. Level of Service (LOS) Criteria Level of Service Average Control Delay per Vehicle (sec/veh) Signalized Intersections Stop Sign Controlled Intersections A ≤ 10 ≤ 10 B > 10 to 20 > 10 to 15 C > 20 to 35 > 15 to 25 D > 35 to 55 > 25 to 35 E > 55 to 80 > 35 to 50 F > 80 > 50 HCM 6th Edition, Exhibit 19-8 & Exhibit 20-2 Figure 3 shows the existing traffic control, intersection geometry, and LOS analyses results, with analysis worksheets included in Appendix B. At the signalized intersection of CR 154 with SH 82, the intersection operates at LOS A during the AM and PM peak hours. At the unsignalized intersection in the study area, all movements operate at LOS C or better during the AM and PM peak hours Flying M Ranch - UPDATE 122-312-01 5/4/22 FIGURE 3 Existing (2022) Traffic Conditions NORTH R o a rin g F o r k R i ver a / a b/ba / a c/ba/a0( 0 ) 1 6 5 3 ( 7 7 5 ) 2 2 4 ( 1 2 0 )192(226)0(0)4(0)0( 0 ) 6 4 6 ( 1 7 3 0 ) 1 5 ( 8 )0(0)0(1)0(0)2 1 6 ( 1 2 1 ) 2 3 ( 8 )16(15)2(7)1 8 0 ( 2 1 1 ) 6 ( 2 ) 1 3 0 ( 1 1 5 ) 8 8 ( 1 3 )70(26)54(22)1 1 6 ( 1 8 7 ) 7 1 ( 1 3 ) Fedex A c c e s s Flying M Ranch Road = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal XXX(XXX) LEGEND X/X x/x STOP 82 82 A/A STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 Flying M Ranch Traffic Impact Study Page 7 III. FUTURE CONDITIONS III.A. Site Trip Generation Trip generation average rates from the Institute of Transportation Engineers’ (ITE) Trip Generation Manual, Eleventh Edition, 2017, were utilized to estimate the traffic generated by the site. Anticipated site use was analyzed from the provided site plan using the appropriate land use types from the Trip Generation Manual. The proposed development consists of 162 units of townhomes, 8 single-family homes. a 26,000 square foot (SF) nursing home/hospice, 2 dwelling units for the nursing home, 10 dwelling units for business owners, and a business park which is expected to contain 35,000 SF of small office and storage/warehouse space. Each single-family lot will also be allowed to have an accessory dwelling unit (8 total). These were treated as attached dwelling units and were incorporated into the trip generation table below. Table 2 . Site Trip Generation Summary Lot Land Use ITE Code Quantity Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total B, C Single-Family Detached Housing 8 DU 99 2 5 7 6 3 9 B, C Single-Family Attached Housing 170 DU 1,245 26 57 83 56 42 98 A Multi-family Housing (Low-Rise)1 220 10 DU 67 0 0 0 0 0 0 A1 Mini-Warehouse 151 17 KSF 25 1 1 2 1 2 3 A2 Small Office Building* 712 5 KSF 72 7 1 8 5 6 11 A3 Small Office Building 712 6.5 KSF 94 9 2 11 6 8 14 A4 Specialty Trade Contractor* 180 4.5 KSF 44 5 2 7 3 6 9 A5 Small Office Building 712 1.5 KSF 22 2 1 3 1 2 3 D Nursing Home/Hospice 620 26 KSF 185 12 3 15 6 9 15 D Multi-family Housing (Low-Rise)1 220 2 DU 13 0 0 0 0 0 0 Total Vehicles 1,866 64 72 136 84 78 162 DU=Dwelling Units KSF= 1,000 Square Feet 1Dwelling units were treated as Multi-family Housing. It was assumed that these dwelling units create daily trips but not peak hour trips to due to the live/work nature of the units. *Lots are shown in the site plan but were operational when traffic counts were conducted. Trips generated by the two lots were not included in the analysis. Table 2 shows the trip generation for the proposed development, which is estimated to generate 1,866 trips per day, with 136 vehicle-trips during the AM peak period and 162 vehicle-trips during the PM peak period. Site generated trips for Lot A2 and A4 were not included in the analysis due to them being operational when traffic counts were completed. Trips generated by the two lots are not shown on Figure 4. Flying M Ranch Traffic Impact Study Page 8 III.B. Trip Distribution and Traffic Assignment The estimated site trips were distributed to the adjacent roadways based on existing traffic count data and employment in the surrounding communities. The following distribution percentages were used to assign site generated vehicle-trips to the adjacent roadway network:  60% to/from the northwest via SH 82  20% to/from the southeast via SH 82  20% to/from the south via CR 154 Figure 4 shows the site-trip distribution percentages for the overall development. The distribution percentages were used to assign site generated vehicle-trips from the trip generation table above. These percentages dictate the vehicle movements to and from the site. Figure 4 also shows the anticipated site generated traffic volumes for the development. Flying M Ranch - UPDATE 122-312-01 11/21/22 FIGURE 4 Site Generated Trips and Distribution NORTH60%2 0 % 2 0 % 0 % 2 0 % R o a rin g F o r k R i ver 3 1 ( 4 5 )42(40)14(13)1 0 ( 1 5 ) 3 7 ( 5 4 ) 4( 6 )6(5)1(1)5 0 ( 4 8 ) 1( 2 ) 1( 1 ) 3 7 ( 5 4 )50(48)13(12)1( 2 ) 9 ( 1 4 ) Fedex A c c e s s Flying M Ranch Road = AM(PM) Peak Hour Traffic Volumes = Site Trip Distribution XXX(XXX) LEGEND XX% 82 82 NOTE: Drawing Not to Scale SITE County R o a d 1 5 4 Flying M Ranch Traffic Impact Study Page 10 III.C. Background Traffic Short-Term Future Background traffic is the component of roadway volumes that would use the adjacent roadway system regardless of site development. Future traffic growth estimates from the CDOT Online Transportation Information System (OTIS) indicate an annual growth rate of 0.70 percent to apply to existing traffic volumes along SH 82. Figure 5 shows the forecasted Short-Term background volumes. The Short-Term Future background traffic volumes were used as the basis for intersection capacity analyses, the results of which are also shown on Figure 5, with LOS worksheets included in Appendix C. The signalized intersection of CR 154 with SH 82 has been analyzed assuming a northbound “no right turn on red” and is projected to operate at LOS A during both the AM and PM peak hours. The “no right turn on red” was assumed based on analysis indicating the need for an acceleration lane that cannot be provided given geographic limitations presented later in this report. For the stop-controlled intersections in the project area, all movements are anticipated to operate at LOS C or better during the AM and PM peak hours. Long-Term Future The Long-Term Future background traffic volumes, shown on Figure 6, are also based on the annual growth rate estimates from OTIS. The resulting Long-Term Future background traffic volumes were used as the basis for intersection capacity analyses, the results of which are also shown on Figure 6, with LOS worksheets included in Appendix C. The signalized intersection of CR 154 with SH 82 has been analyzed assuming a northbound “no right turn on red” and is projected to operate at LOS B during the AM peak hour and LOS A during the PM peak hour. The “no right turn on red” was assumed based on analysis indicating the need for an acceleration lane that cannot be provided given geographic limitations presented later in this report. For the stop-controlled intersections in the project area, all movements are anticipated to operate at LOS C or better during the AM and PM peak hours. Flying M Ranch - UPDATE 122-312-01 5/4/22 FIGURE 5 Short-Term Background Traffic Conditions NORTH R o a rin g F o r k R i ver a / a b/ba / a c/ba/a0( 0 ) 17 0 3 ( 7 9 8 ) 2 3 2 ( 1 2 4 )198(233)0(0)4(0)0( 0 ) 6 6 5 ( 1 7 8 2 ) 1 5 ( 8 )0(0)0(1)0(0)2 2 3 ( 1 2 5 ) 2 4 ( 8 )16(15)2(7)1 8 6 ( 2 1 8 ) 6 ( 2 ) 1 3 4 ( 1 1 9 ) 9 1 ( 1 3 )72(27)56(23)1 2 0 ( 1 9 3 ) 7 3 ( 1 3 ) Fedex A c c e s s Flying M Ranch Road = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal XXX(XXX) LEGEND X/X x/x STOP 82 82 A/A STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 Flying M Ranch - UPDATE 122-312-01 5/4/22 FIGURE 6 Long-Term Background Traffic Conditions NORTH R o a rin g F o r k R i ver a / a b/ba / a c/bb/a0( 0 ) 1 9 5 5 ( 9 1 5 ) 2 6 5 ( 1 5 0 )230(270)0(0)5(5)0( 0 ) 7 6 5 ( 2 0 4 5 ) 2 0 ( 1 0 )0(0)0(1)0(0)2 5 5 ( 1 5 0 ) 3 0 ( 1 0 )20(20)5(10)2 1 5 ( 2 5 5 ) 1 0 ( 5 ) 1 5 5 ( 1 4 0 ) 1 0 5 ( 2 0 )85(35)65(30)1 4 0 ( 2 2 5 ) 8 5 ( 2 0 ) Fedex A c c e s s Flying M Ranch Road = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal XXX(XXX) LEGEND X/X x/x STOP 82 82 B/A STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 Flying M Ranch Traffic Impact Study Page 13 III.D. Total Traffic Conditions Short-Term Future The site generated traffic volumes from Figure 4 were added to the corresponding background volumes shown on Figure 5 to produce the Short-Term Future total traffic volumes shown on Figure 7. The Short-Term Future total peak hour volumes were used as the basis for intersection capacity analyses, the results of which are also summarized on Figure 7, with analysis worksheets included in Appendix D. For the year 2025, the signalized intersection of CR 154 with SH 82 has been analyzed assuming a northbound “no right turn on red” per previous discussion on need for an acceleration lane. The intersection is projected to operate at LOS B during the AM peak hour and LOS A during the PM peak hour. For the stop-controlled intersections in the project area, all movements are anticipated to operate at LOS C or better during the AM and PM peak hours. Long-Term Future The Long-Term Future site generated traffic volumes from Figure 4 were added to the Long-Term Future background traffic volumes shown on Figure 6 to produce the year 2045 total traffic volumes shown on Figure 8. Intersection capacity analyses were conducted using the Long-Term Future total peak hour volumes, as summarized on Figure 8, with analysis worksheets included in Appendix D. For the year 2045, the signalized intersection of CR 154 with SH 82 was again analyzed assuming a northbound “no right turn on red” per previous discussion on need for an acceleration lane. The intersection is projected to operate at LOS B during the AM peak hour and PM peak hour, but it should be noted that the northbound approach of CR 154 is projected to operate at LOS E during the AM peak hour. For the stop-controlled intersections in the project area, all movements are anticipated to operate at LOS C or better during the AM and PM peak hours except for the northbound left-turn movement at the intersection of CR 154 with Flying M Ranch Road which is expected to operate at LOS E during the AM peak hour. It is not uncommon for side-street movements to operate at LOS E or LOS F during the peak hour at unsignalized intersections. Flying M Ranch - UPDATE 122-312-01 5/26/22 FIGURE 7 Short-Term Total Traffic Conditions NORTH R o a rin g F o r k R i ver a / a b/ba / a c/bb/a0( 0 ) 17 0 3 ( 7 9 8 ) 2 6 2 ( 1 6 9 )240(272)0(0)18(13)0( 0 ) 6 6 5 ( 1 7 8 2 ) 2 5 ( 2 3 )0(0)0(1)0(0)2 5 9 ( 1 7 9 ) 2 8 ( 1 4 )22(20)3(8)2 3 6 ( 2 6 5 ) 7( 4 ) 1 3 4 ( 1 2 0 ) 1 2 8 ( 6 7 )122(74)69(35)1 2 1 ( 1 9 5 ) 8 2 ( 2 7 ) Fedex A c c e s s Flying M Ranch Road = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal XXX(XXX) LEGEND X/X x/x STOP 82 82 B/A STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 Flying M Ranch - UPDATE 122-312-01 5/26/22 FIGURE 8 Long-Term Total Traffic Conditions NORTH R o a rin g F o r k R i ver a / a b/ba / a e/bb/a0( 0 ) 1 9 5 5 ( 9 1 5 ) 3 0 0 ( 2 0 0 )275(310)0(0)20(20)0( 0 ) 7 6 5 ( 2 0 4 5 ) 3 0 ( 2 5 )0(0)0(1)0(0)2 9 5 ( 2 0 5 ) 3 5 ( 2 0 )30(25)10(15)2 6 5 ( 3 0 5 ) 1 5 ( 1 0 ) 1 6 0 ( 1 4 5 ) 1 4 5 ( 7 5 )135(85)80(45)1 4 5 ( 2 3 0 ) 9 5 ( 3 5 ) Fedex A c c e s s Flying M Ranch Road = AM(PM) Peak Hour Traffic Volumes = AM/PM Peak Hour Signalized Intersection Level of Service = AM/PM Peak Hour Unsignalized Intersection Level of Service = Stop Sign = Traffic Signal XXX(XXX) LEGEND X/X x/x STOP 82 82 B/B STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 Flying M Ranch Traffic Impact Study Page 16 IV. QUEUING EVALUATION The Rio Grande Trail crosses CR 154 approximately 550 feet south of its intersection with SH 82. Two potential operational issues may arise related to the trail crossing: (1) queue lengths exceeding the available storage lengths of the left turn bay, and (2) queues blocking the trail crossing. SimTraffic analyses have been conducted to evaluate the potential for queuing along CR 154 to interfere with the trail crossing. For the purposes of calculating a conservative condition, it has been assumed that the peak hour volumes for the various land uses in the area would occur during the same hour. This is unlikely to be the case because the peak hours that correspond with each land use typically do not coincide. Multiple runs were conducted using SimTraffic to generate a queuing information reports (queuing reports are included in Appendix E. Table 3 below summarizes the results of the SimTraffic Analyses. Table 3 . SimTraffic 95th Percentile Queueing – Northbound CR 154 NB Approach to SH 82 Analysis Scenario Left-Turn Lane Queue (ft) Thru-Left Turn Lane Queue (ft) Right-Turn Lane Queue (ft) Time Horizon Peak Hour Condition Short- Term Future AM Background 129 171 60 Total 156 175 79 PM Background 138 151 12 Total 155 169 34 Long- Term Future AM Background 162 181 35 Total 182 205 77 PM Background 165 180 20 Total 181 206 40 Max Total Queue 182 206 79 Issue #1 (Q ueue lengths exceeding the available storage lengths) The existing lane configuration provides approximately 180 feet of dual lane storage for left turns with one lane being a shared thru lane and approximately 50 feet of right turn storage along CR 154. Short-Term conditions, with site development, show potential to exceed available storage lengths, and the predicted long-term background and total queue lengths would exceed the currently available lane storage along CR 154 approaching SH 82, creating blockages of the turn lanes. As a result, lane utilization imbalances may occur that could reduce the efficiency of the intersection, but the spillover is not anticipated to be a major issue. It should also be noted that CR 154 is unimproved on the north leg of the intersection and no development is anticipated (which simplifies the intersection’s operation). Flying M Ranch Traffic Impact Study Page 17 As mentioned previously in this study, in the long-term total scenario the intersection is projected to operate at LOS B during the AM peak hour and LOS A during the PM peak hour. The northbound approach of CR 154 is projected to operate at LOS E during the AM peak hour and LOS D during the PM peak hour with site traffic. This is a result of not making any adjustments to signal timing at the request of CDOT due to the sensitive nature of traffic along SH 82. While it is possible that timing adjustments will be made at various times over the next 20 years in response to changing traffic demands (possibly allowing less imbalance in the approach delays and partially mitigating the projected queuing), CDOT has requested that all analysis scenarios use existing timings along SH 82. Issue #2 (Queues blocking the trail crossing) There is approximately 550 feet of available storage length to the trail crossing. Although the results indicate that queues will not block the trail crossing, the trail crossing may be vulnerable to intermittent fluctuations in traffic flows that are not fully reflected in the modeling. V. STATE HIGHWAY ACCESS CODE CRITERIA V.A. Access Permit The current access permit for SH 82/CR 154 is Permit No. 316048, which was issued in relation to the Riverview School. The access permit is written for 600 design hour vehicles (DHV), along the CR 154 approach to SH 82. SH 82 is categorized as an E-X (Expressway, Major Bypass) for the purposes of evaluating access control. The State Highway Access Code (SHAC) states: Unless there are identified safety problems, existing legal access to the state highway system shall be allowed to remain or be moved or reconstructed under the terms of an access permit…as long as total daily trips to and from the site are less than 100, or as long as only minor modifications are made to the property or as long as the access does not violate specific permit terms and conditions. Minor modifications are defined as anything that does not increase the proposed vehicle volume to the site by 20 percent or more. The intersection of CR 154 with SH 82 will see increased traffic with the proposed construction of the Flying M Ranch development. The estimated site generated traffic volumes are estimated to add an additional 121 vehicles to the roadway network during the AM peak hour and 142 vehicles during the PM peak hour. Of the total estimated site generated traffic, 97 vehicles during the AM peak and 113 vehicles during the PM peak are expected to need access via the intersection of CR 154 with SH 82. This translates to an increase of 18.83% over the permitted volume of 600 DHV. The increase in projected peak hour traffic falls below the 20 percent threshold outlined in the CDOT SHAC and a change in access should not be required. V.B. Speed Change Lanes The SHAC outlines criteria for requiring acceleration and deceleration lanes along state highways. The criteria are based on facility access category, posted speed limit, and turning movement volumes. Based on these criteria, it has been determined that each of the three acceleration and deceleration lanes are needed under existing conditions and future conditions regardless of the proposed development’s impact. Further description of these lanes is provided as follows. Flying M Ranch Traffic Impact Study Page 18 Northbound Right Turn Acceleration Lane One of the required speed change lanes, the northbound to eastbound right turn acceleration lane, does not currently exist although it is technically warranted in the future. The right turn from the minor approach is currently a permissive movement with a yield condition and no right turn acceleration lane is provided. SHAC criteria indicate that a right turn lane with acceleration and taper length is required for any access with a projected peak hour right turning volume of greater than 10 vehicles per hour. A right turn acceleration lane would be required based on Short-Term Future Total traffic conditions. Additionally, historic counts conducted in 2019 show that volumes currently warrant a right-turn acceleration lane. At 65 MPH, a 1,380-foot acceleration lane would be required including a 25:1 transition taper ratio equating to a 300-foot taper. While the SHAC requirements indicate the traffic volume criteria for a right turn acceleration lane would be met with development of Flying M Ranch, the unique orientation and location of the intersection present physical challenges to constructing the lane. Providing the lane would require modification to existing roadside grading, it would likely create the need for a new retaining wall system for some length along the southwest edge of SH 82. Given the physical constraints of this location, it is recommended that the right turn movement be converted to a protected only movement (no right turn on red). This condition has been represented in the LOS analyses contained within this report. By converting the right turn movement to a protected only movement, the right turn movement could be completed without conflict from the through movement, thereby avoiding the need for an exclusive acceleration lane. Operational analyses of total year 2045 conditions indicate that acceptable traffic flow can be provided with a protected only movement. Left and Right Turn Deceleration Lanes Two of the needed turn lanes already exist along SH 82 at the intersection. A review was conducted to ensure that the existing lanes are appropriately dimensioned to accommodate background and total future traffic volume forecasts. The measured and SHAC required lane lengths are presented in Table 4, as required by Year 2045 forecast traffic volumes. It should be noted that traffic volumes generated by Flying M Ranch do not change any of the required lane lengths. Right turn deceleration lanes on Expressways are sized based on speed alone, and the moderate increase of volume for the westbound left turn is not significant enough to increase the recommended length of the auxiliary lane beyond the existing length based on SHAC guidance. The taper for the westbound left turn deceleration lane is deficient; however, a surplus of deceleration length appropriately compensates for this shortfall. Table 4 . Existing and Required SH 82/CR 154 Turn Lane Lengths Turn Lane Storage Plus Deceleration Length (ft) Taper Length (ft) Measured Required w/o Site (Shortfall) Required w/ Site (Shortfall) Measured Required w/o Site (Shortfall) Required w/ Site (Shortfall) WB LT Deceleration Lane 715 625(0) 640 (0) 200 225 (25) 225 (25) EB RT Deceleration Lane 690 600 (0) 600 (0) 275 225 (0) 225 (0) Flying M Ranch Traffic Impact Study Page 19 VI. SUMMARY AND RECOMMENDATIONS This traffic study updates the Flying M Ranch Traffic Impact Assessment (TIA) completed by FHU in November 2019, due to changes in site plan. The Flying M Ranch is a planned mixed-use development on a partially developed parcel in Garfield County south of Glenwood Springs, Colorado. The proposed development consists of 162 units of townhomes, 8 single-family homes. a 26,000 square foot (SF) nursing home/hospice, 2 dwelling units for the nursing home, 10 dwelling units for business owners, and a business park which is expected to contain 35,000 SF of small office and storage/warehouse space. Each single-family lot will also be allowed to have an accessory dwelling unit (8 total). Full-movement vehicular access to the site would be provided onto CR 154 at the existing Flying M Ranch Road on southeast end of the site. A second full movement access to the site will be provided onto CR 154 at the existing access with the current Federal Express (FedEx) facility. The proposed development, which is estimated to generate 1,866 trips per day, with 136 vehicle-trips during the AM peak period and 162 vehicle-trips during the PM peak period. Site generated trips for Lot A2 and A4 were not included in the analysis due to them being operational when traffic counts were completed. The potential traffic impacts due to this additional traffic have been evaluated under both Short-Term Future (year 2025) and Long-Term Future (year 2045) scenarios. Based on the results of the analysis, the key findings and recommendations of this study are listed. • Two potential queuing issues were analyzed related to the Rio Grande Trail crossing: (1) queue lengths exceeding the available lane storage lengths, and (2) excessive queues blocking the trail crossing. The analyses indicates that while queueing is likely to exceed available lane storage lengths in the short-term and long-term future, regular queuing back to the Rio Grande Trail crossing is not anticipated. • The access permit for SH 82/CR 154 is Permit No. 316048, which was issued in relation to the Riverview School. The access permit allows 600 DHV along CR 154. The highest peak hour for the development is 142 vehicles of which approximately 80 percent are expected to use the intersection of CR 154 with SH 82 for 113 DHV needing access during the PM peak hour. This translates to an increase of 18.83% of the permitted 600 DHV. A change in access permit will not be required as the increase in projected peak hour traffic falls below the 20 percent threshold outlined in the SHAC. • Based on the SHAC, speed change lanes are warranted at the SH 82/CR 154 intersection both with and without the proposed development. Two of the lanes are currently provided and no changes are recommended to these lanes. A third lane, a northbound to eastbound right turn acceleration lane, is preferred. However, due to physical constraints that would create complexity and cost to providing this lane, it is recommended that the northbound right turn movement be converted to a protected only movement, thereby avoiding the need for the acceleration lane. Under the Short-Term Future (year 2025) traffic conditions, the signalized intersection of CR 154 with SH 82 is expected to operate at LOS B during the AM peak hour and LOS A during the PM peak hours. At the unsignalized intersections, all movements are expected to operate at LOS C or better for AM and PM peak hour periods. Under the Long-Term Future (year 2045), traffic conditions, The signalized intersection of CR 154 with SH 82 would function at a LOS B during the AM and PM peak hour periods. All unsignalized movements are expected to operate at LOS C or better for AM and PM peak hour periods except for the northbound left-turn movement at the intersection of CR 154 with Flying M Ranch Road which is expected to operate at LOS E during the AM peak period. It is not uncommon for side-street movements to operate at LOS E or LOS F during the peak hour at unsignalized intersections. Flying M Ranch Traffic Impact Study Appendix A APPENDIX A . TRAFFIC COUNTS CR 154 (OLD SH 82) CR 154 (OLD SH 82) SH 82 SH 82 (303) 216-2439 www.alltrafficdata.net Location:1 CR 154 (OLD SH 82) & SH 82 AM Wednesday, April 6, 2022Date: Peak Hour - All Vehicles Traffic Counts Note: Total study counts contained in parentheses. Peak Hour - Pedestrians/Bicycles on Crosswalk Peak Hour:07:30 AM - 08:30 AM Peak 15-Minutes:07:45 AM - 08:00 AM 0 0 662 1,658 196237 1,875 838 0.93 N S EW 0.00 0.94 0.78 0.92 ()() (1,159) (3,064) (1,433) (3,406) (309)(377)0000 646 15 222 1,653 0 1 0 0192040 SH 82 SH 82 CR 154 (OLD SH 82) CR 154 (OLD SH 82) 0 000N S EW 0000 0 0 00Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 18 0 0 0 00 0 400 0 1 81 529 0 0 0 02,53429 0 0 0 7:15 AM 0 30 0 0 0 00 0 395 0 0 99 566 0 0 0 02,69441 0 1 0 7:30 AM 0 35 0 0 0 00 0 464 0 2 149 703 0 0 0 02,73353 0 0 0 7:45 AM 0 61 0 0 0 00 0 426 1 6 170 736 0 0 0 02,55870 0 2 0 8:00 AM 0 63 0 0 0 00 0 403 0 4 164 689 0 0 0 02,34055 0 0 0 8:15 AM 0 33 0 0 0 00 0 360 0 3 163 605 0 0 0 044 0 2 0 8:30 AM 0 30 0 0 0 00 0 310 0 3 144 528 0 0 0 039 0 2 0 8:45 AM 0 30 0 0 0 00 0 296 0 6 163 518 0 0 0 021 0 2 0 Count Total 090352 4,874000030001,1332513,05400 000 0 Peak Hour 0 0 1,653 1 15 646 0 192 0 0 0 0 2,733222 0 4 0 0 0 0 0 FEDEX ACCESS FEDEX ACCESS CR 154 CR 154 (303) 216-2439 www.alltrafficdata.net Location:2 FEDEX ACCESS & CR 154 AM Wednesday, April 6, 2022Date: Peak Hour - All Vehicles Traffic Counts Note: Total study counts contained in parentheses. Peak Hour - Pedestrians/Bicycles on Crosswalk Peak Hour:07:30 AM - 08:30 AM Peak 15-Minutes:07:45 AM - 08:00 AM 0 0 186 208 1829 229 196 0.81 N S EW 0.00 0.80 0.68 0.77 ()() (298) (333) (316) (371) (31)(51)0000 180 6 23 206 0 0 0 016020 CR 154 CR 154 FEDEX ACCESS FEDEX ACCESS 0 000N S EW 0000 0 0 00Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 0 0 0 0 00 0 29 0 1 19 50 0 0 0 03501 0 0 0 7:15 AM 0 1 0 0 0 00 0 42 0 2 32 79 0 0 0 04291 0 1 0 7:30 AM 0 1 0 0 0 00 0 42 0 1 39 87 0 0 0 04334 0 0 0 7:45 AM 0 1 0 0 0 00 0 70 0 1 58 134 0 0 0 04224 0 0 0 8:00 AM 0 9 0 0 0 00 0 50 0 1 59 129 0 0 0 03509 0 1 0 8:15 AM 0 5 0 0 0 00 0 44 0 3 24 83 0 0 0 06 0 1 0 8:30 AM 0 3 0 0 0 00 0 30 0 1 34 76 0 0 0 08 0 0 0 8:45 AM 0 8 0 0 0 00 0 23 0 0 23 62 0 0 0 08 0 0 0 Count Total 03041 700000028028810033000 000 0 Peak Hour 0 0 206 0 6 180 0 16 0 0 0 0 43323 0 2 0 0 0 0 0 FLYING M RANCH RD FLYING M RANCH RD CR 154 CR 154 (303) 216-2439 www.alltrafficdata.net Location:3 FLYING M RANCH RD & CR 154 AM Wednesday, April 6, 2022Date: Peak Hour - All Vehicles Traffic Counts Note: Total study counts contained in parentheses. Peak Hour - Pedestrians/Bicycles on Crosswalk Peak Hour:07:15 AM - 08:15 AM Peak 15-Minutes:07:45 AM - 08:00 AM 0 0 196 176 123167 214 190 0.64 N S EW 0.00 0.64 0.55 0.73 ()() (299) (295) (296) (343) (133)(184)0000 120 76 91 123 0 0 0 0700530 CR 154 CR 154 FLYING M RANCH RD FLYING M RANCH RD 0 000N S EW 0000 0 0 00Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 7:00 AM 0 1 0 0 0 00 0 26 0 0 19 50 0 0 0 04413 0 1 0 7:15 AM 0 1 0 0 0 00 0 32 0 6 31 81 0 0 0 053310 0 1 0 7:30 AM 0 8 0 0 0 00 0 23 0 15 25 103 0 0 0 052922 0 10 0 7:45 AM 0 30 0 0 0 00 0 32 0 43 33 207 0 0 0 049143 0 26 0 8:00 AM 0 31 0 0 0 00 0 36 0 12 31 142 0 0 0 033416 0 16 0 8:15 AM 0 1 0 0 0 00 0 39 0 1 27 77 0 0 0 07 0 2 0 8:30 AM 0 3 0 0 0 00 0 25 0 0 31 65 0 0 0 04 0 2 0 8:45 AM 0 0 0 0 0 00 0 24 0 1 24 50 0 0 0 01 0 0 0 Count Total 0580106 775000075022178023700 000 0 Peak Hour 0 0 123 0 76 120 0 70 0 0 0 0 53391 0 53 0 0 0 0 0 CR 154 (OLD SH 82) CR 154 (OLD SH 82) SH 82 SH 82 (303) 216-2439 www.alltrafficdata.net Location:1 CR 154 (OLD SH 82) & SH 82 PM Wednesday, April 6, 2022Date: Peak Hour - All Vehicles Traffic Counts Note: Total study counts contained in parentheses. Peak Hour - Pedestrians/Bicycles on Crosswalk Peak Hour:04:45 PM - 05:45 PM Peak 15-Minutes:05:15 PM - 05:30 PM 0 0 1,814 728 197132 845 1,996 0.97 N S EW 0.25 0.95 0.77 0.91 ()(1) (3,439) (1,501) (3,805) (1,732) (385)(251)0000 1,803 11 121 724 0 0 0 0193040 SH 82 SH 82 CR 154 (OLD SH 82) CR 154 (OLD SH 82) 0 000N S EW 0000 0 0 00Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 39 0 0 0 00 0 187 0 0 373 628 0 0 0 02,75528 0 1 0 4:15 PM 0 46 0 0 0 10 0 218 0 1 443 741 0 0 0 02,85232 0 0 0 4:30 PM 0 71 0 0 0 00 0 193 0 1 400 693 0 0 0 02,84528 0 0 0 4:45 PM 0 45 0 0 0 00 0 186 0 3 424 693 0 0 0 02,85635 0 0 0 5:00 PM 0 56 0 0 0 00 0 178 0 3 463 725 0 0 0 02,80225 0 0 0 5:15 PM 0 44 0 0 0 00 0 212 0 0 442 734 0 0 0 035 0 1 0 5:30 PM 0 48 0 0 0 00 0 148 0 5 474 704 0 0 0 026 0 3 0 5:45 PM 0 31 0 0 0 00 0 174 0 1 406 639 0 0 0 027 0 0 0 Count Total 050236 5,557100038003,4251401,49600 000 0 Peak Hour 0 0 724 0 11 1,803 0 193 0 0 0 0 2,856121 0 4 0 0 0 0 0 FEDEX ACCESS FEDEX ACCESS CR 154 CR 154 (303) 216-2439 www.alltrafficdata.net Location:2 FEDEX ACCESS & CR 154 PM Wednesday, April 6, 2022Date: Peak Hour - All Vehicles Traffic Counts Note: Total study counts contained in parentheses. Peak Hour - Pedestrians/Bicycles on Crosswalk Peak Hour:04:15 PM - 05:15 PM Peak 15-Minutes:04:30 PM - 04:45 PM 0 0 212 124 2210 125 225 0.93 N S EW 0.00 0.83 0.72 0.88 ()() (360) (239) (385) (243) (43)(22)0000 210 2 8 117 0 0 0 015070 CR 154 CR 154 FEDEX ACCESS FEDEX ACCESS 0 000N S EW 0000 0 0 00Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 2 0 0 0 00 0 22 0 1 43 73 0 0 0 03423 0 2 0 4:15 PM 0 5 0 0 0 00 0 28 0 0 48 85 0 0 0 03593 0 1 0 4:30 PM 0 2 0 0 0 00 0 28 0 0 64 96 0 0 0 03471 0 1 0 4:45 PM 0 3 0 0 0 00 0 35 0 2 45 88 0 0 0 03302 0 1 0 5:00 PM 0 5 0 0 0 00 0 26 0 0 53 90 0 0 0 03042 0 4 0 5:15 PM 0 6 0 0 0 00 0 32 0 2 29 73 0 0 0 03 0 1 0 5:30 PM 0 5 0 0 0 00 0 29 0 1 42 79 0 0 0 01 0 1 0 5:45 PM 0 3 0 0 0 00 0 27 0 0 30 62 0 0 0 01 0 1 0 Count Total 012016 64600003103546022700 000 0 Peak Hour 0 0 117 0 2 210 0 15 0 0 0 0 3598 0 7 0 0 0 0 0 FLYING M RANCH RD FLYING M RANCH RD CR 154 CR 154 (303) 216-2439 www.alltrafficdata.net Location:3 FLYING M RANCH RD & CR 154 PM Wednesday, April 6, 2022Date: Peak Hour - All Vehicles Traffic Counts Note: Total study counts contained in parentheses. Peak Hour - Pedestrians/Bicycles on Crosswalk Peak Hour:04:15 PM - 05:15 PM Peak 15-Minutes:04:30 PM - 04:45 PM 0 0 200 130 4826 121 213 0.91 N S EW 0.00 0.86 0.75 0.94 ()() (329) (259) (353) (237) (84)(38)0000 187 13 13 108 0 0 0 0260220 CR 154 CR 154 FLYING M RANCH RD FLYING M RANCH RD 0 000N S EW 0000 0 0 00Left Thru Right Total EastboundInterval Start Time Rolling Hour West East South North Pedestrian Crossings U-Turn Westbound Northbound Southbound Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn 4:00 PM 0 5 0 0 0 00 0 26 0 0 29 65 0 0 0 03410 0 5 0 4:15 PM 0 5 0 0 0 00 0 25 0 5 43 87 0 0 0 03693 0 6 0 4:30 PM 0 11 0 0 0 00 0 29 0 5 53 101 0 0 0 03510 0 3 0 4:45 PM 0 1 0 0 0 00 0 27 0 2 46 88 0 0 0 03356 0 6 0 5:00 PM 0 9 0 0 0 00 0 27 0 1 45 93 0 0 0 03094 0 7 0 5:15 PM 0 3 0 0 0 00 0 33 0 3 26 69 0 0 0 01 0 3 0 5:30 PM 0 11 0 0 0 00 0 29 0 5 33 85 0 0 0 01 0 6 0 5:45 PM 0 1 0 0 0 00 0 25 0 1 32 62 0 0 0 01 0 2 0 Count Total 038016 650000046030722022100 000 0 Peak Hour 0 0 108 0 13 187 0 26 0 0 0 0 36913 0 22 0 0 0 0 0 Flying M Ranch Traffic Impact Study Appendix B APPENDIX B . EXISTING CONDITIONS LOS WORKSHEETS Timings Existing (2022) 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Ø4 Lane Configurations Traffic Volume (vph) 1653 224 15 646 192 0 4 Future Volume (vph) 1653 224 15 646 192 0 4 Turn Type NA Perm Prot NA Perm NA Prot Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 2216888 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 105.0 105.0 15.0 120.0 25.0 25.0 25.0 25.0 Total Split (%) 72.4% 72.4% 10.3% 82.8% 17.2% 17.2% 17.2% 17% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Max None None None None Act Effct Green (s) 109.0 109.0 7.3 114.1 15.5 15.5 15.5 Actuated g/C Ratio 0.78 0.78 0.05 0.81 0.11 0.11 0.11 v/c Ratio 0.65 0.19 0.23 0.25 0.70 0.70 0.02 Control Delay 10.0 1.2 72.3 3.5 84.7 84.7 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.0 1.2 72.3 3.5 84.7 84.7 0.2 LOS BAEAFFA Approach Delay 9.0 5.1 83.1 Approach LOS A A F Intersection Summary Cycle Length: 145 Actuated Cycle Length: 140.1 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 13.3 Intersection LOS: B Intersection Capacity Utilization 59.8% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Existing (2022) 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Lane Group Flow (vph) 1777 241 16 695 103 103 4 v/c Ratio 0.65 0.19 0.23 0.25 0.70 0.70 0.02 Control Delay 10.0 1.2 72.3 3.5 84.7 84.7 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.0 1.2 72.3 3.5 84.7 84.7 0.2 Queue Length 50th (ft) 271 0 14 65 96 96 0 Queue Length 95th (ft) 596 26 41 98 165 165 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 2727 1273 106 2799 194 194 203 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.65 0.19 0.15 0.25 0.53 0.53 0.02 Intersection Summary HCM 6th Signalized Intersection Summary Existing (2022) 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1653 224 15 646 0 192 04000 Future Volume (veh/h) 0 1653 224 15 646 0 192 04000 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1856 1856 1411 1826 1900 1856 1900 1159 1900 1900 1900 Adj Flow Rate, veh/h 0 1777 241 16 695 0 206 04000 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 3 3 33 503050000 Cap, veh/h 0 2832 1263 18 2936 0 374 0 74 0 144 0 Arrive On Green 0.00 0.80 0.80 0.01 0.85 0.00 0.08 0.00 0.08 0.00 0.00 0.00 Sat Flow, veh/h 0 3618 1572 1344 3561 0 3534 0 982 0 1900 0 Grp Volume(v), veh/h 0 1777 241 16 695 0 206 04000 Grp Sat Flow(s),veh/h/ln 0 1763 1572 1344 1735 0 1767 0 982 0 1900 0 Q Serve(g_s), s 0.0 26.9 4.8 1.6 5.2 0.0 7.7 0.0 0.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 26.9 4.8 1.6 5.2 0.0 7.7 0.0 0.5 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2832 1263 18 2936 0 374 0 74 0 144 0 V/C Ratio(X) 0.00 0.63 0.19 0.89 0.24 0.00 0.55 0.00 0.05 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2832 1263 110 2936 0 645 0 149 0 289 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 5.3 3.1 66.3 2.0 0.0 61.1 0.0 57.8 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.4 0.1 71.6 0.2 0.0 1.3 0.0 0.3 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 6.1 1.0 0.9 0.8 0.0 3.6 0.0 0.1 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 5.7 3.1 137.9 2.2 0.0 62.4 0.0 58.1 0.0 0.0 0.0 LnGrp LOS A A A F AAEAEAAA Approach Vol, veh/h 2018 711 210 0 Approach Delay, s/veh 5.4 5.2 62.3 0.0 Approach LOS A A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 5.8 114.2 14.7 120.0 14.7 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 11.0 99.0 20.5 114.0 20.5 Max Q Clear Time (g_c+I1), s 3.6 28.9 0.0 7.2 9.7 Green Ext Time (p_c), s 0.0 23.7 0.0 4.6 0.5 Intersection Summary HCM 6th Ctrl Delay 9.4 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Existing (2022) 2: Fedex Access & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 216 23 6 180 16 2 Future Vol, veh/h 216 23 6 180 16 2 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 4 90460 Mvmt Flow 267 28 7 222 20 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 295 0 517 281 Stage 1 - - - - 281 - Stage 2 - - - - 236 - Critical Hdwy - - 4.1 - 6.46 6.2 Critical Hdwy Stg 1 - - - - 5.46 - Critical Hdwy Stg 2 - - - - 5.46 - Follow-up Hdwy - - 2.2 - 3.554 3.3 Pot Cap-1 Maneuver - - 1278 - 511 763 Stage 1 - - - - 757 - Stage 2 - - - - 794 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1278 - 508 763 Mov Cap-2 Maneuver - - - - 508 - Stage 1 - - - - 757 - Stage 2 - - - - 789 - Approach EB WB NB HCM Control Delay, s 0 0.3 12.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 528 - - 1278 - HCM Lane V/C Ratio 0.042 - - 0.006 - HCM Control Delay (s) 12.1 - - 7.8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - HCM 6th TWSC Existing (2022) 3: Flying M Ranch Rd & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 4.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 130 88 71 116 70 54 Future Vol, veh/h 130 88 71 116 70 54 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 64 64 64 64 64 64 Heavy Vehicles, % 3 05716 Mvmt Flow 203 138 111 181 109 84 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 341 0 606 203 Stage 1 - - - - 203 - Stage 2 - - - - 403 - Critical Hdwy - - 4.15 - 6.41 6.26 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.245 - 3.509 3.354 Pot Cap-1 Maneuver - - 1202 - 462 828 Stage 1 - - - - 833 - Stage 2 - - - - 677 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1202 - 419 828 Mov Cap-2 Maneuver - - - - 419 - Stage 1 - - - - 833 - Stage 2 - - - - 615 - Approach EB WB NB HCM Control Delay, s 0 3.2 13.6 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 419 828 - - 1202 - HCM Lane V/C Ratio 0.261 0.102 - - 0.092 - HCM Control Delay (s) 16.6 9.8 - - 8.3 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 1 0.3 - - 0.3 - Timings Existing (2022) 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph) 775 120 8 1730 226 0 1 Future Volume (vph) 775 120 8 1730 226 0 1 Turn Type NA Perm Prot NA Perm NA NA Protected Phases 2 1 6 8 4 Permitted Phases 2 8 Detector Phase 2216884 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 Total Split (s) 105.0 105.0 15.0 120.0 25.0 25.0 25.0 Total Split (%) 72.4% 72.4% 10.3% 82.8% 17.2% 17.2% 17.2% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None Act Effct Green (s) 50.4 50.4 6.1 52.1 12.2 12.2 12.2 Actuated g/C Ratio 0.67 0.67 0.08 0.69 0.16 0.16 0.16 v/c Ratio 0.34 0.11 0.06 0.73 0.54 0.54 0.00 Control Delay 6.6 1.7 39.1 9.7 40.7 40.8 30.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 1.7 39.1 9.7 40.7 40.8 30.0 LOS A A D A D D C Approach Delay 6.0 9.8 40.8 30.0 Approach LOS A A D C Intersection Summary Cycle Length: 145 Actuated Cycle Length: 75.1 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 11.0 Intersection LOS: B Intersection Capacity Utilization 69.5% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Existing (2022) 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT SBT Lane Group Flow (vph) 807 125 8 1802 117 118 1 v/c Ratio 0.34 0.11 0.06 0.73 0.54 0.54 0.00 Control Delay 6.6 1.7 39.1 9.7 40.7 40.8 30.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 1.7 39.1 9.7 40.7 40.8 30.0 Queue Length 50th (ft) 61 0 3 216 48 49 0 Queue Length 95th (ft) 170 22 19 391 126 127 5 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 Base Capacity (vph) 3539 1583 229 3539 375 375 532 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.23 0.08 0.03 0.51 0.31 0.31 0.00 Intersection Summary HCM 6th Signalized Intersection Summary Existing (2022) 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 775 120 8 1730 0 226 00010 Future Volume (veh/h) 0 775 120 8 1730 0 226 00010 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1633 1870 1900 1870 1900 1900 1900 1900 1870 Adj Flow Rate, veh/h 0 807 125 8 1802 0 235 00010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 2 18 20200002 Cap, veh/h 0 2251 1004 13 2513 0 577 0 195 0 230 0 Arrive On Green 0.00 0.63 0.63 0.01 0.71 0.00 0.12 0.00 0.00 0.00 0.12 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 807 125 8 1802 0 235 00010 Grp Sat Flow(s),veh/h/ln 0 1777 1585 1555 1777 0 1416 0 1610 0 1900 0 Q Serve(g_s), s 0.0 6.6 1.9 0.3 18.4 0.0 4.9 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 6.6 1.9 0.3 18.4 0.0 4.9 0.0 0.0 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2251 1004 13 2513 0 577 0 195 0 230 0 V/C Ratio(X) 0.00 0.36 0.12 0.62 0.72 0.00 0.41 0.00 0.00 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 5756 2567 280 6628 0 1184 0 540 0 637 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 5.3 4.5 30.2 5.3 0.0 25.8 0.0 0.0 0.0 23.6 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.1 39.7 0.4 0.0 0.5 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.2 0.3 0.2 1.9 0.0 1.6 0.0 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 5.4 4.5 69.9 5.7 0.0 26.2 0.0 0.0 0.0 23.6 0.0 LnGrp LOS AAAEAACAAACA Approach Vol, veh/h 932 1810 235 1 Approach Delay, s/veh 5.3 6.0 26.2 23.6 Approach LOS A A C C Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 4.5 44.7 11.9 49.2 11.9 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 11.0 99.0 20.5 114.0 20.5 Max Q Clear Time (g_c+I1), s 2.3 8.6 2.0 20.4 6.9 Green Ext Time (p_c), s 0.0 6.0 0.0 22.8 0.6 Intersection Summary HCM 6th Ctrl Delay 7.4 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Existing (2022) 2: Fedex Access & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 121 8 2 211 15 7 Future Vol, veh/h 121 8 2 211 15 7 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 6 25 50 4 0 0 Mvmt Flow 130 9 2 227 16 8 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 139 0 366 135 Stage 1 - - - - 135 - Stage 2 - - - - 231 - Critical Hdwy - - 4.6 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.65 - 3.5 3.3 Pot Cap-1 Maneuver - - 1197 - 638 919 Stage 1 - - - - 896 - Stage 2 - - - - 812 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1197 - 637 919 Mov Cap-2 Maneuver - - - - 637 - Stage 1 - - - - 896 - Stage 2 - - - - 810 - Approach EB WB NB HCM Control Delay, s 0 0.1 10.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 706 - - 1197 - HCM Lane V/C Ratio 0.034 - - 0.002 - HCM Control Delay (s) 10.3 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - HCM 6th TWSC Existing (2022) 3: Flying M Ranch Rd & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 1.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 115 13 13 187 26 22 Future Vol, veh/h 115 13 13 187 26 22 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 5 08405 Mvmt Flow 126 14 14 205 29 24 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 140 0 359 126 Stage 1 - - - - 126 - Stage 2 - - - - 233 - Critical Hdwy - - 4.18 - 6.4 6.25 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.345 Pot Cap-1 Maneuver - - 1407 - 644 916 Stage 1 - - - - 905 - Stage 2 - - - - 810 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1407 - 638 916 Mov Cap-2 Maneuver - - - - 638 - Stage 1 - - - - 905 - Stage 2 - - - - 802 - Approach EB WB NB HCM Control Delay, s 0 0.5 10 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 638 916 - - 1407 - HCM Lane V/C Ratio 0.045 0.026 - - 0.01 - HCM Control Delay (s) 10.9 9 - - 7.6 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - Flying M Ranch Traffic Impact Study Appendix C APPENDIX C . BACKGROUND TRAFFIC LOS WORKSHEETS Timings Short-Term Future Background 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Ø4 Lane Configurations Traffic Volume (vph) 1703 232 15 665 198 0 4 Future Volume (vph) 1703 232 15 665 198 0 4 Turn Type NA Perm Prot NA Perm NA Prot Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 2216888 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 105.0 105.0 15.0 120.0 25.0 25.0 25.0 25.0 Total Split (%) 72.4% 72.4% 10.3% 82.8% 17.2% 17.2% 17.2% 17% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Max None None None None Act Effct Green (s) 109.1 109.1 7.3 114.1 15.9 15.9 15.9 Actuated g/C Ratio 0.78 0.78 0.05 0.81 0.11 0.11 0.11 v/c Ratio 0.67 0.20 0.23 0.26 0.71 0.71 0.02 Control Delay 10.6 1.2 72.4 3.6 84.8 85.5 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.6 1.2 72.4 3.6 84.8 85.5 0.2 LOS BAEAFFA Approach Delay 9.5 5.1 83.6 Approach LOS A A F Intersection Summary Cycle Length: 145 Actuated Cycle Length: 140.5 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 13.7 Intersection LOS: B Intersection Capacity Utilization 61.3% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Short-Term Future Background 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Lane Group Flow (vph) 1831 249 16 715 106 107 4 v/c Ratio 0.67 0.20 0.23 0.26 0.71 0.71 0.02 Control Delay 10.6 1.2 72.4 3.6 84.8 85.5 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.6 1.2 72.4 3.6 84.8 85.5 0.2 Queue Length 50th (ft) 296 0 14 69 100 101 0 Queue Length 95th (ft) 633 26 41 102 170 172 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 2720 1272 106 2792 193 193 202 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.67 0.20 0.15 0.26 0.55 0.55 0.02 Intersection Summary HCM 6th Signalized Intersection Summary Short-Term Future Background 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1703 232 15 665 0 198 04000 Future Volume (veh/h) 0 1703 232 15 665 0 198 04000 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1856 1856 1411 1826 1900 1856 1900 1159 1900 1900 1900 Adj Flow Rate, veh/h 0 1831 249 16 715 0 213 04000 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 3 3 33 503050000 Cap, veh/h 0 2826 1260 18 2930 0 381 0 76 0 148 0 Arrive On Green 0.00 0.80 0.80 0.01 0.84 0.00 0.08 0.00 0.08 0.00 0.00 0.00 Sat Flow, veh/h 0 3618 1572 1344 3561 0 3534 0 982 0 1900 0 Grp Volume(v), veh/h 0 1831 249 16 715 0 213 04000 Grp Sat Flow(s),veh/h/ln 0 1763 1572 1344 1735 0 1767 0 982 0 1900 0 Q Serve(g_s), s 0.0 28.9 5.0 1.6 5.4 0.0 8.0 0.0 0.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 28.9 5.0 1.6 5.4 0.0 8.0 0.0 0.5 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2826 1260 18 2930 0 381 0 76 0 148 0 V/C Ratio(X) 0.00 0.65 0.20 0.89 0.24 0.00 0.56 0.00 0.05 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2826 1260 110 2930 0 643 0 149 0 289 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 5.5 3.2 66.5 2.1 0.0 61.1 0.0 57.7 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.5 0.1 71.7 0.2 0.0 1.3 0.0 0.3 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 6.7 1.0 0.9 0.9 0.0 3.7 0.0 0.1 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 6.1 3.2 138.2 2.3 0.0 62.4 0.0 57.9 0.0 0.0 0.0 LnGrp LOS A A A F AAEAEAAA Approach Vol, veh/h 2080 731 217 0 Approach Delay, s/veh 5.7 5.2 62.3 0.0 Approach LOS A A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 5.8 114.2 15.0 120.0 15.0 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 11.0 99.0 20.5 114.0 20.5 Max Q Clear Time (g_c+I1), s 3.6 30.9 0.0 7.4 10.0 Green Ext Time (p_c), s 0.0 25.2 0.0 4.8 0.5 Intersection Summary HCM 6th Ctrl Delay 9.7 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Short-Term Future Background 2: Fedex Access & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 223 24 6 186 16 2 Future Vol, veh/h 223 24 6 186 16 2 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 4 90460 Mvmt Flow 275 30 7 230 20 2 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 305 0 534 290 Stage 1 - - - - 290 - Stage 2 - - - - 244 - Critical Hdwy - - 4.1 - 6.46 6.2 Critical Hdwy Stg 1 - - - - 5.46 - Critical Hdwy Stg 2 - - - - 5.46 - Follow-up Hdwy - - 2.2 - 3.554 3.3 Pot Cap-1 Maneuver - - 1267 - 500 754 Stage 1 - - - - 750 - Stage 2 - - - - 787 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1267 - 497 754 Mov Cap-2 Maneuver - - - - 497 - Stage 1 - - - - 750 - Stage 2 - - - - 782 - Approach EB WB NB HCM Control Delay, s 0 0.2 12.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 517 - - 1267 - HCM Lane V/C Ratio 0.043 - - 0.006 - HCM Control Delay (s) 12.3 - - 7.9 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - HCM 6th TWSC Short-Term Future Background 3: Flying M Ranch Rd & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 4.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 134 91 73 120 72 56 Future Vol, veh/h 134 91 73 120 72 56 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 64 64 64 64 64 64 Heavy Vehicles, % 3 05716 Mvmt Flow 209 142 114 188 113 88 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 351 0 625 209 Stage 1 - - - - 209 - Stage 2 - - - - 416 - Critical Hdwy - - 4.15 - 6.41 6.26 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.245 - 3.509 3.354 Pot Cap-1 Maneuver - - 1191 - 450 821 Stage 1 - - - - 828 - Stage 2 - - - - 668 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1191 - 407 821 Mov Cap-2 Maneuver - - - - 407 - Stage 1 - - - - 828 - Stage 2 - - - - 604 - Approach EB WB NB HCM Control Delay, s 0 3.2 14 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 407 821 - - 1191 - HCM Lane V/C Ratio 0.276 0.107 - - 0.096 - HCM Control Delay (s) 17.2 9.9 - - 8.3 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 1.1 0.4 - - 0.3 - Timings Short-Term Future Background 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph) 798 124 8 1782 233 0 1 Future Volume (vph) 798 124 8 1782 233 0 1 Turn Type NA Perm Prot NA Perm NA NA Protected Phases 2 1 6 8 4 Permitted Phases 2 8 Detector Phase 2216884 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 Total Split (s) 105.0 105.0 15.0 120.0 25.0 25.0 25.0 Total Split (%) 72.4% 72.4% 10.3% 82.8% 17.2% 17.2% 17.2% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None Act Effct Green (s) 53.1 53.1 6.1 54.8 12.8 12.8 12.8 Actuated g/C Ratio 0.68 0.68 0.08 0.70 0.16 0.16 0.16 v/c Ratio 0.35 0.12 0.07 0.75 0.56 0.56 0.00 Control Delay 6.7 1.7 41.8 10.2 42.8 43.0 32.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.7 1.7 41.8 10.2 42.8 43.0 32.0 LOS A A D B D D C Approach Delay 6.0 10.3 42.9 32.0 Approach LOS A B D C Intersection Summary Cycle Length: 145 Actuated Cycle Length: 78.4 Natural Cycle: 65 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 11.6 Intersection LOS: B Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Short-Term Future Background 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT SBT Lane Group Flow (vph) 831 129 8 1856 121 122 1 v/c Ratio 0.35 0.12 0.07 0.75 0.56 0.56 0.00 Control Delay 6.7 1.7 41.8 10.2 42.8 43.0 32.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.7 1.7 41.8 10.2 42.8 43.0 32.0 Queue Length 50th (ft) 66 0 4 238 53 54 0 Queue Length 95th (ft) 181 23 20 433 135 137 5 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 Base Capacity (vph) 3515 1573 221 3539 361 361 512 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.24 0.08 0.04 0.52 0.34 0.34 0.00 Intersection Summary HCM 6th Signalized Intersection Summary Short-Term Future Background 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 798 124 8 1782 0 233 00010 Future Volume (veh/h) 0 798 124 8 1782 0 233 00010 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1633 1870 1900 1870 1900 1900 1900 1900 1870 Adj Flow Rate, veh/h 0 831 129 8 1856 0 243 00010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 2 18 20200002 Cap, veh/h 0 2298 1025 13 2546 0 566 0 197 0 232 0 Arrive On Green 0.00 0.65 0.65 0.01 0.72 0.00 0.12 0.00 0.00 0.00 0.12 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 831 129 8 1856 0 243 00010 Grp Sat Flow(s),veh/h/ln 0 1777 1585 1555 1777 0 1416 0 1610 0 1900 0 Q Serve(g_s), s 0.0 7.0 2.0 0.3 20.2 0.0 5.4 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 7.0 2.0 0.3 20.2 0.0 5.4 0.0 0.0 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2298 1025 13 2546 0 566 0 197 0 232 0 V/C Ratio(X) 0.00 0.36 0.13 0.62 0.73 0.00 0.43 0.00 0.00 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 5407 2411 263 6226 0 1112 0 507 0 599 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 5.3 4.4 32.2 5.5 0.0 27.5 0.0 0.0 0.0 25.1 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.1 40.1 0.4 0.0 0.5 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.3 0.3 0.3 2.3 0.0 1.8 0.0 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 5.4 4.5 72.3 5.9 0.0 28.0 0.0 0.0 0.0 25.1 0.0 LnGrp LOS AAAEAACAAACA Approach Vol, veh/h 960 1864 243 1 Approach Delay, s/veh 5.3 6.2 28.0 25.1 Approach LOS A A C C Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 4.5 48.1 12.5 52.6 12.5 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 11.0 99.0 20.5 114.0 20.5 Max Q Clear Time (g_c+I1), s 2.3 9.0 2.0 22.2 7.4 Green Ext Time (p_c), s 0.0 6.3 0.0 24.4 0.7 Intersection Summary HCM 6th Ctrl Delay 7.6 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Short-Term Future Background 2: Fedex Access & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 125 8 2 218 15 7 Future Vol, veh/h 125 8 2 218 15 7 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 6 25 50 4 0 0 Mvmt Flow 134 9 2 234 16 8 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 143 0 377 139 Stage 1 - - - - 139 - Stage 2 - - - - 238 - Critical Hdwy - - 4.6 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.65 - 3.5 3.3 Pot Cap-1 Maneuver - - 1192 - 629 915 Stage 1 - - - - 893 - Stage 2 - - - - 806 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1192 - 628 915 Mov Cap-2 Maneuver - - - - 628 - Stage 1 - - - - 893 - Stage 2 - - - - 804 - Approach EB WB NB HCM Control Delay, s 0 0.1 10.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 698 - - 1192 - HCM Lane V/C Ratio 0.034 - - 0.002 - HCM Control Delay (s) 10.3 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 - HCM 6th TWSC Short-Term Future Background 3: Flying M Ranch Rd & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 1.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 119 13 13 193 27 23 Future Vol, veh/h 119 13 13 193 27 23 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 5 08405 Mvmt Flow 131 14 14 212 30 25 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 145 0 371 131 Stage 1 - - - - 131 - Stage 2 - - - - 240 - Critical Hdwy - - 4.18 - 6.4 6.25 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.345 Pot Cap-1 Maneuver - - 1401 - 634 911 Stage 1 - - - - 900 - Stage 2 - - - - 805 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1401 - 628 911 Mov Cap-2 Maneuver - - - - 628 - Stage 1 - - - - 900 - Stage 2 - - - - 797 - Approach EB WB NB HCM Control Delay, s 0 0.5 10.1 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 628 911 - - 1401 - HCM Lane V/C Ratio 0.047 0.028 - - 0.01 - HCM Control Delay (s) 11 9.1 - - 7.6 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - Timings Long-Term Future Background 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Ø4 Lane Configurations Traffic Volume (vph) 1955 265 20 765 230 0 5 Future Volume (vph) 1955 265 20 765 230 0 5 Turn Type NA Perm Prot NA Perm NA Prot Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 2216888 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 108.0 108.0 11.0 119.0 26.0 26.0 26.0 26.0 Total Split (%) 74.5% 74.5% 7.6% 82.1% 17.9% 17.9% 17.9% 18% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Max None None None None Act Effct Green (s) 106.7 106.7 6.6 113.1 17.4 17.4 17.4 Actuated g/C Ratio 0.76 0.76 0.05 0.80 0.12 0.12 0.12 v/c Ratio 0.79 0.23 0.35 0.30 0.75 0.76 0.03 Control Delay 15.2 1.2 81.8 4.2 87.3 88.0 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.2 1.2 81.8 4.2 87.3 88.0 0.2 LOS B A F A F F A Approach Delay 13.6 6.2 85.9 Approach LOS B A F Intersection Summary Cycle Length: 145 Actuated Cycle Length: 141 Natural Cycle: 90 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 17.0 Intersection LOS: B Intersection Capacity Utilization 69.2% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Long-Term Future Background 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Lane Group Flow (vph) 2102 285 22 823 123 124 5 v/c Ratio 0.79 0.23 0.35 0.30 0.75 0.76 0.03 Control Delay 15.2 1.2 81.8 4.2 87.3 88.0 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.2 1.2 81.8 4.2 87.3 88.0 0.2 Queue Length 50th (ft) 650 0 20 90 116 117 0 Queue Length 95th (ft) 830 26 52 125 193 195 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 2651 1255 67 2758 202 202 209 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.79 0.23 0.33 0.30 0.61 0.61 0.02 Intersection Summary HCM 6th Signalized Intersection Summary Long-Term Future Background 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1955 265 20 765 0 230 05000 Future Volume (veh/h) 0 1955 265 20 765 0 230 05000 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1856 1856 1411 1826 1900 1856 1900 1159 1900 1900 1900 Adj Flow Rate, veh/h 0 2102 285 22 823 0 247 05000 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 3 3 33 503050000 Cap, veh/h 0 2777 1239 24 2896 0 416 0 86 0 167 0 Arrive On Green 0.00 0.79 0.79 0.02 0.83 0.00 0.09 0.00 0.09 0.00 0.00 0.00 Sat Flow, veh/h 0 3618 1572 1344 3561 0 3534 0 982 0 1900 0 Grp Volume(v), veh/h 0 2102 285 22 823 0 247 05000 Grp Sat Flow(s),veh/h/ln 0 1763 1572 1344 1735 0 1767 0 982 0 1900 0 Q Serve(g_s), s 0.0 42.4 6.4 2.2 7.0 0.0 9.3 0.0 0.6 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 42.4 6.4 2.2 7.0 0.0 9.3 0.0 0.6 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2777 1239 24 2896 0 416 0 86 0 167 0 V/C Ratio(X) 0.00 0.76 0.23 0.93 0.28 0.00 0.59 0.00 0.06 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2777 1239 69 2896 0 668 0 156 0 302 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 7.6 3.7 66.4 2.4 0.0 60.6 0.0 56.6 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.2 0.1 69.7 0.2 0.0 1.4 0.0 0.3 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 10.8 1.4 1.2 1.3 0.0 4.3 0.0 0.2 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 8.8 3.8 136.1 2.7 0.0 61.9 0.0 56.9 0.0 0.0 0.0 LnGrp LOS A A A F AAEAEAAA Approach Vol, veh/h 2387 845 252 0 Approach Delay, s/veh 8.2 6.1 61.8 0.0 Approach LOS A A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 6.4 112.6 16.4 119.0 16.4 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 7.0 102.0 21.5 113.0 21.5 Max Q Clear Time (g_c+I1), s 4.2 44.4 0.0 9.0 11.3 Green Ext Time (p_c), s 0.0 31.2 0.0 5.7 0.6 Intersection Summary HCM 6th Ctrl Delay 11.6 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Long-Term Future Background 2: Fedex Access & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 255 30 10 215 20 5 Future Vol, veh/h 255 30 10 215 20 5 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 4 90460 Mvmt Flow 315 37 12 265 25 6 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 352 0 623 334 Stage 1 - - - - 334 - Stage 2 - - - - 289 - Critical Hdwy - - 4.1 - 6.46 6.2 Critical Hdwy Stg 1 - - - - 5.46 - Critical Hdwy Stg 2 - - - - 5.46 - Follow-up Hdwy - - 2.2 - 3.554 3.3 Pot Cap-1 Maneuver - - 1218 - 443 712 Stage 1 - - - - 717 - Stage 2 - - - - 751 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1218 - 438 712 Mov Cap-2 Maneuver - - - - 438 - Stage 1 - - - - 717 - Stage 2 - - - - 742 - Approach EB WB NB HCM Control Delay, s 0 0.4 13.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 475 - - 1218 - HCM Lane V/C Ratio 0.065 - - 0.01 - HCM Control Delay (s) 13.1 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - HCM 6th TWSC Long-Term Future Background 3: Flying M Ranch Rd & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 5.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 155 105 85 140 85 65 Future Vol, veh/h 155 105 85 140 85 65 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 64 64 64 64 64 64 Heavy Vehicles, % 3 05716 Mvmt Flow 242 164 133 219 133 102 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 406 0 727 242 Stage 1 - - - - 242 - Stage 2 - - - - 485 - Critical Hdwy - - 4.15 - 6.41 6.26 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.245 - 3.509 3.354 Pot Cap-1 Maneuver - - 1137 - 392 787 Stage 1 - - - - 801 - Stage 2 - - - - 621 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1137 - 346 787 Mov Cap-2 Maneuver - - - - 346 - Stage 1 - - - - 801 - Stage 2 - - - - 548 - Approach EB WB NB HCM Control Delay, s 0 3.2 16.8 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 346 787 - - 1137 - HCM Lane V/C Ratio 0.384 0.129 - - 0.117 - HCM Control Delay (s) 21.7 10.3 - - 8.6 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1.8 0.4 - - 0.4 - Timings Long-Term Future Background 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR SBT Lane Configurations Traffic Volume (vph) 915 150 10 2045 270 0 5 1 Future Volume (vph) 915 150 10 2045 270 0 5 1 Turn Type NA Perm Prot NA Perm NA Prot NA Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 22168884 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 104.4 104.4 9.6 114.0 31.0 31.0 31.0 31.0 Total Split (%) 72.0% 72.0% 6.6% 78.6% 21.4% 21.4% 21.4% 21.4% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None None Act Effct Green (s) 73.5 73.5 5.9 74.9 16.9 16.9 16.9 16.9 Actuated g/C Ratio 0.71 0.71 0.06 0.73 0.16 0.16 0.16 0.16 v/c Ratio 0.38 0.13 0.11 0.83 0.64 0.64 0.02 0.00 Control Delay 6.8 1.3 62.3 13.4 58.3 58.6 0.0 45.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.8 1.3 62.3 13.4 58.3 58.6 0.0 45.0 LOS AAEBEEAD Approach Delay 6.1 13.6 57.4 45.0 Approach LOS A B E D Intersection Summary Cycle Length: 145 Actuated Cycle Length: 103 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Capacity Utilization 79.4% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Long-Term Future Background 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR SBT Lane Group Flow (vph) 953 156 10 2130 140 141 5 1 v/c Ratio 0.38 0.13 0.11 0.83 0.64 0.64 0.02 0.00 Control Delay 6.8 1.3 62.3 13.4 58.3 58.6 0.0 45.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.8 1.3 62.3 13.4 58.3 58.6 0.0 45.0 Queue Length 50th (ft) 100 0 6 411 86 87 0 1 Queue Length 95th (ft) 232 23 30 706 208 209 0 6 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 3192 1443 88 3296 366 366 480 520 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.30 0.11 0.11 0.65 0.38 0.39 0.01 0.00 Intersection Summary HCM 6th Signalized Intersection Summary Long-Term Future Background 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 915 150 10 2045 0 270 05010 Future Volume (veh/h) 0 915 150 10 2045 0 270 05010 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1633 1870 1900 1870 1900 1900 1900 1900 1870 Adj Flow Rate, veh/h 0 953 156 10 2130 0 281 05010 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 2 18 20200002 Cap, veh/h 0 2482 1107 15 2677 0 525 0 207 0 244 0 Arrive On Green 0.00 0.70 0.70 0.01 0.75 0.00 0.13 0.00 0.13 0.00 0.13 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 953 156 10 2130 0 281 05010 Grp Sat Flow(s),veh/h/ln 0 1777 1585 1555 1777 0 1416 0 1610 0 1900 0 Q Serve(g_s), s 0.0 9.8 2.9 0.6 32.8 0.0 8.5 0.0 0.2 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 9.8 2.9 0.6 32.8 0.0 8.6 0.0 0.2 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2482 1107 15 2677 0 525 0 207 0 244 0 V/C Ratio(X) 0.00 0.38 0.14 0.65 0.80 0.00 0.54 0.00 0.02 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 3934 1755 98 4318 0 1005 0 480 0 566 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 5.5 4.5 43.9 6.8 0.0 37.5 0.0 33.9 0.0 33.8 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.1 38.4 0.6 0.0 0.8 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 2.3 0.6 0.4 5.8 0.0 3.0 0.0 0.1 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 5.6 4.5 82.2 7.3 0.0 38.4 0.0 33.9 0.0 33.8 0.0 LnGrp LOS A A A F A A D A C A C A Approach Vol, veh/h 1109 2140 286 1 Approach Delay, s/veh 5.5 7.7 38.3 33.8 Approach LOS A A D C Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 4.9 68.1 15.9 73.0 15.9 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 5.6 98.4 26.5 108.0 26.5 Max Q Clear Time (g_c+I1), s 2.6 11.8 2.0 34.8 10.6 Green Ext Time (p_c), s 0.0 7.7 0.0 32.1 0.9 Intersection Summary HCM 6th Ctrl Delay 9.5 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Long-Term Future Background 2: Fedex Access & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 150 10 5 255 20 10 Future Vol, veh/h 150 10 5 255 20 10 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 6 25 50 4 0 0 Mvmt Flow 161 11 5 274 22 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 172 0 451 167 Stage 1 - - - - 167 - Stage 2 - - - - 284 - Critical Hdwy - - 4.6 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.65 - 3.5 3.3 Pot Cap-1 Maneuver - - 1161 - 570 882 Stage 1 - - - - 867 - Stage 2 - - - - 769 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1161 - 567 882 Mov Cap-2 Maneuver - - - - 567 - Stage 1 - - - - 867 - Stage 2 - - - - 765 - Approach EB WB NB HCM Control Delay, s 0 0.2 10.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 644 - - 1161 - HCM Lane V/C Ratio 0.05 - - 0.005 - HCM Control Delay (s) 10.9 - - 8.1 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - HCM 6th TWSC Long-Term Future Background 3: Flying M Ranch Rd & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 1.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 140 20 20 225 35 30 Future Vol, veh/h 140 20 20 225 35 30 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 5 08405 Mvmt Flow 154 22 22 247 38 33 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 176 0 445 154 Stage 1 - - - - 154 - Stage 2 - - - - 291 - Critical Hdwy - - 4.18 - 6.4 6.25 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.345 Pot Cap-1 Maneuver - - 1365 - 574 884 Stage 1 - - - - 879 - Stage 2 - - - - 763 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1365 - 565 884 Mov Cap-2 Maneuver - - - - 565 - Stage 1 - - - - 879 - Stage 2 - - - - 751 - Approach EB WB NB HCM Control Delay, s 0 0.6 10.6 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 565 884 - - 1365 - HCM Lane V/C Ratio 0.068 0.037 - - 0.016 - HCM Control Delay (s) 11.8 9.2 - - 7.7 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.2 0.1 - - 0 - Flying M Ranch Traffic Impact Study Appendix D APPENDIX D . TOTAL TRAFFIC LOS WORKSHEETS Timings Short-Term Future Total 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Ø4 Lane Configurations Traffic Volume (vph) 1703 262 25 665 240 0 18 Future Volume (vph) 1703 262 25 665 240 0 18 Turn Type NA Perm Prot NA Perm NA Prot Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 2216888 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 103.6 103.6 12.4 116.0 29.0 29.0 29.0 29.0 Total Split (%) 71.4% 71.4% 8.6% 80.0% 20.0% 20.0% 20.0% 20% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Max None None None None Act Effct Green (s) 102.9 102.9 7.4 110.1 18.2 18.2 18.2 Actuated g/C Ratio 0.74 0.74 0.05 0.79 0.13 0.13 0.13 v/c Ratio 0.70 0.23 0.38 0.26 0.74 0.74 0.10 Control Delay 13.5 1.3 79.8 4.3 82.8 82.8 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.5 1.3 79.8 4.3 82.8 82.8 1.1 LOS BAEAFFA Approach Delay 11.9 7.1 77.2 Approach LOS B A E Intersection Summary Cycle Length: 145 Actuated Cycle Length: 138.8 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 16.5 Intersection LOS: B Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Short-Term Future Total 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Lane Group Flow (vph) 1831 282 27 715 129 129 19 v/c Ratio 0.70 0.23 0.38 0.26 0.74 0.74 0.10 Control Delay 13.5 1.3 79.8 4.3 82.8 82.8 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.5 1.3 79.8 4.3 82.8 82.8 1.1 Queue Length 50th (ft) 496 0 24 76 120 120 0 Queue Length 95th (ft) 676 29 60 118 196 196 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 2598 1235 81 2727 234 234 233 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.70 0.23 0.33 0.26 0.55 0.55 0.08 Intersection Summary HCM 6th Signalized Intersection Summary Short-Term Future Total 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1703 262 25 665 0 240 0 18 0 0 0 Future Volume (veh/h) 0 1703 262 25 665 0 240 0 18 0 0 0 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1856 1856 1411 1826 1900 1856 1900 1159 1900 1900 1900 Adj Flow Rate, veh/h 0 1831 282 27 715 0 258 0 19 0 0 0 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 3 3 33 503050000 Cap, veh/h 0 2737 1221 30 2875 0 434 0 91 0 175 0 Arrive On Green 0.00 0.78 0.78 0.02 0.83 0.00 0.09 0.00 0.09 0.00 0.00 0.00 Sat Flow, veh/h 0 3618 1572 1344 3561 0 3534 0 982 0 1900 0 Grp Volume(v), veh/h 0 1831 282 27 715 0 258 0 19 0 0 0 Grp Sat Flow(s),veh/h/ln 0 1763 1572 1344 1735 0 1767 0 982 0 1900 0 Q Serve(g_s), s 0.0 32.1 6.5 2.7 5.9 0.0 9.5 0.0 2.4 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 32.1 6.5 2.7 5.9 0.0 9.5 0.0 2.4 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2737 1221 30 2875 0 434 0 91 0 175 0 V/C Ratio(X) 0.00 0.67 0.23 0.91 0.25 0.00 0.59 0.00 0.21 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2737 1221 85 2875 0 761 0 181 0 351 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 6.9 4.0 64.8 2.5 0.0 59.0 0.0 55.8 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.6 0.1 54.8 0.2 0.0 1.3 0.0 1.1 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 8.3 1.5 1.3 1.1 0.0 4.4 0.0 0.6 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 7.5 4.1 119.6 2.7 0.0 60.3 0.0 56.9 0.0 0.0 0.0 LnGrp LOS A A A F AAEAEAAA Approach Vol, veh/h 2113 742 277 0 Approach Delay, s/veh 7.1 6.9 60.1 0.0 Approach LOS A A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 6.9 109.1 16.7 116.0 16.7 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 8.4 97.6 24.5 110.0 24.5 Max Q Clear Time (g_c+I1), s 4.7 34.1 0.0 7.9 11.5 Green Ext Time (p_c), s 0.0 25.0 0.0 4.8 0.8 Intersection Summary HCM 6th Ctrl Delay 11.7 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Short-Term Future Total 2: Fedex Access & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 259 28 7 236 22 3 Future Vol, veh/h 259 28 7 236 22 3 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 4 90460 Mvmt Flow 320 35 9 291 27 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 355 0 647 338 Stage 1 - - - - 338 - Stage 2 - - - - 309 - Critical Hdwy - - 4.1 - 6.46 6.2 Critical Hdwy Stg 1 - - - - 5.46 - Critical Hdwy Stg 2 - - - - 5.46 - Follow-up Hdwy - - 2.2 - 3.554 3.3 Pot Cap-1 Maneuver - - 1215 - 429 709 Stage 1 - - - - 714 - Stage 2 - - - - 736 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1215 - 425 709 Mov Cap-2 Maneuver - - - - 425 - Stage 1 - - - - 714 - Stage 2 - - - - 729 - Approach EB WB NB HCM Control Delay, s 0 0.2 13.7 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 446 - - 1215 - HCM Lane V/C Ratio 0.069 - - 0.007 - HCM Control Delay (s) 13.7 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - HCM 6th TWSC Short-Term Future Total 3: Flying M Ranch Rd & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 6.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 134 128 82 121 122 69 Future Vol, veh/h 134 128 82 121 122 69 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 64 64 64 64 64 64 Heavy Vehicles, % 3 05716 Mvmt Flow 209 200 128 189 191 108 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 409 0 654 209 Stage 1 - - - - 209 - Stage 2 - - - - 445 - Critical Hdwy - - 4.15 - 6.41 6.26 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.245 - 3.509 3.354 Pot Cap-1 Maneuver - - 1134 - 433 821 Stage 1 - - - - 828 - Stage 2 - - - - 648 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1134 - 384 821 Mov Cap-2 Maneuver - - - - 384 - Stage 1 - - - - 828 - Stage 2 - - - - 575 - Approach EB WB NB HCM Control Delay, s 0 3.5 18.5 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 384 821 - - 1134 - HCM Lane V/C Ratio 0.496 0.131 - - 0.113 - HCM Control Delay (s) 23.3 10 - - 8.6 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 2.7 0.5 - - 0.4 - Timings Short-Term Future Total 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR SBT Lane Configurations Traffic Volume (vph) 798 169 23 1782 272 0 13 1 Future Volume (vph) 798 169 23 1782 272 0 13 1 Turn Type NA Perm Prot NA Perm NA Prot NA Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 22168884 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 99.0 99.0 12.0 111.0 34.0 34.0 34.0 34.0 Total Split (%) 68.3% 68.3% 8.3% 76.6% 23.4% 23.4% 23.4% 23.4% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None None Act Effct Green (s) 53.1 53.1 7.1 56.9 15.4 15.4 15.4 15.4 Actuated g/C Ratio 0.64 0.64 0.09 0.68 0.18 0.18 0.18 0.18 v/c Ratio 0.37 0.16 0.19 0.77 0.57 0.58 0.04 0.00 Control Delay 9.0 1.9 48.0 11.8 44.3 44.4 0.2 35.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.0 1.9 48.0 11.8 44.3 44.4 0.2 35.0 LOS A A D B D D A C Approach Delay 7.8 12.2 42.3 35.0 Approach LOS A B D C Intersection Summary Cycle Length: 145 Actuated Cycle Length: 83.4 Natural Cycle: 65 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 13.6 Intersection LOS: B Intersection Capacity Utilization 72.2% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Short-Term Future Total 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR SBT Lane Group Flow (vph) 831 176 24 1856 141 142 14 1 v/c Ratio 0.37 0.16 0.19 0.77 0.57 0.58 0.04 0.00 Control Delay 9.0 1.9 48.0 11.8 44.3 44.4 0.2 35.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 9.0 1.9 48.0 11.8 44.3 44.4 0.2 35.0 Queue Length 50th (ft) 75 0 11 271 65 66 0 0 Queue Length 95th (ft) 208 28 48 516 174 176 0 6 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 3372 1517 156 3442 504 504 640 715 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.25 0.12 0.15 0.54 0.28 0.28 0.02 0.00 Intersection Summary HCM 6th Signalized Intersection Summary Short-Term Future Total 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 798 169 23 1782 0 272 0 13 0 1 0 Future Volume (veh/h) 0 798 169 23 1782 0 272 0 13 0 1 0 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1633 1870 1900 1870 1900 1900 1900 1900 1870 Adj Flow Rate, veh/h 0 831 176 24 1856 0 283 0 14 0 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 2 18 20200002 Cap, veh/h 0 2221 991 33 2507 0 606 0 225 0 265 0 Arrive On Green 0.00 0.63 0.63 0.02 0.71 0.00 0.14 0.00 0.14 0.00 0.14 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 831 176 24 1856 0 283 0 14 0 1 0 Grp Sat Flow(s),veh/h/ln 0 1777 1585 1555 1777 0 1416 0 1610 0 1900 0 Q Serve(g_s), s 0.0 7.8 3.2 1.0 21.8 0.0 6.5 0.0 0.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 7.8 3.2 1.0 21.8 0.0 6.5 0.0 0.5 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2221 991 33 2507 0 606 0 225 0 265 0 V/C Ratio(X) 0.00 0.37 0.18 0.72 0.74 0.00 0.47 0.00 0.06 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 4877 2175 184 5506 0 1444 0 701 0 827 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 6.2 5.4 33.0 6.1 0.0 27.9 0.0 25.3 0.0 25.1 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.1 24.9 0.4 0.0 0.6 0.0 0.1 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 1.7 0.6 0.6 3.1 0.0 2.2 0.0 0.2 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 6.3 5.4 57.9 6.6 0.0 28.5 0.0 25.4 0.0 25.1 0.0 LnGrp LOS AAAEAACACACA Approach Vol, veh/h 1007 1880 297 1 Approach Delay, s/veh 6.2 7.2 28.3 25.1 Approach LOS A A C C Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 5.5 48.4 14.0 53.8 14.0 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 8.0 93.0 29.5 105.0 29.5 Max Q Clear Time (g_c+I1), s 3.0 9.8 2.0 23.8 8.5 Green Ext Time (p_c), s 0.0 6.5 0.0 24.0 1.0 Intersection Summary HCM 6th Ctrl Delay 8.9 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Short-Term Future Total 2: Fedex Access & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 179 14 4 265 20 8 Future Vol, veh/h 179 14 4 265 20 8 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 6 25 50 4 0 0 Mvmt Flow 192 15 4 285 22 9 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 207 0 493 200 Stage 1 - - - - 200 - Stage 2 - - - - 293 - Critical Hdwy - - 4.6 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.65 - 3.5 3.3 Pot Cap-1 Maneuver - - 1124 - 539 846 Stage 1 - - - - 838 - Stage 2 - - - - 762 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1124 - 537 846 Mov Cap-2 Maneuver - - - - 537 - Stage 1 - - - - 838 - Stage 2 - - - - 759 - Approach EB WB NB HCM Control Delay, s 0 0.1 11.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 600 - - 1124 - HCM Lane V/C Ratio 0.05 - - 0.004 - HCM Control Delay (s) 11.3 - - 8.2 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - HCM 6th TWSC Short-Term Future Total 3: Flying M Ranch Rd & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 2.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 120 67 27 195 74 35 Future Vol, veh/h 120 67 27 195 74 35 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 5 08405 Mvmt Flow 132 74 30 214 81 38 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 206 0 406 132 Stage 1 - - - - 132 - Stage 2 - - - - 274 - Critical Hdwy - - 4.18 - 6.4 6.25 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.345 Pot Cap-1 Maneuver - - 1330 - 605 909 Stage 1 - - - - 899 - Stage 2 - - - - 777 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1330 - 591 909 Mov Cap-2 Maneuver - - - - 591 - Stage 1 - - - - 899 - Stage 2 - - - - 759 - Approach EB WB NB HCM Control Delay, s 0 0.9 11.1 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 591 909 - - 1330 - HCM Lane V/C Ratio 0.138 0.042 - - 0.022 - HCM Control Delay (s) 12.1 9.1 - - 7.8 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.5 0.1 - - 0.1 - Timings Long-Term Future Total 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Ø4 Lane Configurations Traffic Volume (vph) 1955 300 30 765 275 0 20 Future Volume (vph) 1955 300 30 765 275 0 20 Turn Type NA Perm Prot NA Perm NA Prot Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 2216888 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 105.0 105.0 13.0 118.0 27.0 27.0 27.0 27.0 Total Split (%) 72.4% 72.4% 9.0% 81.4% 18.6% 18.6% 18.6% 19% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Max None None None None Act Effct Green (s) 104.5 104.5 7.9 112.1 19.5 19.5 19.5 Actuated g/C Ratio 0.74 0.74 0.06 0.79 0.14 0.14 0.14 v/c Ratio 0.82 0.26 0.43 0.30 0.82 0.82 0.11 Control Delay 18.0 1.3 83.0 4.7 91.4 91.4 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.0 1.3 83.0 4.7 91.4 91.4 1.2 LOS B A F A F F A Approach Delay 15.7 7.6 85.1 Approach LOS B A F Intersection Summary Cycle Length: 145 Actuated Cycle Length: 142.1 Natural Cycle: 90 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 19.9 Intersection LOS: B Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Long-Term Future Total 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR Lane Group Flow (vph) 2102 323 32 823 148 148 22 v/c Ratio 0.82 0.26 0.43 0.30 0.82 0.82 0.11 Control Delay 18.0 1.3 83.0 4.7 91.4 91.4 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.0 1.3 83.0 4.7 91.4 91.4 1.2 Queue Length 50th (ft) 750 0 29 103 142 142 0 Queue Length 95th (ft) 896 30 67 130 #247 #247 1 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 2577 1238 86 2711 210 210 215 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.82 0.26 0.37 0.30 0.70 0.70 0.10 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. HCM 6th Signalized Intersection Summary Long-Term Future Total 1: CR 154 & SH 82 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1955 300 30 765 0 275 0 20 0 0 0 Future Volume (veh/h) 0 1955 300 30 765 0 275 0 20 0 0 0 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1856 1856 1411 1826 1900 1856 1900 1159 1900 1900 1900 Adj Flow Rate, veh/h 0 2102 323 32 823 0 296 0 22 0 0 0 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 0 3 3 33 503050000 Cap, veh/h 0 2695 1202 36 2848 0 467 0 100 0 194 0 Arrive On Green 0.00 0.76 0.76 0.03 0.82 0.00 0.10 0.00 0.10 0.00 0.00 0.00 Sat Flow, veh/h 0 3618 1572 1344 3561 0 3534 0 982 0 1900 0 Grp Volume(v), veh/h 0 2102 323 32 823 0 296 0 22 0 0 0 Grp Sat Flow(s),veh/h/ln 0 1763 1572 1344 1735 0 1767 0 982 0 1900 0 Q Serve(g_s), s 0.0 47.5 8.3 3.2 7.6 0.0 11.2 0.0 2.8 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 47.5 8.3 3.2 7.6 0.0 11.2 0.0 2.8 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2695 1202 36 2848 0 467 0 100 0 194 0 V/C Ratio(X) 0.00 0.78 0.27 0.88 0.29 0.00 0.63 0.00 0.22 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2695 1202 89 2848 0 688 0 162 0 313 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 9.4 4.8 66.2 2.9 0.0 60.0 0.0 56.2 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.5 0.1 43.7 0.3 0.0 1.4 0.0 1.1 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 13.4 2.0 1.5 1.6 0.0 5.2 0.0 0.7 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 10.9 4.9 109.8 3.1 0.0 61.4 0.0 57.3 0.0 0.0 0.0 LnGrp LOS A B A F AAEAEAAA Approach Vol, veh/h 2425 855 318 0 Approach Delay, s/veh 10.1 7.1 61.2 0.0 Approach LOS B A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 7.7 110.3 18.5 118.0 18.5 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 9.0 99.0 22.5 112.0 22.5 Max Q Clear Time (g_c+I1), s 5.2 49.5 0.0 9.6 13.2 Green Ext Time (p_c), s 0.0 29.2 0.0 5.7 0.8 Intersection Summary HCM 6th Ctrl Delay 13.9 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Long-Term Future Total 2: Fedex Access & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 295 35 15 265 30 10 Future Vol, veh/h 295 35 15 265 30 10 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 81 81 81 81 81 81 Heavy Vehicles, % 4 90460 Mvmt Flow 364 43 19 327 37 12 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 407 0 751 386 Stage 1 - - - - 386 - Stage 2 - - - - 365 - Critical Hdwy - - 4.1 - 6.46 6.2 Critical Hdwy Stg 1 - - - - 5.46 - Critical Hdwy Stg 2 - - - - 5.46 - Follow-up Hdwy - - 2.2 - 3.554 3.3 Pot Cap-1 Maneuver - - 1163 - 373 666 Stage 1 - - - - 678 - Stage 2 - - - - 694 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1163 - 366 666 Mov Cap-2 Maneuver - - - - 366 - Stage 1 - - - - 678 - Stage 2 - - - - 680 - Approach EB WB NB HCM Control Delay, s 0 0.4 14.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 412 - - 1163 - HCM Lane V/C Ratio 0.12 - - 0.016 - HCM Control Delay (s) 14.9 - - 8.1 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.4 - - 0 - HCM 6th TWSC Long-Term Future Total 3: Flying M Ranch Rd & CR 154 AM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 8.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 160 145 95 145 135 80 Future Vol, veh/h 160 145 95 145 135 80 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 64 64 64 64 64 64 Heavy Vehicles, % 3 05716 Mvmt Flow 250 227 148 227 211 125 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 477 0 773 250 Stage 1 - - - - 250 - Stage 2 - - - - 523 - Critical Hdwy - - 4.15 - 6.41 6.26 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.245 - 3.509 3.354 Pot Cap-1 Maneuver - - 1070 - 369 779 Stage 1 - - - - 794 - Stage 2 - - - - 597 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1070 - 318 779 Mov Cap-2 Maneuver - - - - 318 - Stage 1 - - - - 794 - Stage 2 - - - - 515 - Approach EB WB NB HCM Control Delay, s 0 3.5 26.6 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 318 779 - - 1070 - HCM Lane V/C Ratio 0.663 0.16 - - 0.139 - HCM Control Delay (s) 36.1 10.5 - - 8.9 - HCM Lane LOS E B - - A - HCM 95th %tile Q(veh) 4.4 0.6 - - 0.5 - Timings Long-Term Future Total 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR SBT Lane Configurations Traffic Volume (vph) 915 200 25 2045 310 0 20 1 Future Volume (vph) 915 200 25 2045 310 0 20 1 Turn Type NA Perm Prot NA Perm NA Prot NA Protected Phases 2 1 6 8 8 4 Permitted Phases 2 8 Detector Phase 22168884 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 9.5 22.0 21.5 21.5 21.5 21.5 Total Split (s) 99.5 99.5 11.3 110.8 34.2 34.2 34.2 34.2 Total Split (%) 68.6% 68.6% 7.8% 76.4% 23.6% 23.6% 23.6% 23.6% Yellow Time (s) 5.0 5.0 3.0 5.0 3.5 3.5 3.5 3.5 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 4.0 6.0 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None None Act Effct Green (s) 69.6 69.6 7.0 75.4 19.2 19.2 19.2 19.2 Actuated g/C Ratio 0.66 0.66 0.07 0.71 0.18 0.18 0.18 0.18 v/c Ratio 0.41 0.19 0.26 0.85 0.66 0.67 0.06 0.00 Control Delay 10.3 1.6 64.4 15.4 58.1 58.4 0.3 43.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.3 1.6 64.4 15.4 58.1 58.4 0.3 43.0 LOS BAEBEEAD Approach Delay 8.7 16.0 54.7 43.0 Approach LOS A B D D Intersection Summary Cycle Length: 145 Actuated Cycle Length: 105.9 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Capacity Utilization 80.5% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: CR 154 & SH 82 Queues Long-Term Future Total 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Lane Group EBT EBR WBL WBT NBL NBT NBR SBT Lane Group Flow (vph) 953 208 26 2130 161 162 21 1 v/c Ratio 0.41 0.19 0.26 0.85 0.66 0.67 0.06 0.00 Control Delay 10.3 1.6 64.4 15.4 58.1 58.4 0.3 43.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.3 1.6 64.4 15.4 58.1 58.4 0.3 43.0 Queue Length 50th (ft) 166 0 17 462 105 105 0 1 Queue Length 95th (ft) 260 28 58 778 232 232 0 6 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 165 Base Capacity (vph) 3038 1388 112 3225 401 401 521 569 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.31 0.15 0.23 0.66 0.40 0.40 0.04 0.00 Intersection Summary HCM 6th Signalized Intersection Summary Long-Term Future Total 1: CR 154 & SH 82 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 915 200 25 2045 0 310 0 20 0 1 0 Future Volume (veh/h) 0 915 200 25 2045 0 310 0 20 0 1 0 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1633 1870 1900 1870 1900 1900 1900 1900 1870 Adj Flow Rate, veh/h 0 953 208 26 2130 0 323 0 21 0 1 0 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 2 18 20200002 Cap, veh/h 0 2410 1075 33 2639 0 562 0 232 0 274 0 Arrive On Green 0.00 0.68 0.68 0.02 0.74 0.00 0.14 0.00 0.14 0.00 0.14 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 953 208 26 2130 0 323 0 21 0 1 0 Grp Sat Flow(s),veh/h/ln 0 1777 1585 1555 1777 0 1416 0 1610 0 1900 0 Q Serve(g_s), s 0.0 10.9 4.5 1.5 35.7 0.0 10.2 0.0 1.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 10.9 4.5 1.5 35.7 0.0 10.3 0.0 1.0 0.0 0.0 0.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 0 2410 1075 33 2639 0 562 0 232 0 274 0 V/C Ratio(X) 0.00 0.40 0.19 0.79 0.81 0.00 0.57 0.00 0.09 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 3586 1600 123 4020 0 1062 0 516 0 609 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 6.6 5.5 45.1 7.7 0.0 38.3 0.0 34.4 0.0 34.0 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.1 33.5 0.7 0.0 0.9 0.0 0.2 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 2.8 1.0 0.9 7.3 0.0 3.6 0.0 0.4 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 6.7 5.6 78.7 8.4 0.0 39.3 0.0 34.5 0.0 34.0 0.0 LnGrp LOS AAAEAADACACA Approach Vol, veh/h 1161 2156 344 1 Approach Delay, s/veh 6.5 9.3 39.0 34.0 Approach LOS A A D C Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 6.0 68.8 17.9 74.8 17.9 Change Period (Y+Rc), s 4.0 6.0 4.5 6.0 4.5 Max Green Setting (Gmax), s 7.3 93.5 29.7 104.8 29.7 Max Q Clear Time (g_c+I1), s 3.5 12.9 2.0 37.7 12.3 Green Ext Time (p_c), s 0.0 8.0 0.0 31.1 1.1 Intersection Summary HCM 6th Ctrl Delay 11.2 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC Long-Term Future Total 2: Fedex Access & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 205 20 10 305 25 15 Future Vol, veh/h 205 20 10 305 25 15 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 6 25 50 4 0 0 Mvmt Flow 220 22 11 328 27 16 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 242 0 581 231 Stage 1 - - - - 231 - Stage 2 - - - - 350 - Critical Hdwy - - 4.6 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.65 - 3.5 3.3 Pot Cap-1 Maneuver - - 1089 - 479 813 Stage 1 - - - - 812 - Stage 2 - - - - 718 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1089 - 473 813 Mov Cap-2 Maneuver - - - - 473 - Stage 1 - - - - 812 - Stage 2 - - - - 709 - Approach EB WB NB HCM Control Delay, s 0 0.3 11.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 561 - - 1089 - HCM Lane V/C Ratio 0.077 - - 0.01 - HCM Control Delay (s) 11.9 - - 8.3 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0 - HCM 6th TWSC Long-Term Future Total 3: Flying M Ranch Rd & CR 154 PM Peak Hour FLying M Ranch TIS Update Felsburg Holt & Ullevig Synchro 11 Report Intersection Int Delay, s/veh 2.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 145 75 35 230 85 45 Future Vol, veh/h 145 75 35 230 85 45 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 130 145 - 95 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 5 08405 Mvmt Flow 159 82 38 253 93 49 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 241 0 488 159 Stage 1 - - - - 159 - Stage 2 - - - - 329 - Critical Hdwy - - 4.18 - 6.4 6.25 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.345 Pot Cap-1 Maneuver - - 1291 - 543 878 Stage 1 - - - - 875 - Stage 2 - - - - 734 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1291 - 527 878 Mov Cap-2 Maneuver - - - - 527 - Stage 1 - - - - 875 - Stage 2 - - - - 713 - Approach EB WB NB HCM Control Delay, s 0 1 11.9 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 527 878 - - 1291 - HCM Lane V/C Ratio 0.177 0.056 - - 0.03 - HCM Control Delay (s) 13.3 9.3 - - 7.9 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.6 0.2 - - 0.1 - Flying M Ranch Traffic Impact Study Appendix E APPENDIX E . QUEUING REPORTS Queuing and Blocking Report Short-Term Future Background 05/03/2022 AM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB Directions Served T T R L T TR L LT R Maximum Queue (ft) 326 305 76 84 141 87 133 171 60 Average Queue (ft) 165 129 25 16 49 21 76 101 6 95th Queue (ft) 281 251 57 53 103 59 129 155 31 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 30 56 Average Queue (ft) 2 16 95th Queue (ft) 14 44 Link Distance (ft) 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement EB EB WB NB NB Directions Served T R L L R Maximum Queue (ft) 13 22 66 75 68 Average Queue (ft) 0 2 27 33 24 95th Queue (ft) 5 13 57 61 49 Link Distance (ft) 366 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 145 95 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Network Summary Network wide Queuing Penalty: 0 Queuing and Blocking Report Short-Term Future Background 05/03/2022 PM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB SB Directions Served T T R L T TR L LT LTR Maximum Queue (ft) 154 103 41 44 224 206 156 166 18 Average Queue (ft) 70 30 18 6 114 83 77 95 2 95th Queue (ft) 129 76 40 27 189 164 138 151 12 Link Distance (ft) 974 974 1185 1185 707 83 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 1 Intersection: 2: Fedex Access & CR 154 Movement NB Directions Served LR Maximum Queue (ft) 36 Average Queue (ft) 17 95th Queue (ft) 43 Link Distance (ft) 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement WB NB NB Directions Served L L R Maximum Queue (ft) 35 35 55 Average Queue (ft) 2 16 11 95th Queue (ft) 17 34 33 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 145 95 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 1 Queuing and Blocking Report Short-Term Future Total 05/25/2022 AM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB Directions Served T T R L T TR L LT R Maximum Queue (ft) 333 292 97 95 145 102 182 194 110 Average Queue (ft) 193 157 32 28 54 24 92 115 26 95th Queue (ft) 314 282 68 77 111 67 156 175 79 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 0 2 0 Queuing Penalty (veh) 0 3 0 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 48 70 Average Queue (ft) 4 21 95th Queue (ft) 24 52 Link Distance (ft) 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement EB EB WB NB NB Directions Served T R L L R Maximum Queue (ft) 27 33 87 125 99 Average Queue (ft) 1 4 35 52 31 95th Queue (ft) 12 20 71 100 75 Link Distance (ft) 366 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 145 95 Storage Blk Time (%) 2 Queuing Penalty (veh) 2 Network Summary Network wide Queuing Penalty: 5 Queuing and Blocking Report Short-Term Future Total 05/25/2022 PM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB SB Directions Served T T R L T TR L LT R LTR Maximum Queue (ft) 174 150 56 88 265 240 172 187 43 12 Average Queue (ft) 93 50 20 24 138 107 92 109 10 1 95th Queue (ft) 161 120 45 66 227 200 155 169 34 9 Link Distance (ft) 974 974 1185 1185 707 83 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 0 1 Queuing Penalty (veh) 0 2 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 23 39 Average Queue (ft) 1 19 95th Queue (ft) 16 45 Link Distance (ft) 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement EB WB NB NB Directions Served R L L R Maximum Queue (ft) 4 40 61 46 Average Queue (ft) 0 5 26 14 95th Queue (ft) 3 26 45 34 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 145 95 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 2 Queuing and Blocking Report Long-Term Future Background 05/03/2022 AM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB Directions Served T T R L T TR L LT R Maximum Queue (ft) 397 361 94 106 154 124 192 205 60 Average Queue (ft) 220 182 32 27 62 28 97 117 7 95th Queue (ft) 359 314 69 78 124 82 162 181 35 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 0 2 Queuing Penalty (veh) 0 2 Intersection: 2: Fedex Access & CR 154 Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 8 35 56 Average Queue (ft) 0 5 22 95th Queue (ft) 4 24 51 Link Distance (ft) 707 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement EB EB WB WB NB NB Directions Served T R L T L R Maximum Queue (ft) 9 33 106 29 97 68 Average Queue (ft) 0 3 35 1 45 25 95th Queue (ft) 4 17 73 21 85 50 Link Distance (ft) 366 311 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 145 95 Storage Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 1 0 Network Summary Network wide Queuing Penalty: 3 Queuing and Blocking Report Long-Term Future Background 05/03/2022 PM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB SB Directions Served T T R L T TR L LT R LTR Maximum Queue (ft) 174 146 50 56 327 310 193 208 35 18 Average Queue (ft) 90 48 17 10 167 140 95 115 4 1 95th Queue (ft) 162 114 42 37 285 266 165 180 20 8 Link Distance (ft) 974 974 1185 1185 707 83 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 0 1 Queuing Penalty (veh) 0 2 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 43 44 Average Queue (ft) 3 20 95th Queue (ft) 27 46 Link Distance (ft) 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement WB NB NB Directions Served L L R Maximum Queue (ft) 47 40 45 Average Queue (ft) 4 16 15 95th Queue (ft) 24 37 36 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 145 95 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Network Summary Network wide Queuing Penalty: 2 Queuing and Blocking Report Long-Term Future Total 05/25/2022 AM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB Directions Served T T R L T TR L LT R Maximum Queue (ft) 472 448 101 121 157 127 217 232 118 Average Queue (ft) 267 232 40 33 65 33 112 135 26 95th Queue (ft) 433 399 81 84 126 88 182 205 77 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 0 4 0 Queuing Penalty (veh) 1 6 0 Intersection: 2: Fedex Access & CR 154 Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 8 47 76 Average Queue (ft) 0 8 29 95th Queue (ft) 4 34 56 Link Distance (ft) 707 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement EB EB WB NB NB Directions Served T R L L R Maximum Queue (ft) 4 28 85 139 222 Average Queue (ft) 0 4 39 70 45 95th Queue (ft) 3 19 72 125 133 Link Distance (ft) 366 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 145 95 Storage Blk Time (%) 6 0 Queuing Penalty (veh) 8 0 Network Summary Network wide Queuing Penalty: 15 Queuing and Blocking Report Long-Term Future Total 05/25/2022 PM Peak Hour FLying M Ranch TIS Update SimTraffic Report Felsburg Holt & Ullevig Page 1 Intersection: 1: CR 154 & SH 82 Movement EB EB EB WB WB WB NB NB NB SB Directions Served T T R L T TR L LT R LTR Maximum Queue (ft) 225 181 59 78 348 326 215 234 52 24 Average Queue (ft) 112 69 27 21 186 153 114 134 14 2 95th Queue (ft) 190 150 52 57 311 279 181 206 40 13 Link Distance (ft) 974 974 1185 1185 707 83 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 165 Storage Blk Time (%) 1 4 Queuing Penalty (veh) 1 7 Intersection: 2: Fedex Access & CR 154 Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 4 79 40 Average Queue (ft) 0 7 23 95th Queue (ft) 3 40 46 Link Distance (ft) 707 366 282 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Flying M Ranch Rd & CR 154 Movement WB NB NB Directions Served L L R Maximum Queue (ft) 43 66 53 Average Queue (ft) 9 28 16 95th Queue (ft) 34 54 37 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 145 95 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Network Summary Network wide Queuing Penalty: 8