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HomeMy WebLinkAbout2.00 FHU Traffic Impact Study Updated 6-6-2023 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, EI FHU Reference No. 122132-01 June 2023 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 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 zoned to allow an accessory dwelling unit (8 total). 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. FIGURE 1 Vicinity Map NORTH Flying M Ranch - UPDATE 122-132-01 6/2/23 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 122-132-01 6/2/23FIGURE 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 B 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 FIGURE 3 Existing (2022) Traffic Conditions NORTH Flying M Ranch - UPDATE 122-132-01 6/2/23 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 B/B 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, 2021, 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 E Single-Family Detached Housing 210 8 DU 99 2 5 7 6 3 9 B, C, E Single-Family Attached Housing 215 170 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. FIGURE 4 Site Generated Trips and Distribution NORTH Flying M Ranch - UPDATE 122-132-01 6/2/2360%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 1.10 percent to apply to existing through traffic volumes along SH 82. The growth rate was not applied to traffic volumes along CR 154 as the proposed development is anticipated to account for the future growth on the roadway. 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 B 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 and PMs 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. FIGURE 5 Short-Term Background Traffic Conditions NORTH Flying M Ranch - UPDATE 122-132-01 6/2/23 R o a rin g F o r k R i ver a / a b/ba / a c/ba/a0( 0 ) 1 7 1 9 ( 8 0 6 ) 2 2 4 ( 1 2 0 )192(226)0(0)4(0)0( 0 ) 6 7 2 ( 1 7 9 9 ) 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 B/B STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 FIGURE 6 Long-Term Background Traffic Conditions NORTH Flying M Ranch - UPDATE 122-132-01 6/2/23 R o a rin g F o r k R i ver a / a b/ba / a c/ba/a0( 0 ) 2 1 5 0 ( 1 0 1 0 ) 2 3 0 ( 1 2 0 )195(230)0(0)5(0)0( 0 ) 8 4 0 ( 2 2 5 0 ) 1 5 ( 1 0 )0(0)0(1)0(0)2 2 0 ( 1 2 5 ) 2 5 ( 1 0 )20(15)5(10)1 8 0 ( 2 1 5 ) 1 0 ( 5 ) 1 3 5 ( 1 2 0 ) 9 0 ( 1 5 )70(15)55(25)1 2 0 ( 1 9 0 ) 7 5 ( 1 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 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 and PM peak hours. 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 C during the AM peak hour and LOS B during the 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 and PM peak hours. 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. FIGURE 7 Short-Term Total Traffic Conditions NORTH Flying M Ranch - UPDATE 122-132-01 6/2/23 R o a rin g F o r k R i ver a / a b/ba / a c/bb/a0( 0 ) 1 7 1 9 ( 8 0 6 ) 2 5 5 ( 1 6 5 )234(265)0(0)18(13)0( 0 ) 6 7 2 ( 1 7 9 9 ) 2 5 ( 2 3 )0(0)0(1)0(0)2 5 3 ( 1 7 5 ) 2 7 ( 1 4 )22(20)3(8)2 3 0 ( 2 5 8 ) 7( 4 ) 1 3 1 ( 1 1 6 ) 1 2 5 ( 6 7 )120(73)67(34)1 1 7 ( 1 8 9 ) 8 0 ( 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/B STOPSTOPNOTE: Drawing Not to Scale SITE County R o a d 1 5 4 FIGURE 8 Long-Term Total Traffic Conditions NORTH Flying M Ranch - UPDATE 122-132-01 6/2/23 R o a rin g F o r k R i ver a / a b/ba / a c/bb/a0( 0 ) 2 1 5 0 ( 1 0 1 0 ) 2 6 5 ( 1 6 5 )240(270)0(0)20(15)0( 0 ) 8 4 0 ( 2 2 5 0 ) 2 5 ( 2 5 )0(0)0(1)0(0)2 6 0 ( 1 8 0 ) 3 0 ( 2 0 )30(20)10(15)2 3 0 ( 2 6 5 ) 1 5 ( 1 0 ) 1 4 0 ( 1 2 5 ) 1 3 0 ( 7 0 )120(80)70(40)1 2 5 ( 1 9 5 ) 8 5 ( 3 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 C/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 125 142 27 Total 187 208 109 PM Background 148 166 0 Total 198 220 79 Long- Term Future AM Background 148 165 51 Total 201 230 128 PM Background 163 176 0 Total 264 317 106 Max Total Queue 264 317 128 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 65 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). As mentioned previously in this study, in the long-term background and total scenarios the intersection is projected to operate at LOS C during the AM peak hour and LOS B during the PM peak hour. The northbound approach of CR 154 is projected to operate at LOS E during the AM peak hour the PM peak hours with site traffic. Additionally, the westbound left-turn movement is anticipated to operate at LOS F during the peak hours. Flying M Ranch Traffic Impact Study Page 17 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. The existing cycle length is 155 seconds during the AM and PM which significantly higher than the natural cycle length of 110 seconds during the AM peak hour and 90 seconds during the PM seconds of the intersection. This creates an imbalance than favors east-west traffic and diminishes traffic operations for the north-south movements. 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 112 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 18.60% 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) 625 (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 be zoned to allow 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 112 DHV needing access during the PM peak hour. This translates to an increase of 18.60% 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 and 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 C during the AM peak hour and LOS B during the PM peak hour. All unsignalized movements are expected to operate at LOS C or better for AM and PM peak hour periods. 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 10% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 2.4 0.0 0.0 2.4 0.0 0.0 0.0 Total Lost Time (s) 9.9 7.5 8.0 9.9 7.0 7.0 7.0 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) 91.5 93.9 6.5 97.5 13.2 13.2 13.2 Actuated g/C Ratio 0.72 0.73 0.05 0.76 0.10 0.10 0.10 v/c Ratio 0.71 0.20 0.23 0.27 0.60 0.60 0.02 Control Delay 13.5 1.3 68.1 4.7 72.2 72.2 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.5 1.3 68.1 4.7 72.2 72.2 0.2 LOS BAEAEEA Approach Delay 12.0 6.1 70.8 Approach LOS B A E Intersection Summary Cycle Length: 155 Actuated Cycle Length: 127.8 Natural Cycle: 80 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 14.8 Intersection LOS: B Intersection Capacity Utilization 65.6% 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 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 0.71 0.20 0.23 0.27 0.60 0.60 0.02 Control Delay 13.5 1.3 68.1 4.7 72.2 72.2 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.5 1.3 68.1 4.7 72.2 72.2 0.2 Queue Length 50th (ft) 315 0 14 76 96 96 0 Queue Length 95th (ft) 605 26 40 95 #172 #172 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 3020 1403 75 3239 171 171 189 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.59 0.17 0.21 0.21 0.60 0.60 0.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 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 2564 1172 18 2776 0 369 0 73 0 141 0 Arrive On Green 0.00 0.73 0.75 0.01 0.80 0.00 0.07 0.00 0.07 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 37.2 6.2 1.6 6.7 0.0 7.7 0.0 0.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 37.2 6.2 1.6 6.7 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 2564 1172 18 2776 0 369 0 73 0 141 0 V/C Ratio(X) 0.00 0.69 0.21 0.89 0.25 0.00 0.56 0.00 0.06 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2887 1316 70 2841 0 449 0 95 0 141 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 10.1 5.2 66.2 3.4 0.0 61.2 0.0 57.9 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.3 0.3 71.5 0.2 0.0 1.6 0.0 0.4 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 11.5 1.7 0.9 1.6 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 11.4 5.5 137.7 3.5 0.0 62.8 0.0 58.2 0.0 0.0 0.0 LnGrp LOS A B A F AAEAEAAA Approach Vol, veh/h 2018 711 210 0 Approach Delay, s/veh 10.7 6.5 62.7 0.0 Approach LOS B A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 9.8 107.7 17.0 117.5 17.0 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 3.6 39.6 0.0 9.1 9.7 Green Ext Time (p_c), s 0.0 60.5 0.0 14.4 0.3 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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) 20.0 20.0 4.0 20.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 9.7% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.5 7.5 8.0 7.5 7.0 7.0 6.0 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None Act Effct Green (s) 90.7 90.7 6.2 93.3 13.3 13.3 6.7 Actuated g/C Ratio 0.75 0.75 0.05 0.77 0.11 0.11 0.06 v/c Ratio 0.31 0.10 0.10 0.66 0.80 0.80 0.01 Control Delay 5.6 1.1 65.9 7.7 92.1 93.0 60.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.6 1.1 65.9 7.7 92.1 93.0 60.0 LOS AAEAFFE Approach Delay 5.0 7.9 92.5 60.0 Approach LOS A A F E Intersection Summary Cycle Length: 155 Actuated Cycle Length: 121.5 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.80 Intersection Signal Delay: 13.7 Intersection LOS: B Intersection Capacity Utilization 72.8% 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 0.31 0.10 0.10 0.66 0.80 0.80 0.01 Control Delay 5.6 1.1 65.9 7.7 92.1 93.0 60.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.6 1.1 65.9 7.7 92.1 93.0 60.0 Queue Length 50th (ft) 82 0 6 288 98 100 1 Queue Length 95th (ft) 171 19 26 337 #246 #250 7 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 Base Capacity (vph) 3189 1439 90 3413 147 147 224 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.25 0.09 0.09 0.53 0.80 0.80 0.00 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 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 2501 1115 12 2767 0 402 0 161 0 189 0 Arrive On Green 0.00 0.70 0.70 0.01 0.78 0.00 0.10 0.00 0.00 0.00 0.10 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 10.4 3.0 0.6 27.1 0.0 9.7 0.0 0.0 0.0 0.1 0.0 Cycle Q Clear(g_c), s 0.0 10.4 3.0 0.6 27.1 0.0 9.8 0.0 0.0 0.0 0.1 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 2501 1115 12 2767 0 402 0 161 0 189 0 V/C Ratio(X) 0.00 0.32 0.11 0.66 0.65 0.00 0.58 0.00 0.00 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 3354 1496 91 3354 0 428 0 176 0 189 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 6.8 5.7 59.0 5.9 0.0 52.7 0.0 0.0 0.0 48.3 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.2 47.2 1.0 0.0 2.1 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 3.1 0.8 0.4 6.4 0.0 3.6 0.0 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 7.0 5.8 106.2 6.9 0.0 54.8 0.0 0.0 0.0 48.3 0.0 LnGrp LOS A A A F A A D A A A D A Approach Vol, veh/h 932 1810 235 1 Approach Delay, s/veh 6.9 7.3 54.8 48.3 Approach LOS A A D D Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 8.9 91.4 18.9 100.3 18.9 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 2.6 12.4 2.1 29.1 11.8 Green Ext Time (p_c), s 0.0 21.0 0.0 63.7 0.1 Intersection Summary HCM 6th Ctrl Delay 11.0 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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) 1719 224 15 672 192 0 4 Future Volume (vph) 1719 224 15 672 192 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 28.5 28.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 10% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 2.4 0.0 0.0 2.4 0.0 0.0 0.0 Total Lost Time (s) 9.9 7.5 8.0 9.9 7.0 7.0 7.0 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) 60.8 63.4 6.8 65.3 13.7 13.7 13.7 Actuated g/C Ratio 0.62 0.65 0.07 0.67 0.14 0.14 0.14 v/c Ratio 0.84 0.22 0.17 0.31 0.55 0.55 0.02 Control Delay 18.7 1.4 60.1 6.2 59.3 59.3 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.7 1.4 60.1 6.2 59.3 59.3 0.2 LOS BAEAEEA Approach Delay 16.7 7.4 58.2 Approach LOS B A E Intersection Summary Cycle Length: 155 Actuated Cycle Length: 97.3 Natural Cycle: 90 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.84 Intersection Signal Delay: 17.3 Intersection LOS: B Intersection Capacity Utilization 67.4% 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 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) 1848 241 16 723 103 103 4 v/c Ratio 0.84 0.22 0.17 0.31 0.55 0.55 0.02 Control Delay 18.7 1.4 60.1 6.2 59.3 59.3 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.7 1.4 60.1 6.2 59.3 59.3 0.2 Queue Length 50th (ft) 342 0 8 80 50 50 0 Queue Length 95th (ft) 651 25 40 98 #214 #214 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 3281 1493 105 3363 192 192 231 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.56 0.16 0.15 0.21 0.54 0.54 0.02 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 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 1719 224 15 672 0 192 04000 Future Volume (veh/h) 0 1719 224 15 672 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 1848 241 16 723 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 2294 1062 19 2591 0 431 0 79 0 152 0 Arrive On Green 0.00 0.65 0.68 0.01 0.75 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 1848 241 16 723 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 37.6 5.7 1.2 6.5 0.0 5.6 0.0 0.4 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 37.6 5.7 1.2 6.5 0.0 5.6 0.0 0.4 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 2294 1062 19 2591 0 431 0 79 0 152 0 V/C Ratio(X) 0.00 0.81 0.23 0.83 0.28 0.00 0.48 0.00 0.05 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 3971 1810 96 3908 0 617 0 131 0 175 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 12.5 6.1 48.0 4.0 0.0 43.9 0.0 41.5 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.7 0.1 55.6 0.1 0.0 0.8 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 10.9 1.4 0.7 1.3 0.0 2.5 0.0 0.1 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 13.2 6.2 103.7 4.0 0.0 44.7 0.0 41.8 0.0 0.0 0.0 LnGrp LOS A B A F A A D A D A A A Approach Vol, veh/h 2089 739 210 0 Approach Delay, s/veh 12.4 6.2 44.7 0.0 Approach LOS B A D Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 9.4 73.5 14.8 82.9 14.8 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 3.2 40.0 0.0 8.9 7.6 Green Ext Time (p_c), s 0.0 26.0 0.0 4.8 0.3 Intersection Summary HCM 6th Ctrl Delay 13.1 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 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 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 4.3 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 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) 806 120 8 1799 226 0 1 Future Volume (vph) 806 120 8 1799 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) 20.0 20.0 4.0 20.0 7.0 7.0 4.0 Minimum Split (s) 28.5 28.5 12.0 27.5 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 9.7% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.5 7.5 8.0 7.5 7.0 7.0 6.0 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None Act Effct Green (s) 48.7 48.7 6.1 51.2 13.2 13.2 14.2 Actuated g/C Ratio 0.62 0.62 0.08 0.65 0.17 0.17 0.18 v/c Ratio 0.39 0.12 0.07 0.82 0.52 0.53 0.00 Control Delay 8.8 2.0 39.8 13.7 43.3 43.5 32.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.8 2.0 39.8 13.7 43.3 43.5 32.0 LOS A A D B D D C Approach Delay 7.9 13.8 43.4 32.0 Approach LOS A B D C Intersection Summary Cycle Length: 155 Actuated Cycle Length: 79.1 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 74.7% ICU Level of Service D 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) 840 125 8 1874 117 118 1 v/c Ratio 0.39 0.12 0.07 0.82 0.52 0.53 0.00 Control Delay 8.8 2.0 39.8 13.7 43.3 43.5 32.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.8 2.0 39.8 13.7 43.3 43.5 32.0 Queue Length 50th (ft) 86 0 4 313 54 55 0 Queue Length 95th (ft) 191 24 19 397 #149 #150 5 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 Base Capacity (vph) 3539 1583 137 3539 223 223 341 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.24 0.08 0.06 0.53 0.52 0.53 0.00 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 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) 0 806 120 8 1799 0 226 00010 Future Volume (veh/h) 0 806 120 8 1799 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 0 840 125 8 1874 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 2064 921 13 2472 0 505 0 179 0 211 0 Arrive On Green 0.00 0.58 0.58 0.01 0.70 0.00 0.11 0.00 0.00 0.00 0.11 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 840 125 8 1874 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 9.7 2.7 0.4 25.5 0.0 6.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 9.7 2.7 0.4 25.5 0.0 6.1 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 2064 921 13 2472 0 505 0 179 0 211 0 V/C Ratio(X) 0.00 0.41 0.14 0.63 0.76 0.00 0.46 0.00 0.00 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 5324 2375 145 5324 0 681 0 279 0 228 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 8.6 7.2 37.1 7.4 0.0 32.4 0.0 0.0 0.0 29.7 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.1 41.4 0.5 0.0 0.7 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 2.6 0.7 0.3 4.8 0.0 2.1 0.0 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 8.8 7.2 78.5 7.8 0.0 33.0 0.0 0.0 0.0 29.7 0.0 LnGrp LOS AAAEAACAAACA Approach Vol, veh/h 965 1882 235 1 Approach Delay, s/veh 8.6 8.1 33.0 29.7 Approach LOS A A C C Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 8.6 51.1 15.4 59.7 15.4 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 2.4 11.7 2.0 27.5 8.1 Green Ext Time (p_c), s 0.0 6.4 0.0 24.7 0.3 Intersection Summary HCM 6th Ctrl Delay 10.2 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 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 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 1.5 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 - 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) 2150 230 15 840 195 0 5 Future Volume (vph) 2150 230 15 840 195 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 10% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 2.4 0.0 0.0 2.4 0.0 0.0 0.0 Total Lost Time (s) 9.9 7.5 8.0 9.9 7.0 7.0 7.0 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) 101.6 104.0 6.6 106.9 13.2 13.2 13.2 Actuated g/C Ratio 0.74 0.76 0.05 0.78 0.10 0.10 0.10 v/c Ratio 0.89 0.20 0.25 0.34 0.83 0.83 0.03 Control Delay 20.5 1.1 77.5 4.8 104.5 104.5 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.5 1.1 77.5 4.8 104.5 104.5 0.2 LOS C A E A F F A Approach Delay 18.6 6.1 102.0 Approach LOS B A F Intersection Summary Cycle Length: 155 Actuated Cycle Length: 137.3 Natural Cycle: 110 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 20.4 Intersection LOS: C Intersection Capacity Utilization 79.3% 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 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) 2312 247 16 903 105 105 5 v/c Ratio 0.89 0.20 0.25 0.34 0.83 0.83 0.03 Control Delay 20.5 1.1 77.5 4.8 104.5 104.5 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 20.5 1.1 77.5 4.8 104.5 104.5 0.2 Queue Length 50th (ft) 594 0 13 107 88 88 0 Queue Length 95th (ft) 1118 24 44 128 #246 #246 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 2857 1344 70 3099 127 127 182 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.81 0.18 0.23 0.29 0.83 0.83 0.03 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 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 2150 230 15 840 0 195 05000 Future Volume (veh/h) 0 2150 230 15 840 0 195 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 2312 247 16 903 0 210 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 2622 1195 18 2815 0 358 0 72 0 140 0 Arrive On Green 0.00 0.74 0.76 0.01 0.81 0.00 0.07 0.00 0.07 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 2312 247 16 903 0 210 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 71.6 6.6 1.7 9.7 0.0 8.6 0.0 0.7 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 71.6 6.6 1.7 9.7 0.0 8.6 0.0 0.7 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 2622 1195 18 2815 0 358 0 72 0 140 0 V/C Ratio(X) 0.00 0.88 0.21 0.91 0.32 0.00 0.59 0.00 0.07 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2644 1205 64 2815 0 411 0 87 0 140 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 14.0 5.0 72.3 3.5 0.0 67.0 0.0 63.3 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 4.5 0.3 77.6 0.2 0.0 2.0 0.0 0.5 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 23.3 1.8 1.0 2.3 0.0 4.0 0.0 0.2 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 18.5 5.3 149.9 3.8 0.0 68.9 0.0 63.8 0.0 0.0 0.0 LnGrp LOS A B A F AAEAEAAA Approach Vol, veh/h 2559 919 215 0 Approach Delay, s/veh 17.2 6.3 68.8 0.0 Approach LOS B A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 9.9 119.1 17.8 129.0 17.8 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 3.7 74.0 0.0 12.1 10.6 Green Ext Time (p_c), s 0.0 37.5 0.0 21.8 0.2 Intersection Summary HCM 6th Ctrl Delay 17.5 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 220 25 10 180 20 5 Future Vol, veh/h 220 25 10 180 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 272 31 12 222 25 6 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 303 0 534 288 Stage 1 - - - - 288 - Stage 2 - - - - 246 - 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 - - 1269 - 500 756 Stage 1 - - - - 752 - Stage 2 - - - - 786 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1269 - 495 756 Mov Cap-2 Maneuver - - - - 495 - Stage 1 - - - - 752 - Stage 2 - - - - 777 - Approach EB WB NB HCM Control Delay, s 0 0.4 12.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 532 - - 1269 - HCM Lane V/C Ratio 0.058 - - 0.01 - HCM Control Delay (s) 12.2 - - 7.9 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 4.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 135 90 75 120 70 55 Future Vol, veh/h 135 90 75 120 70 55 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 211 141 117 188 109 86 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 352 0 633 211 Stage 1 - - - - 211 - Stage 2 - - - - 422 - 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 - - 1190 - 445 819 Stage 1 - - - - 827 - Stage 2 - - - - 664 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1190 - 401 819 Mov Cap-2 Maneuver - - - - 401 - Stage 1 - - - - 827 - Stage 2 - - - - 599 - 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) 401 819 - - 1190 - HCM Lane V/C Ratio 0.273 0.105 - - 0.098 - HCM Control Delay (s) 17.3 9.9 - - 8.4 - HCM Lane LOS C A - - A - HCM 95th %tile Q(veh) 1.1 0.3 - - 0.3 - 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 SBT Lane Configurations Traffic Volume (vph) 1010 120 10 2250 230 0 1 Future Volume (vph) 1010 120 10 2250 230 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) 20.0 20.0 4.0 20.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 9.7% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.5 7.5 8.0 7.5 7.0 7.0 6.0 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Recall Mode Min Min None Min None None None Act Effct Green (s) 95.3 95.3 6.3 98.0 13.2 13.2 14.2 Actuated g/C Ratio 0.76 0.76 0.05 0.78 0.10 0.10 0.11 v/c Ratio 0.39 0.10 0.13 0.85 0.86 0.86 0.00 Control Delay 6.2 1.1 64.0 12.9 101.3 101.3 54.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.2 1.1 64.0 12.9 101.3 101.3 54.0 LOS AAEBFFD Approach Delay 5.6 13.1 101.3 54.0 Approach LOS A B F D Intersection Summary Cycle Length: 155 Actuated Cycle Length: 125.9 Natural Cycle: 90 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 16.4 Intersection LOS: B Intersection Capacity Utilization 87.3% ICU Level of Service E 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 SBT Lane Group Flow (vph) 1052 125 10 2344 120 120 1 v/c Ratio 0.39 0.10 0.13 0.85 0.86 0.86 0.00 Control Delay 6.2 1.1 64.0 12.9 101.3 101.3 54.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.2 1.1 64.0 12.9 101.3 101.3 54.0 Queue Length 50th (ft) 117 0 7 546 93 93 1 Queue Length 95th (ft) 239 19 29 646 #254 #254 7 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 Base Capacity (vph) 3150 1423 86 3405 140 140 214 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.33 0.09 0.12 0.69 0.86 0.86 0.00 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 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 1010 120 10 2250 0 230 00010 Future Volume (veh/h) 0 1010 120 10 2250 0 230 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 1052 125 10 2344 0 240 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 2603 1161 14 2843 0 371 0 152 0 180 0 Arrive On Green 0.00 0.73 0.73 0.01 0.80 0.00 0.09 0.00 0.00 0.00 0.09 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 1052 125 10 2344 0 240 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 15.5 3.1 0.9 53.3 0.0 11.5 0.0 0.0 0.0 0.1 0.0 Cycle Q Clear(g_c), s 0.0 15.5 3.1 0.9 53.3 0.0 11.6 0.0 0.0 0.0 0.1 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 2603 1161 14 2843 0 371 0 152 0 180 0 V/C Ratio(X) 0.00 0.40 0.11 0.70 0.82 0.00 0.65 0.00 0.00 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 2908 1297 79 2908 0 371 0 152 0 180 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 7.0 5.3 67.9 8.1 0.0 61.6 0.0 0.0 0.0 56.4 0.0 Incr Delay (d2), s/veh 0.0 0.4 0.1 46.3 2.6 0.0 4.1 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 4.8 0.9 0.5 13.6 0.0 4.4 0.0 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 7.4 5.5 114.2 10.7 0.0 65.8 0.0 0.0 0.0 56.4 0.0 LnGrp LOS A A A F BAEAAAEA Approach Vol, veh/h 1177 2354 240 1 Approach Delay, s/veh 7.2 11.2 65.8 56.4 Approach LOS ABEE Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 9.3 108.2 20.0 117.5 20.0 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 2.9 17.5 2.1 55.3 13.6 Green Ext Time (p_c), s 0.0 31.9 0.0 54.7 0.0 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 125 10 5 215 15 10 Future Vol, veh/h 125 10 5 215 15 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 134 11 5 231 16 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 145 0 381 140 Stage 1 - - - - 140 - Stage 2 - - - - 241 - 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 - - 1190 - 625 913 Stage 1 - - - - 892 - Stage 2 - - - - 804 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1190 - 622 913 Mov Cap-2 Maneuver - - - - 622 - Stage 1 - - - - 892 - Stage 2 - - - - 800 - Approach EB WB NB HCM Control Delay, s 0 0.2 10.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 713 - - 1190 - HCM Lane V/C Ratio 0.038 - - 0.005 - HCM Control Delay (s) 10.2 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 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 1.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 120 15 15 190 30 25 Future Vol, veh/h 120 15 15 190 30 25 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 16 16 209 33 27 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 148 0 373 132 Stage 1 - - - - 132 - Stage 2 - - - - 241 - 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 - - 1398 - 632 909 Stage 1 - - - - 899 - Stage 2 - - - - 804 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1398 - 625 909 Mov Cap-2 Maneuver - - - - 625 - Stage 1 - - - - 899 - Stage 2 - - - - 795 - Approach EB WB NB HCM Control Delay, s 0 0.6 10.2 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 625 909 - - 1398 - HCM Lane V/C Ratio 0.053 0.03 - - 0.012 - HCM Control Delay (s) 11.1 9.1 - - 7.6 - 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) 1719 255 25 672 234 0 18 Future Volume (vph) 1719 255 25 672 234 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 10% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 2.4 0.0 0.0 2.4 0.0 0.0 0.0 Total Lost Time (s) 9.9 7.5 8.0 9.9 7.0 7.0 7.0 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) 89.0 91.5 6.7 98.0 13.1 13.1 13.1 Actuated g/C Ratio 0.69 0.71 0.05 0.76 0.10 0.10 0.10 v/c Ratio 0.76 0.23 0.39 0.28 0.93 0.93 0.10 Control Delay 16.3 1.2 77.1 4.7 118.1 118.1 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.3 1.2 77.1 4.7 118.1 118.1 1.1 LOS BAEAFFA Approach Delay 14.3 7.3 109.9 Approach LOS B A F Intersection Summary Cycle Length: 155 Actuated Cycle Length: 128.2 Natural Cycle: 90 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 20.9 Intersection LOS: C Intersection Capacity Utilization 68.1% 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 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) 1848 274 27 723 126 126 19 v/c Ratio 0.76 0.23 0.39 0.28 0.93 0.93 0.10 Control Delay 16.3 1.2 77.1 4.7 118.1 118.1 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.3 1.2 77.1 4.7 118.1 118.1 1.1 Queue Length 50th (ft) 556 0 20 80 100 100 0 Queue Length 95th (ft) 647 26 60 98 #280 #280 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 3039 1420 74 3264 136 136 189 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.61 0.19 0.36 0.22 0.93 0.93 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 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 1719 255 25 672 0 234 0 18 0 0 0 Future Volume (veh/h) 0 1719 255 25 672 0 234 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 1848 274 27 723 0 252 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 2528 1154 30 2761 0 403 0 84 0 162 0 Arrive On Green 0.00 0.72 0.73 0.02 0.80 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 1848 274 27 723 0 252 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 44.3 8.0 2.8 7.6 0.0 10.0 0.0 2.6 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 44.3 8.0 2.8 7.6 0.0 10.0 0.0 2.6 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 2528 1154 30 2761 0 403 0 84 0 162 0 V/C Ratio(X) 0.00 0.73 0.24 0.90 0.26 0.00 0.63 0.00 0.23 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2735 1246 66 2761 0 425 0 90 0 162 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 11.9 6.1 69.2 3.7 0.0 63.9 0.0 60.6 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.6 0.4 52.8 0.2 0.0 2.9 0.0 1.6 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 14.5 2.3 1.4 1.9 0.0 4.7 0.0 0.7 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 13.6 6.5 122.0 3.9 0.0 66.9 0.0 62.2 0.0 0.0 0.0 LnGrp LOS A B A F AAEAEAAA Approach Vol, veh/h 2122 750 271 0 Approach Delay, s/veh 12.7 8.2 66.5 0.0 Approach LOS B A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 11.2 111.7 19.1 122.8 19.1 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 4.8 46.7 0.0 10.0 12.0 Green Ext Time (p_c), s 0.0 57.5 0.0 15.3 0.1 Intersection Summary HCM 6th Ctrl Delay 16.2 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 253 27 7 230 22 3 Future Vol, veh/h 253 27 7 230 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 312 33 9 284 27 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 345 0 631 329 Stage 1 - - - - 329 - Stage 2 - - - - 302 - 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 - - 1225 - 439 717 Stage 1 - - - - 720 - Stage 2 - - - - 741 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1225 - 435 717 Mov Cap-2 Maneuver - - - - 435 - Stage 1 - - - - 720 - Stage 2 - - - - 734 - Approach EB WB NB HCM Control Delay, s 0 0.2 13.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 457 - - 1225 - HCM Lane V/C Ratio 0.068 - - 0.007 - HCM Control Delay (s) 13.4 - - 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 6.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 131 125 80 117 120 67 Future Vol, veh/h 131 125 80 117 120 67 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 205 195 125 183 188 105 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 400 0 638 205 Stage 1 - - - - 205 - Stage 2 - - - - 433 - 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 - - 1143 - 442 826 Stage 1 - - - - 832 - Stage 2 - - - - 656 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1143 - 394 826 Mov Cap-2 Maneuver - - - - 394 - Stage 1 - - - - 832 - Stage 2 - - - - 584 - Approach EB WB NB HCM Control Delay, s 0 3.5 17.8 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 394 826 - - 1143 - HCM Lane V/C Ratio 0.476 0.127 - - 0.109 - HCM Control Delay (s) 22.2 10 - - 8.5 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 2.5 0.4 - - 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) 806 165 23 1799 265 0 13 1 Future Volume (vph) 806 165 23 1799 265 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 9.7% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.5 7.5 8.0 7.5 7.0 7.0 7.0 6.0 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) 91.3 91.3 6.6 97.0 13.2 13.2 13.2 14.2 Actuated g/C Ratio 0.73 0.73 0.05 0.78 0.11 0.11 0.11 0.11 v/c Ratio 0.32 0.14 0.30 0.68 0.98 0.98 0.06 0.00 Control Delay 6.9 1.3 70.0 8.0 127.6 127.6 0.5 52.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.9 1.3 70.0 8.0 127.6 127.6 0.5 52.0 LOS AAEAFFAD Approach Delay 6.0 8.7 121.5 52.0 Approach LOS A A F D Intersection Summary Cycle Length: 155 Actuated Cycle Length: 124.9 Natural Cycle: 60 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 18.1 Intersection LOS: B Intersection Capacity Utilization 75.8% ICU Level of Service D 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) 840 172 24 1874 138 138 14 1 v/c Ratio 0.32 0.14 0.30 0.68 0.98 0.98 0.06 0.00 Control Delay 6.9 1.3 70.0 8.0 127.6 127.6 0.5 52.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.9 1.3 70.0 8.0 127.6 127.6 0.5 52.0 Queue Length 50th (ft) 86 0 22 313 ~150 ~150 0 1 Queue Length 95th (ft) 182 23 49 374 #262 #262 0 7 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 3147 1426 87 3413 141 141 249 216 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.27 0.12 0.28 0.55 0.98 0.98 0.06 0.00 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 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) 0 806 165 23 1799 0 265 0 13 0 1 0 Future Volume (veh/h) 0 806 165 23 1799 0 265 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 0 840 172 24 1874 0 276 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 2475 1104 28 2768 0 411 0 168 0 199 0 Arrive On Green 0.00 0.70 0.70 0.02 0.78 0.00 0.10 0.00 0.10 0.00 0.10 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 840 172 24 1874 0 276 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 11.7 4.6 1.9 30.7 0.0 12.0 0.0 1.0 0.0 0.1 0.0 Cycle Q Clear(g_c), s 0.0 11.7 4.6 1.9 30.7 0.0 12.1 0.0 1.0 0.0 0.1 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 2475 1104 28 2768 0 411 0 168 0 199 0 V/C Ratio(X) 0.00 0.34 0.16 0.85 0.68 0.00 0.67 0.00 0.08 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 3215 1434 88 3215 0 411 0 168 0 199 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 7.5 6.4 60.9 6.4 0.0 55.3 0.0 50.3 0.0 49.9 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.2 46.5 1.1 0.0 4.5 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 3.7 1.3 1.1 7.6 0.0 4.6 0.0 0.4 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 7.8 6.7 107.4 7.5 0.0 59.8 0.0 50.5 0.0 49.9 0.0 LnGrp LOS A A A F AAEADADA Approach Vol, veh/h 1012 1898 290 1 Approach Delay, s/veh 7.6 8.8 59.3 49.9 Approach LOS A A E D Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 10.3 94.1 20.0 104.3 20.0 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 3.9 13.7 2.1 32.7 14.1 Green Ext Time (p_c), s 0.0 23.6 0.0 64.2 0.0 Intersection Summary HCM 6th Ctrl Delay 13.0 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 175 14 4 258 20 8 Future Vol, veh/h 175 14 4 258 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 188 15 4 277 22 9 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 203 0 481 196 Stage 1 - - - - 196 - Stage 2 - - - - 285 - 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 - - 1128 - 548 850 Stage 1 - - - - 842 - Stage 2 - - - - 768 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1128 - 546 850 Mov Cap-2 Maneuver - - - - 546 - Stage 1 - - - - 842 - Stage 2 - - - - 765 - Approach EB WB NB HCM Control Delay, s 0 0.1 11.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 608 - - 1128 - HCM Lane V/C Ratio 0.05 - - 0.004 - HCM Control Delay (s) 11.2 - - 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 2.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 116 67 27 189 73 34 Future Vol, veh/h 116 67 27 189 73 34 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 127 74 30 208 80 37 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 201 0 395 127 Stage 1 - - - - 127 - Stage 2 - - - - 268 - 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 - - 1336 - 614 915 Stage 1 - - - - 904 - Stage 2 - - - - 782 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1336 - 600 915 Mov Cap-2 Maneuver - - - - 600 - Stage 1 - - - - 904 - Stage 2 - - - - 765 - Approach EB WB NB HCM Control Delay, s 0 1 11 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 600 915 - - 1336 - HCM Lane V/C Ratio 0.134 0.041 - - 0.022 - HCM Control Delay (s) 11.9 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: 35/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) 2150 265 25 840 240 0 20 Future Volume (vph) 2150 265 25 840 240 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 10% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 2.4 0.0 0.0 2.4 0.0 0.0 0.0 Total Lost Time (s) 9.9 7.5 8.0 9.9 7.0 7.0 7.0 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) 104.8 107.2 6.8 113.1 13.2 13.2 13.2 Actuated g/C Ratio 0.73 0.75 0.05 0.79 0.09 0.09 0.09 v/c Ratio 0.90 0.23 0.42 0.33 1.06 1.06 0.12 Control Delay 22.9 1.1 90.5 4.6 158.6 158.6 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.9 1.1 90.5 4.6 158.6 158.6 1.4 LOS C A F A F F A Approach Delay 20.5 7.1 146.2 Approach LOS C A F Intersection Summary Cycle Length: 155 Actuated Cycle Length: 143.5 Natural Cycle: 110 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.06 Intersection Signal Delay: 26.4 Intersection LOS: C Intersection Capacity Utilization 80.2% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: 35/CR 154 & SH 82 Queues Long-Term Future Total 1: 35/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) 2312 285 27 903 129 129 22 v/c Ratio 0.90 0.23 0.42 0.33 1.06 1.06 0.12 Control Delay 22.9 1.1 90.5 4.6 158.6 158.6 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.9 1.1 90.5 4.6 158.6 158.6 1.4 Queue Length 50th (ft) 967 0 27 107 ~162 ~162 0 Queue Length 95th (ft) 1118 25 63 128 #312 #312 0 Internal Link Dist (ft) 934 1148 724 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 2731 1306 67 2966 122 122 178 Starvation Cap Reductn 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.85 0.22 0.40 0.30 1.06 1.06 0.12 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. HCM 6th Signalized Intersection Summary Long-Term Future Total 1: 35/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 2150 265 25 840 0 240 0 20 0 0 0 Future Volume (veh/h) 0 2150 265 25 840 0 240 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 2312 285 27 903 0 258 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 2562 1168 30 2784 0 397 0 84 0 162 0 Arrive On Green 0.00 0.73 0.74 0.02 0.80 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 2312 285 27 903 0 258 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 78.4 8.6 3.0 10.5 0.0 10.9 0.0 3.2 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 78.4 8.6 3.0 10.5 0.0 10.9 0.0 3.2 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 2562 1168 30 2784 0 397 0 84 0 162 0 V/C Ratio(X) 0.00 0.90 0.24 0.89 0.32 0.00 0.65 0.00 0.26 0.00 0.00 0.00 Avail Cap(c_a), veh/h 0 2576 1174 62 2784 0 401 0 85 0 162 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 16.3 6.1 73.4 4.0 0.0 68.0 0.0 64.5 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 5.5 0.4 51.1 0.2 0.0 3.9 0.0 2.0 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 26.9 2.5 1.4 2.7 0.0 5.2 0.0 0.8 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 21.9 6.5 124.5 4.2 0.0 71.9 0.0 66.4 0.0 0.0 0.0 LnGrp LOS A C A F AAEAEAAA Approach Vol, veh/h 2597 930 280 0 Approach Delay, s/veh 20.2 7.7 71.4 0.0 Approach LOS C A E Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 11.4 119.4 19.9 130.8 19.9 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 5.0 80.8 0.0 12.9 12.9 Green Ext Time (p_c), s 0.0 31.1 0.0 21.8 0.0 Intersection Summary HCM 6th Ctrl Delay 20.9 HCM 6th LOS C Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 1.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 260 30 15 230 30 10 Future Vol, veh/h 260 30 15 230 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 321 37 19 284 37 12 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 358 0 662 340 Stage 1 - - - - 340 - Stage 2 - - - - 322 - 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 - - 1212 - 421 707 Stage 1 - - - - 712 - Stage 2 - - - - 726 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1212 - 413 707 Mov Cap-2 Maneuver - - - - 413 - Stage 1 - - - - 712 - Stage 2 - - - - 712 - Approach EB WB NB HCM Control Delay, s 0 0.5 13.7 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 461 - - 1212 - HCM Lane V/C Ratio 0.107 - - 0.015 - HCM Control Delay (s) 13.7 - - 8 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 6.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 140 130 85 125 120 70 Future Vol, veh/h 140 130 85 125 120 70 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 219 203 133 195 188 109 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 422 0 680 219 Stage 1 - - - - 219 - Stage 2 - - - - 461 - 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 - - 1121 - 418 811 Stage 1 - - - - 820 - Stage 2 - - - - 637 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1121 - 368 811 Mov Cap-2 Maneuver - - - - 368 - Stage 1 - - - - 820 - Stage 2 - - - - 561 - Approach EB WB NB HCM Control Delay, s 0 3.5 19.2 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 368 811 - - 1121 - HCM Lane V/C Ratio 0.51 0.135 - - 0.118 - HCM Control Delay (s) 24.5 10.1 - - 8.6 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 2.8 0.5 - - 0.4 - Timings Long-Term Future Total 1: 35/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) 1010 165 25 2250 270 0 15 1 Future Volume (vph) 1010 165 25 2250 270 0 15 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) 20.0 20.0 4.0 20.0 7.0 7.0 7.0 4.0 Minimum Split (s) 27.5 27.5 12.0 27.5 14.0 14.0 14.0 11.0 Total Split (s) 120.0 120.0 15.0 120.0 20.0 20.0 20.0 15.0 Total Split (%) 77.4% 77.4% 9.7% 77.4% 12.9% 12.9% 12.9% 9.7% Yellow Time (s) 5.5 5.5 5.0 5.5 4.0 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 3.0 2.0 3.0 3.0 3.0 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 7.5 7.5 8.0 7.5 7.0 7.0 7.0 6.0 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) 89.1 89.1 6.7 98.0 13.2 13.2 13.2 14.2 Actuated g/C Ratio 0.71 0.71 0.05 0.78 0.10 0.10 0.10 0.11 v/c Ratio 0.42 0.15 0.32 0.85 1.00 1.01 0.06 0.00 Control Delay 8.9 1.2 69.8 12.9 132.4 133.9 0.5 54.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.9 1.2 69.8 12.9 132.4 133.9 0.5 54.0 LOS AAEBFFAD Approach Delay 7.8 13.5 126.0 54.0 Approach LOS A B F D Intersection Summary Cycle Length: 155 Actuated Cycle Length: 125.9 Natural Cycle: 90 Control Type: Actuated-Uncoordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 20.3 Intersection LOS: C Intersection Capacity Utilization 88.4% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: 35/CR 154 & SH 82 Queues Long-Term Future Total 1: 35/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) 1052 172 26 2344 140 141 16 1 v/c Ratio 0.42 0.15 0.32 0.85 1.00 1.01 0.06 0.00 Control Delay 8.9 1.2 69.8 12.9 132.4 133.9 0.5 54.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.9 1.2 69.8 12.9 132.4 133.9 0.5 54.0 Queue Length 50th (ft) 200 0 19 546 110 111 0 1 Queue Length 95th (ft) 239 22 57 646 #304 #306 0 7 Internal Link Dist (ft) 934 1148 724 49 Turn Bay Length (ft) 590 765 180 65 Base Capacity (vph) 3150 1428 86 3405 140 140 247 214 Starvation Cap Reductn 00000000 Spillback Cap Reductn 00000000 Storage Cap Reductn 00000000 Reduced v/c Ratio 0.33 0.12 0.30 0.69 1.00 1.01 0.06 0.00 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: 35/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 1010 165 25 2250 0 270 0 15 0 1 0 Future Volume (veh/h) 0 1010 165 25 2250 0 270 0 15 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 1052 172 26 2344 0 281 0 16 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 2566 1145 31 2843 0 371 0 152 0 180 0 Arrive On Green 0.00 0.72 0.72 0.02 0.80 0.00 0.09 0.00 0.09 0.00 0.09 0.00 Sat Flow, veh/h 0 3647 1585 1555 3647 0 2833 0 1610 0 1900 0 Grp Volume(v), veh/h 0 1052 172 26 2344 0 281 0 16 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 16.1 4.7 2.3 53.3 0.0 12.9 0.0 1.2 0.0 0.1 0.0 Cycle Q Clear(g_c), s 0.0 16.1 4.7 2.3 53.3 0.0 13.0 0.0 1.2 0.0 0.1 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 2566 1145 31 2843 0 371 0 152 0 180 0 V/C Ratio(X) 0.00 0.41 0.15 0.85 0.82 0.00 0.76 0.00 0.11 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 2908 1297 79 2908 0 371 0 152 0 180 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 7.5 6.0 67.2 8.1 0.0 62.6 0.0 56.9 0.0 56.4 0.0 Incr Delay (d2), s/veh 0.0 0.4 0.2 43.7 2.6 0.0 8.9 0.0 0.4 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 5.1 1.3 1.3 13.6 0.0 5.4 0.0 0.5 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 7.9 6.2 110.9 10.7 0.0 71.5 0.0 57.3 0.0 56.4 0.0 LnGrp LOS A A A F BAEAEAEA Approach Vol, veh/h 1224 2370 297 1 Approach Delay, s/veh 7.7 11.8 70.8 56.4 Approach LOS ABEE Timer - Assigned Phs 1 2468 Phs Duration (G+Y+Rc), s 10.7 106.8 20.0 117.5 20.0 Change Period (Y+Rc), s 8.0 7.5 * 7 7.5 7.0 Max Green Setting (Gmax), s 7.0 112.5 * 9 112.5 13.0 Max Q Clear Time (g_c+I1), s 4.3 18.1 2.1 55.3 15.0 Green Ext Time (p_c), s 0.0 33.5 0.0 54.7 0.0 Intersection Summary HCM 6th Ctrl Delay 15.0 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 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 0.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 180 20 10 265 20 15 Future Vol, veh/h 180 20 10 265 20 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 194 22 11 285 22 16 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 216 0 512 205 Stage 1 - - - - 205 - Stage 2 - - - - 307 - 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 - - 1115 - 525 841 Stage 1 - - - - 834 - Stage 2 - - - - 751 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1115 - 519 841 Mov Cap-2 Maneuver - - - - 519 - Stage 1 - - - - 834 - Stage 2 - - - - 742 - Approach EB WB NB HCM Control Delay, s 0 0.3 11.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 621 - - 1115 - HCM Lane V/C Ratio 0.061 - - 0.01 - HCM Control Delay (s) 11.2 - - 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 125 70 30 195 80 40 Future Vol, veh/h 125 70 30 195 80 40 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 137 77 33 214 88 44 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 214 0 417 137 Stage 1 - - - - 137 - Stage 2 - - - - 280 - 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 - - 1321 - 596 904 Stage 1 - - - - 895 - Stage 2 - - - - 772 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1321 - 581 904 Mov Cap-2 Maneuver - - - - 581 - Stage 1 - - - - 895 - Stage 2 - - - - 753 - Approach EB WB NB HCM Control Delay, s 0 1 11.3 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 581 904 - - 1321 - HCM Lane V/C Ratio 0.151 0.049 - - 0.025 - HCM Control Delay (s) 12.3 9.2 - - 7.8 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.5 0.2 - - 0.1 - Flying M Ranch Traffic Impact Study Appendix E APPENDIX E . QUEUING REPORTS Queuing and Blocking Report Short-Term Future Background 06/01/2023 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) 334 305 76 68 122 94 138 156 60 Average Queue (ft) 176 136 29 16 56 22 67 91 5 95th Queue (ft) 292 259 60 48 107 63 125 142 27 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 65 Storage Blk Time (%) 0 35 1 Queuing Penalty (veh) 0 38 2 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 32 44 Average Queue (ft) 2 17 95th Queue (ft) 15 43 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) 28 76 82 78 Average Queue (ft) 2 29 33 24 95th Queue (ft) 13 62 63 55 Link Distance (ft) 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: 40 Queuing and Blocking Report Short-Term Future Background 06/01/2023 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) 178 129 46 24 213 177 174 191 18 Average Queue (ft) 87 43 16 6 128 94 83 104 1 95th Queue (ft) 151 101 41 20 192 161 148 166 9 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 40 Queuing Penalty (veh) 0 47 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 10 36 Average Queue (ft) 0 16 95th Queue (ft) 7 42 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 25 44 54 Average Queue (ft) 0 2 14 13 95th Queue (ft) 3 13 35 36 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: 47 Queuing and Blocking Report Short-Term Future Total 06/01/2023 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) 265 228 46 60 71 50 154 197 73 Average Queue (ft) 173 145 30 34 47 25 110 144 35 95th Queue (ft) 277 261 62 91 89 60 178 233 105 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 65 Storage Blk Time (%) 0 54 13 Queuing Penalty (veh) 0 73 31 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 6 38 Average Queue (ft) 1 18 95th Queue (ft) 11 48 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) 56 40 34 Average Queue (ft) 22 28 22 95th Queue (ft) 62 43 42 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 145 95 Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 104 Queuing and Blocking Report Short-Term Future Total 06/01/2023 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 Directions Served T T R L T TR L LT R Maximum Queue (ft) 125 77 33 58 170 148 122 144 20 Average Queue (ft) 82 39 18 21 127 92 93 118 7 95th Queue (ft) 141 87 40 64 207 173 147 152 24 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 65 Storage Blk Time (%) 56 Queuing Penalty (veh) 81 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 14 31 Average Queue (ft) 3 21 95th Queue (ft) 26 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 WB NB NB Directions Served L L R Maximum Queue (ft) 25 43 37 Average Queue (ft) 6 27 16 95th Queue (ft) 27 54 39 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 145 95 Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 81 Queuing and Blocking Report Long-Term Future Background 06/01/2023 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) 520 450 87 89 166 130 163 185 86 Average Queue (ft) 256 219 27 19 70 34 84 108 12 95th Queue (ft) 422 387 61 60 136 88 148 165 51 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 65 Storage Blk Time (%) 0 47 1 Queuing Penalty (veh) 0 51 2 Intersection: 2: Fedex Access & CR 154 Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 4 39 56 Average Queue (ft) 0 4 22 95th Queue (ft) 3 23 50 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) 9 18 75 68 70 Average Queue (ft) 0 1 29 32 26 95th Queue (ft) 4 10 61 54 51 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: 53 Queuing and Blocking Report Long-Term Future Background 06/01/2023 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) 200 171 52 54 304 278 180 196 24 Average Queue (ft) 89 53 13 8 173 145 99 117 1 95th Queue (ft) 161 128 39 32 282 258 163 176 11 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 52 Queuing Penalty (veh) 0 63 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 10 35 Average Queue (ft) 0 20 95th Queue (ft) 7 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 WB NB NB Directions Served L L R Maximum Queue (ft) 35 32 31 Average Queue (ft) 3 16 10 95th Queue (ft) 20 35 27 Link Distance (ft) 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 145 95 Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 63 Queuing and Blocking Report Short-Term Future Total 06/01/2023 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) 359 341 79 119 114 86 204 240 158 Average Queue (ft) 209 175 31 34 48 22 114 136 35 95th Queue (ft) 332 306 66 88 101 61 187 208 109 Link Distance (ft) 974 974 1185 1185 707 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 65 Storage Blk Time (%) 1 58 8 Queuing Penalty (veh) 2 84 20 Intersection: 2: Fedex Access & CR 154 Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 4 29 67 Average Queue (ft) 0 3 22 95th Queue (ft) 3 19 55 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) 8 39 82 124 106 Average Queue (ft) 0 4 35 55 31 95th Queue (ft) 4 22 71 103 73 Link Distance (ft) 366 533 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 130 145 95 Storage Blk Time (%) 2 0 Queuing Penalty (veh) 3 0 Network Summary Network wide Queuing Penalty: 109 Queuing and Blocking Report Short-Term Future Total 06/01/2023 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) 195 182 52 84 242 211 252 269 141 18 Average Queue (ft) 96 50 22 23 137 108 117 140 19 1 95th Queue (ft) 174 132 46 63 218 190 198 220 79 12 Link Distance (ft) 974 974 1185 1185 707 83 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 590 765 180 65 Storage Blk Time (%) 1 59 0 Queuing Penalty (veh) 2 90 1 Intersection: 2: Fedex Access & CR 154 Movement WB NB Directions Served LT LR Maximum Queue (ft) 21 40 Average Queue (ft) 1 19 95th Queue (ft) 15 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 WB NB NB Directions Served R L L R Maximum Queue (ft) 4 31 66 42 Average Queue (ft) 0 4 27 14 95th Queue (ft) 3 20 51 32 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: 92