PER Fondren (FINAL) - Houston Public Works...Fondren Road are illustrated in Figure 4a and 4b. April...

Technical Memorandum

KIT Professionals, Inc., 2000 West Sam Houston Parkway South, Suite 1400, Houston, Texas 77042; Tel: 713 783 8700

To: Marcel Strachan, PE CP&Y

From: Sudhakar Kalaga, P.E.

Date: April 8, 2016

Subject: Fondren Road and Dumfries Drive Traffic Signal Warrant Analysis

Introduction This technical memorandum documents a traffic signal warrant and capacity analysis performed at the Fondren Road and Dumfries Drive intersection in Houston, Texas. The purpose of this study was to review and analyze the existing traffic flow and operations at the study intersection, and determine the need for the installation of a traffic signal based on the existing and proposed roadway geometrics, and vehicular and pedestrian traffic conditions at the study intersection. The objectives of the study are to determine any existing traffic flow and operational constraints during the peak periods, analyze the existing traffic characteristics and volumes to determine the need for a traffic signal, and recommend any mitigation measures as needed to maintain accessibility, flow and operations based on the geometric conditions and developments in the study area. The subject study reviews and analyzes the following conditions:

Perform 24 hour traffic counts including vehicular classification on Fondren Northbound and Southbound and Dumfries westbound approach on Thursday, February, 25th, 2016.

Analyze the 24 hour count data to determine existing traffic and pedestrian volumes and characteristics.

Analyze the AM and PM peak period turning movement counts (TMC’s) collected on February, 25th, 2016 at the study intersection between 12:00 AM through 11:59 PM.

Perform site visit to review the existing geometrics, lane widths, striping, traffic control, signage, school zones, pedestrian crossings and other factors which could impact traffic flow and operations the study area.

Analyze the traffic data to perform a traffic signal warrant analysis at the Fondren Road and Dumfries Drive intersection based on procedures outlined in the 2014 edition of the Texas Manual of Uniform Traffic Control Devices (TMUTCD).

Recommend any mitigation measures as needed to maintain or improve traffic flow and operations.

Existing Conditions The existing roadway network in the study area includes Fondren Road which provides primary access and connectivity to/from the City of Houston, Stafford and Missouri City, and Harris and Fort Bend counties. Fondren Road is a classified as a major thoroghfare in the City of Houston (COH) major thoroghfare and freeway plan (MTFP), and runs north-south in the study area providing connectivity to the developments to/from Westpark Tollway, US 59 and US 90A. Dumfries Drive is a local street which provides access to single family homes and residential apartment developments on to Fondren Road. S. Braeswood Boulevard and W. Bellfort Avenue are major east-west throughfares and are located approximately 1,700 feet north and 5,400 feet south of the study intersection. Figure 1 illustrates the project location.

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Figure 1: Project Location Map

Schiller Road

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The existing land use surrounding the project site and its vicinity is currently mixed use with some residential, commercial, worship and institutional developments. There are commercial developments located to the southeast of the intersection including the Brays Oaks Towers. The Westbury Christian Athletic Center is located southeast of the interesection, and single family homes and residential apartment developments are on Dumfries Drive east of the intersection. Fondren Road is a currently a four lane divided roadway with a 30 foot center median in the study area and with curb-gutter drainage on both sides. It provides access to the Brays Oaks Towers and the Westbury Christian Athletic Center developments.The posted speed limit in the study area along Fondren Road is 35 mph, and is reduced to 20 mph during the morning and afternoon hours with school flashers located approximately 300 feet north, south, and east of the intersection. Dumfries Drive is a two lane local street with observed on-street parking and curb-gutter drainage. The existing posted speed limit signs could not be located on Dumfries Drive, and a speed limit of 30 mph is assumed in eastbound and westbound direction per COH ordinance. Dumfries Drive provides access to the single family homes and residential apartment developments. Dumfries Drive intersects Fondren Road from the east and forms a T intersection. The existing lane configuration on Fondren Road includes, a dedicated thru-lane and a shared thru-right lane in the northbound direction, and a dedicated left/u-turn lane and a dedicated thru lane in the southbound direction. The lane configuration on Dumfries Drive includes a wide 20 feet shared left-right lane with on-street vehicles parked near the intersection as obsereved during the site visit. The study intesrsection is currently a one-way STOP controlled on Dumfries westbound approach with free free flow operations on Fondren Road. There are two static school crossing signs located at each approach of the Fondren and Dumfries intesrection approach cautioning drivers for school children crossing the roadway to access the Westbury Christian Athletic Center. The study intersection is located approximately 1,500 north of Fondren and Willowbend Boulevard, and 1700 feet south of the S. Braseswood and Fondren signalized intersections, respectively. Figure 2 illustrates the existing lane assignments at the Fondren Road and Dumfries Drive intersection. A site visit was performed in the study area to determine the existing land use, geometric conditions, lane configurations and assignment, posted speed limits, signing and pavement markings, and traffic control, access, and traffic flow. Pictures from the site visit are included in Appendix A to depict the existing land use, roadway geometrics, and traffic control in the area.

Proposed Improvements Fondren Road is proposed to be widened from four lanes to six lanes between S. Braeswood Boulevard and W.Airport Boulevard as shown in Figure 3. The project includes construction of roadway, curb and gutter, sidewalks, driveways, street lighting and traffic control, and installation of new and relocation of underground utilities. The proposed inner lanes will be 11 feet wide and the outside lane width will be 12 feet. The existing 30 foot center median will be reduced to 14 feet to widen the roadway. The existing and proposed roadway cross-sections on Fondren Road are illustrated in Figure 4a and 4b.

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Figure 2: Existing Lane Assignments along SH 6 in the Study Area

Westpark Dr.

SH 6

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Figure 3: Proposed Widening of Fondren Road from Four Lanes to Six Lanes between S. Braeswood and W. Airport

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Figure 4a: Existing Roadway Cross-Sections on Fondren Road

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Figure 4b: Proposed Roadway Cross-Sections on Fondren Road

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Traffic Volumes and Projections 24-hour traffic counts including vehicular classification was collected on February, 25th, 2016 as part of this study to determine existing traffic volumes, vehicular characteristics, and distribution of 2-axle, single-unit, buses and articulated trucks along Fondren Road and Dumfries Drive. Table 1 summarizes the 24-hour approach volumes and vehicular classification. The 24-hour count data was collected in 15 min intervals and is included in Appendix B. Table 1 data indicates approximately 93% of the traffic volumes distribution along Fondren Road and 7% on Dumfries Drive. Along Fondren Road, the 24-hour hour volumes are equally distributed with approximately 47% on Fondren southbound and 46% on Fondren northbound. Figure 5 graphically illustrates the 24-hour volume distribution each hour along Fondren Road and Dumfries Drive

Figure 5: Existing 24 Hour Traffic Volumes

The data from Table 1 and Figure 5 results indicate the AM peak hour between 7:00 AM-8:00 AM and PM peak hour between 5:00 PM-6:00 PM respetively. The PM peak period volumes between 4:00 PM and 6:00 PM are closely distributed between 1,100 vph and 1,200 vph on Fondren southbound and between 895 vph and 905 vph on Fondren northbound.

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Table 1: Average Daily Traffic Volumes in the Study Area

Lights BusesSingle-Unit Trucks

Articulated Trucks Total Lights Buses

Single-Unit Trucks

Articulated Trucks Total Lights Buses

Single-Unit Trucks

Articulated Trucks Total

12:00 AM 72 1 0 0 73 117 1 0 0 118 7 0 0 0 71:00 AM 48 0 0 0 48 58 0 0 0 58 9 0 0 0 92:00 AM 36 0 2 0 38 52 0 0 0 52 3 0 0 0 33:00 AM 43 0 0 0 43 46 0 0 0 46 8 0 0 0 84:00 AM 89 6 0 0 95 52 2 0 0 54 16 0 0 0 165:00 AM 213 5 2 0 220 145 5 2 1 153 56 1 0 0 576:00 AM 616 29 2 1 648 280 12 3 0 295 121 4 1 0 1267:00 AM 1131 17 8 2 1158 652 18 8 0 678 163 1 0 0 1648:00 AM 769 10 11 0 790 489 10 4 0 503 101 0 1 0 1029:00 AM 668 8 14 1 691 538 6 9 3 556 95 0 1 1 97

10:00 AM 609 7 13 2 631 524 5 10 1 540 78 0 0 0 7811:00 AM 679 10 10 0 699 628 7 12 0 647 101 0 1 0 10212:00 PM 740 3 10 1 754 761 6 13 1 781 113 0 1 0 114

1:00 PM 774 7 9 0 790 743 5 7 0 755 114 0 0 0 1142:00 PM 708 7 7 1 723 811 8 9 1 829 101 0 0 0 1013:00 PM 865 20 10 0 895 944 8 12 0 964 142 1 2 0 1454:00 PM 887 21 8 1 917 1103 15 4 1 1123 159 6 1 0 1665:00 PM 891 10 3 0 904 1187 14 4 1 1206 184 1 0 0 1856:00 PM 879 7 4 0 890 1179 7 6 0 1192 158 0 1 0 1597:00 PM 727 5 4 0 736 990 8 7 1 1006 161 0 0 0 1618:00 PM 570 3 1 0 574 709 2 5 0 716 94 0 1 0 959:00 PM 437 4 2 0 443 581 3 2 0 586 79 0 0 0 79

10:00 PM 291 3 0 0 294 421 3 1 0 425 68 0 0 0 6811:00 PM 133 2 1 0 136 231 2 0 0 233 30 0 0 0 30

TOTAL% Veh Class per approach 97.6% 1.4% 0.9% 0.1% 98.0% 1.1% 0.9% 0.1% 98.9% 0.6% 0.5% 0.0%% Veh Class per direction 45.5% 53.5% 48.6% 45.0% 46.8% 42.5% 47.4% 50.0% 7.6% 4.0% 4.0% 5.0%% Veh Distribution 45.7% 46.8% 7.6%

Hour Fondren SouthboundFondren Northbound Dumfries WestboundFONDREN FONDREN DUMFRIES

13190 13516 2186

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The vehicle classsification results from the 24-hour count data indicate approximately 98% passenger vehicles (lights), 1% buses, and 1% single-unit and articulated trucks in all directions. Among each vehicle category, the passenger cars and trucks are equally distributed with approximately 47% on Fondren southbound and 46% on Fondren northbound. The bus distribution is higher along Fondren northbound with approximately 53% and 43% on Fondren southbound, and 4% along Dumfries Drive. The vehicular volume including classification results along Fondren northbound and southbound and Dumfries westbound are shown in Figures 6, 7, and 8, respectively.

Figure 6: 24-Hour Vehicular Classification along Fondren Northbound

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Figure 7: 24-Hour Vehicular Classification along Fondren Southbound

Figure 8: 24-Hour Vehicular Classification along Dumfries Westbound

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In addition the AM and PM peak period TMC’s including pedestrian counts and vehicular classification were analyzed at the study intersection, and Table 2 summarizes the AM and PM peak hour TMC’s. and pedestrains and vehicular classification. 24-hour TMC data was collected in 15 min intervals and is included in Appendix B. Table 2 data shows that during the AM peak hour between 7:00 AM – 8:00 AM, the Fondren nortbound and southbound vehicular distribution is 58% and 34% respectively, and 8% along Dumfries Drive westbound. During the PM peak hour between 4:45 PM – 5:45 PM, the Fondren nortbound and southbound vehicular distribution is approximately 40% and 52% respectively, and 8% along Dumfries Drive westbound. Also, also Dumfries Drive the distribution of the westbound left turn and right turn vehicles during the AM peak hour is approximately 36% and 64% respectively, and during the PM peak hour is observed to be 43% and 57% respectively. The pedestrian volumes across Fondren Road between 3:00 PM -4:00 was observed to be 48 pedestrians. This can be attributed to a METRO bus stop across on Fondren southbound approach near the intersection and some school children crossing Fondren Road to access the Westbury Christian Athletic Center. In addition, the AM and PM peak peak period vehciular classification results indicate approximately 98% passenger cars (lights), 1% buses, and 1% single-unit and articulated trucks.

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Table 2: AM and PM Peak Hour TMC’s at the Study Intersection

Time Period Class. L T R U I O L T R U I O L T R U I O L T R U I O Total

Pedestrian

s TotalPeak 1 Lights 83 568 0 1 652 1057 59 0 104 0 163 262 0 952 179 0 1131 627 0 0 0 0 0 0 1946 N 5 5

Specified Period % 100% 96% 0% 100% 96% 98% 100% 0% 99% 0% 99% 98% 0% 98% 97% 0% 98% 96% 0% 0% 0% 0% 0% 0% 97% 100%

12:00 AM - 12:00 PM Buses 0 18 0 0 18 14 0 0 1 0 1 4 0 13 4 0 17 18 0 0 0 0 0 0 36 E 18 18One Hour Peak % 0% 3% 0% 0% 3% 1% 0% 0% 1% 0% 1% 1% 0% 1% 2% 0% 1% 3% 0% 0% 0% 0% 0% 0% 2% 100%

7:00 AM - 8:00 AM Single-Unit Trucks 0 8 0 0 8 6 0 0 0 0 0 2 0 6 2 0 8 8 0 0 0 0 0 0 16 S 2 2% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 1% 0% 1% 1% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 100%

Articulated Trucks 0 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 2 W 0 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

Total 83 594 0 1 678 1079 59 0 105 0 164 268 0 973 185 0 1158 653 0 0 0 0 0 0 2000 25 25PHF 0.86 0.92 0 0.25 0.92 0.93 0.7 0 0.91 0 0.84 0.87 0 0.93 0.81 0 0.93 0.9 0 0 0 0 0 0 0.94

Approach % 91% 34% 54% 83% 8% 13% 58% 33% 0% 0%

Peak 2 Lights 108 1047 0 7 1162 944 80 0 111 0 191 180 0 826 71 5 902 1132 0 1 0 0 1 0 2256 N 4 4Specified Period % 96% 99% 0% 100% 98% 98% 98% 0% 99% 0% 98% 97% 0% 98% 97% 100% 98% 99% 0% 100% 0% 0% 100% 0% 98% 100%

12:00 PM - 12:00 AM Buses 4 11 0 0 15 13 2 0 1 0 3 6 0 12 2 0 14 13 0 0 0 0 0 0 32 E 18 18One Hour Peak % 4% 1% 0% 0% 1% 1% 2% 0% 1% 0% 2% 3% 0% 1% 3% 0% 2% 1% 0% 0% 0% 0% 0% 0% 1% 100%

4:45 PM - 5:45 PM Single-Unit Trucks 0 3 0 0 3 6 0 0 0 0 0 0 0 6 0 0 6 3 0 0 0 0 0 0 9 S 0 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0%

Articulated Trucks 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 W 1 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 100%

Total 112 1062 0 7 1181 963 82 0 112 0 194 186 0 844 73 5 922 1149 0 1 0 0 1 0 2298 23 23PHF 0.93 0.97 0 0.88 0.97 0.92 0.68 0 0.82 0 0.85 0.91 0 0.93 0.79 0.42 0.95 0.96 0 0.25 0 0 0.25 0 0.96

Approach % 51% 42% 8% 8% 40% 50% 0% 0%

Fondren Southbound Dumfries Westbound Fondren Northbound Eastbound Crosswalk

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Traffic Signal Warrant Analysis

A traffic signal warrant analysis was performed at the Fondren Road and Dumfries Drive intersection for the existing and proposed lane geometry and with the existing vehicular and pedestrian traffic volumes. Fondren Road was considered the major street with two lanes each, in the northbound and southbound directions, respectively. The current posted speed limit on Fondren Road is 35 mph. Dumfries Drive was considered the minor street, and since the westbound approach is a 20 foot wide lane, the warrants analysis was performed for two conditions:

1. Dumfries Drive with a single shared left-right lane and on-street parking beginning 100 feet downstream

2. Dumfries Drive with a dedicated left turn and right turn lane with a width of 10 feet each at the intersection as observed during the site visit and current vehicular use during the peak hours as shown in Figure 9.

A posted speed of 30 mph on Dumfries Drive was assumed per COH ordinance.

Figure 9: Dumfries Drive Westbound Approach Dual Lane Utilization during Peak Hours

The existing 24-hour traffic and pedestrian volume counts at the Fondren Road and Dumfries Drive were analyzed for warrants as outlined 2014 edition of the TMUTCD. The following is a summary of the traffic signal warrant analysis for the two analysis options based on existing roadway geometrics and traffic and pedestrian volumes:

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Warrant Analysis Option 1 o Fondren Road (major street) two lanes in each direction o Dumfries Drive (minor street) single shared left-right lane and on-street parking

beginning 100 feet downstream

Based on the above lane geometrics as per field striping in the field, the eight highest hour traffic and pedestrian volumes at the intersection volume satisfy Warrant 1 (Eight Hour 100% Condition B), Warrant 2 (Four Hour) and Warrant 3 (Peak Hour) conditions.

Warrant Analysis Option 2 o Fondren Road (major street) two lanes each direction o Dumfries Drive (minor-street) was considered as a 2 lane road with dedicated 10 feet

wide left turn and right turn lanes at the intersection as observed during the site visit shown in Figure 9.

o Since the westbound left and right turn movements are from dedicated lanes as observed in the field, for the analysis the westbound right turn volumes were reduced by one-half from the overall approach volumes per the TMUTCD guidance and engineering judgement as the the right turning vehicles experience less delay than the westbound left turns.

Based on the above lane geometrics and adjusted minor street volumes, the eight highest hour traffic and pedestrian volumes at the intersection volume do not satisfy the vehicular and pedestrian warrant conditions. During the peak periods, in general the pedestrian volumes were approximately 20 or less with the exception of the 4:00 PM -5:00 PM hour, where 48 pedestrians observed to cross Fondren Road. In addition, due to the proximity of Westbury Christian Athletic Center to the intersection, additional pedestrian counts were performed on Monday, April 4th, 2016 to determine the number of students crossing Fondren Road and Dumfries Drive between 7:00 AM-9:00 AM during the morning peak period and between 3:00 PM-6:00 PM during the evening peak period. A summary of the student counts is shown in Table 3. The results of the student counts indicate that during the AM peak hour 14 students were observed crossing Fondren Road between 7:00-8:00 AM, and during the evening peak periods between 3:00-4:00 PM and 4:00-5:00 PM there were 13 students crossing Fondren Road each hour. Also, during the AM peak hour 25 students were observed crossing Dumfries Drive and during the evening peak period between 3:00-4:00 PM there were 4 students crossing Dumfries Drive. The existing peak period pedestrian volumes do not meet the Pedestrian Warrants 4 (Four Hour Pedestrian) and Warrant 5 (Peak Hour Pedestrian) conditions. Also, based on the student pedestrian counts at the Fondren Road and Dumfries Drive intersection during the peak periods, Warrant 5 (School Crossing warrant) conditions are not met at the present time of the study. Also, during the AM peak hour between 7:00-8:00 AM there are currently 164 vehicles on Dumfries westbound. Assuming random vehicle arrivals, the probability of vehicles arriving in less than 15 sec arrivals is low with an average arrival rate at the intersection in approximate 22 second intervals. Assuming a crossing speed of 3 feet/sec for students, the crossing time across Dumfries is less than 15 sec, and the students should be able to cross Dumfries Drive safely during school hours. Also, on Fondren Road during the AM and PM peak periods the existing school zone flashers with reduced speeds of 20 mph along with school crossing signs on Fondren

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and Dumfries Drive help in student and pedestrian safety. In addition, trained crossing guards at the intersection cross-walk across Fondren Road and Dumfries Drive along with traffic enforcement by City of Houston police officers in the vicinity of the study intersection will further help improve student and pedestrian safety at the intersection.

Table 3: Student Counts at Fondren Road and Dumfries Drive during AM and PM Peak Periods

The warrant analysis for the existing lane configuration for the two options is also applicable for the proposed lane widening on Fondren Road assuming the existing volumes. The TxDOT traffic signal warrant analysis survey form for the existing condition at the Fondren Road and Dumfries Drive intersection is included in Appendix C.

Level of Service Analysis

An intersection LOS analysis was performed at the existing unsignalized study intersection for the existing 2016 AM and PM peak hour conditions. The analysis was performed using the 2010 edition of the Highway Capacity Manual (HCM) using Measures of Effectiveness (MOE’s) including intersection and approach delays, and LOS conditions at the study intersection. The analysis was performed for the two options as defined in the warrant analysis section for the existing single wide lane field striping on Dumfries westbound, and the current lane utilization on Dumfries westbound with dedicated left turn and right turn lane. Table 4 shows the intersection and approach delay and LOS results existing and proposed lane geometry for the existing AM and PM peak hour volumes.

East to West West to East Total South to North Total7:00 37:15 1 5 197:30 3 1 37:45 1 38:00 1 28:15 2 18:30 38:45Total 11 11 2615:0015:15 7 4 115:30 2 115:45 216:00 2 116:15 116:30 3 716:4517:00 317:15 317:30 2 117:45 1Total 16 17 8

3

Crossing Dumfries DriveStart Time

25

1

4

1

14

8

13

13

7

Crossing Fondren Road

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Table 4: AM and PM Peak Hour LOS Analysis

The existing conditions peak hour LOS analysis results for both the analysis options 1 and 2 show overall acceptable LOS A or better conditions at the study intersection. Since the Dumfries westbound approach is STOP controlled, the approach delay results were reviewed to determine the vehicular delay especially for westbound left turn vehicles as they wait for an available gap in the Fondren northbound and southbound traffic stream. The Dumfries westbound approach delay results for Option 1 indicate high delays of 48 sec/veh and 67.8 sec/veh during the AM and PM peak hours respectively. However, during the site visit at the peak hours it was observed that the westbound approach vehicle utilized the existing 20 foot wide lane as a dedicated left turn lane and right turn lane. Thus, Option 2 results show the westbound approach delays during the AM and PM peak hours of 24.7 sec/veh and 29.1 sec/veh, which closely represent delays and LOS observed in the field. An analysis was also performed for the proposed lane geometry with six lanes on Fondren Road and the two existing lane configuration options on Dumfries Drive. The AM and PM peak hour results for Option 1 and 2 show improvement in the intersection LOS as well as WB approach delays and LOS conditions as compared to the existing conditions. This can be attributed due increased capacity on Fondren Road and an increase in available gaps in the Fondren northbound and southbound traffic stream for the westbound left and right turn maneuvers. It should be noted that the roadway widening will increase the cross-walk distance between the edge of the curb and the center median refuge, however the total cross-walk distance from edge of curb to curb will remain as existing. Detailed intersection delay and LOS results from Synchro 7.0 based on HCM 2010 are located in Appendix D.

DELAY LOS DELAY LOS DELAY LOS DELAY LOS(sec/veh) (sec/veh) (sec/veh) (sec/veh)

NB 0.0 - 0.0 -SB 1.6 A 1.1 AEB - - - -WB 43.0 E 57.9 FNB 0.0 - 0.0 -SB 1.6 A 1.1 BEB - - - -WB 24.7 C 29.1 D

NB 0.0 - 0.0 -SB 1.6 A 1.1 AEB - - - -WB 31.8 D 37.4 ENB 0.0 - 0.0 -SB 1.6 A 1.1 AEB - - - -WB 21.3 C 23.3 C

ANALYSIS

EXISTING AM AND PM PEAK HOUR LOS ANALYSIS - EXISTING LANE GEOMETRY

EXISTING AM AND PM PEAK HOUR LOS ANALYSIS - PROPOSED LANE GEOMETRY

OPTION 1

OPTION 2

OPTION 1

OPTION 2

Fondren Road and Dumfries Drive One-Way STOP 3.4 A 4.0 A

AFondren Road and Dumfries Drive

One-Way STOP 2.4 A 2.7

A

INTERSECTIONEXISTING TRAFFIC

CONTROL

INTERSECTION DELAY AND LOS

APPROACH

APPROACH DELAY AND LOSAM PEAK PM PEAK AM PEAK PM PEAK

Fondren Road and Dumfries Drive One-Way STOP 4.4 A 5.9

AFondren Road and Dumfries Drive

One-Way STOP 2.7 A 3.2

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Conclusions The following are the conclusion from the analysis: 1) Warrant Analysis

a) Option 1 – Warrants 1, 2, and 3 conditions are satisfied based on the existing traffic volumes, field striping and lane configuration with two approach lanes on Fondren Road northbound and southbound and a single wide shared left-right lane on Dumfries Drive.

b) Option 2 – None of the warrant analysis conditions are satisfied based on the existing field striping and lane configuration with two approach lanes on Fondren Road northbound and southbound, and modified lane utilization on Dumfries Drive westbound approach with vehicles utilizing the 20 foot wide lane as narrow dedicated 10 foot wide left turn and right turn lanes as observed in the field. Also, this analysis includes reducing the westbound right turn volumes by one-half from the overall approach volumes per the TMUTCD guidance and engineering judgement as the westbound right turning vehicles experience lesser delay than the westbound left turns.

c) The intersection currently does not satisfy the Pedestrian Warrants 4 (Four Hour Pedestrian) and Warrant 5 (Peak Hour Pedestrian) conditions for options 1 and 2. Also, based on the student pedestrian counts at the Fondren Road and Dumfries Drive intersection during the peak periods based on additional student counts performed on April 4th, 2016, Warrant 5 (School Crossing warrant) conditions are not met at the present time of the study. In addition, trained crossing guards at the intersection cross-walk across Fondren Road and Dumfries Drive along with traffic enforcement by City of Houston police officers in the vicinity of the study intersection will further help improve student and pedestrian safety at the intersection.

d) The widening of the Fondren Road to six lanes and using the existing volumes does not impact the warrant analysis results as Fondren Road (major-street) is analyzed with two or more lanes in each direction.

2) LOS Analysis

a) The existing capacity analyses for option 1 indicates acceptable overall LOS conditions at the intersection, however it shows high delays and unacceptable LOS E conditions on the Dumfries Drive westbound approach during the AM and PM peak hours.

b) The existing capacity analyses for option 2 indicate acceptable overall LOS conditions at the intersection and reduced delays and acceptable LOS D or better conditions on the Dumfries Drive westbound approach during the AM and PM peak hours.

c) For the proposed lane widening on Fondren Road with six lanes, the AM and PM peak hour results for both options 1 and 2 show improvement in the intersection LOS as well as WB approach delays and LOS conditions as compared to the existing conditions. This can be attributed due the increased capacity on Fondren Road and an increase in available

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gaps in the Fondren northbound and southbound traffic stream for the westbound left and right turn maneuvers.

3) The following are the mitigation measures to improve traffic, flow, operations and safety in

the area based on the lane geometrics, access, flow and safety considerations on Fondren Road and Dumfries Drive: a) Fondren Road widened to six lanes with a two dedicated thru-lanes and a shared thru-

right lane in the northbound direction, and a dedicated left/u-turn lane and a two dedicated thru lane in the southbound direction. The existing lane configuration on Dumfries Drive will include a 14 feet wide dedicated right-turn lane and new striped parking lane a minimum 100 feet upstream for on-street vehicles. i) Consider access management at the Fondren Road Dumfries Drive intersection

through restricting the Dumfries westbound left turn movements at the intersection with westbound right turn only allowed at the intersection. The westbound left turn vehicles can potentially detour south on Sandpiper Drive to Willowbend Boulevard or can perform a midblock U-turn at the median opening currently located approximately 500 feet north of the intersection. A left turn bay with a 100 foot storage bay and 100 feet taper is preferred at this median opening. This option will help alleviate the delays on Dumfries westbound approach and improve flow at the intersection. This option will also allow for a wider turning radius for buses and trucks on the Fondren northbound approach. Figure 10 illustrates the proposed restriction for Dumfries westbound left turn movements at the Fondren road intersection, and detour options to travel north and south on Fondren Road.

Figure 10: Dumfries Drive Westbound Left Turn Restriction and Detour Routes

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b) Fondren Road widened to six lanes at the study intersection and maintain existing lane configuration, access, striping, and lane utilization on Dumfries Drive which will include the existing 20 feet wide shared left-right lane. i) A traffic signal installation at the Fondren Road and Dumfries intersection is

preferred for this option as it will help alleviate the delay on Dumfries westbound approach, and improve traffic and pedestrian safety at the intersection. The intersection is located approximately 1,500 north of Fondren and Willowbend Boulevard, and 1,700 feet south of the S. Braseswood and Fondren signalized intersections, so it will not impact vehicular progression and coordinated operation on Fondren Road.

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APPENDIX A Field Visit and Existing Conditions

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Figure A-1: Looking North on Fondren Road south of Dumfries Drive

Figure A-2: Looking South on Fondren Road north of Dumfries Drive

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Figure A-3: Looking East on Dumfries Drive West of Fondren Road

Figure A-4: Turning Radius constraint for Buses and Truck Northbound Right Turn on Fondren Road at Dumfries Drive

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Figure A-5: Pedestrian Crossing Fondren Road during PM Peak Period

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APPENDIX B 24-Hour Traffic Volumes and Turning Movement Count Information

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Figure B-1: 24-Hour Count Data

TIME 0:00 0:15 0:30 0:45 TOTALDate Began: 0:00 20 20 19 14 73

2/25/2016 1:00 15 8 13 12 482:00 11 10 12 5 383:00 8 12 12 11 434:00 13 15 24 43 955:00 37 33 71 79 2206:00 99 138 172 239 6487:00 304 312 285 257 11588:00 231 176 197 186 7909:00 173 176 168 174 691

10:00 130 166 151 184 63111:00 157 168 198 176 69912:00 188 163 196 207 75413:00 209 221 181 179 79014:00 197 173 179 174 72315:00 212 218 205 260 89516:00 220 224 240 233 91717:00 222 243 224 215 90418:00 228 230 207 225 89019:00 212 179 178 167 73620:00 168 130 140 136 57421:00 137 110 105 91 44322:00 84 75 69 66 29423:00 33 44 31 28 136

TOTAL: 13190

The A.M. peak hour from 7:00 to 8:00 is 1158The P.M. peak hour from 15:45 to 16:45 is 944

Northbound Fondren Rd west of Dumfries Dr

0

200

400

600

800

1000

1200

1400

VOLU

ME

TIME


2/25/2016 1:00 17 15 12 14 582:00 11 18 15 8 523:00 15 10 9 12 464:00 7 7 19 21 545:00 27 30 54 42 1536:00 41 58 98 98 2957:00 144 185 181 168 6788:00 147 113 122 121 5039:00 141 115 138 162 556

10:00 128 142 128 142 54011:00 168 173 141 165 64712:00 191 206 196 188 78113:00 204 192 191 168 75514:00 197 174 213 245 82915:00 220 209 264 271 96416:00 290 270 280 283 112317:00 296 305 297 308 120618:00 297 312 289 294 119219:00 271 232 247 256 100620:00 198 198 156 164 71621:00 146 151 144 145 58622:00 125 109 99 92 42523:00 75 67 53 38 233

TOTAL: 13516


Southbound Fondren Rd west of Dumfries Dr

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200

400

600

800

1000

1200

1400

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ME

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2/25/2016 1:00 4 1 2 2 92:00 2 0 0 1 33:00 4 1 2 1 84:00 1 3 6 6 165:00 3 14 23 17 576:00 26 31 30 39 1267:00 35 34 49 46 1648:00 27 28 30 17 1029:00 24 20 31 22 97

10:00 22 13 24 19 7811:00 19 27 26 30 10212:00 28 31 23 32 11413:00 30 30 29 25 11414:00 21 21 26 33 10115:00 24 46 45 30 14516:00 36 46 38 46 16617:00 57 51 40 37 18518:00 45 33 37 44 15919:00 47 35 43 36 16120:00 21 24 33 17 9521:00 28 16 19 16 7922:00 19 19 11 19 6823:00 11 12 4 3 30

TOTAL: 2186


Westbound Dumfries Dr east of Fondren Rd

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40

60

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140

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April 8, 2016 Page 27

Figure B-2: 24 Hour TMC Data with Vehicular Classification :

TMV MovementSouthbound Southbound To Westbound Westbound To Northbound Northbound To Eastbound Eastbound TotGrand Total

Interval L T R U L T R U L T R U L T R U2/25/2016 2 34 0 0 36 2 0 0 0 2 0 16 4 0 20 0 0 0 0 0 58

Lights 2 34 0 0 36 2 0 0 0 2 0 16 4 0 20 0 0 0 0 0 58Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Single-Unit Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2/25/2016 0:15 4 35 0 0 39 3 0 0 0 3 0 17 2 1 20 0 0 0 0 0 62Lights 4 34 0 0 38 3 0 0 0 3 0 16 2 1 19 0 0 0 0 0 60Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


2/25/2016 0:30 3 16 0 0 19 0 0 2 0 2 0 17 2 0 19 0 0 0 0 0 40Lights 3 16 0 0 19 0 0 2 0 2 0 17 2 0 19 0 0 0 0 0 40Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 0:45 4 20 0 0 24 0 0 0 0 0 0 12 2 0 14 0 0 0 0 0 38Lights 4 20 0 0 24 0 0 0 0 0 0 12 2 0 14 0 0 0 0 0 38Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 1:00 2 15 0 0 17 1 0 3 0 4 0 14 1 0 15 0 0 0 0 0 36Lights 2 15 0 0 17 1 0 3 0 4 0 14 1 0 15 0 0 0 0 0 36Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 1:15 2 13 0 0 15 0 0 1 0 1 0 7 1 0 8 0 0 0 0 0 24Lights 2 13 0 0 15 0 0 1 0 1 0 7 1 0 8 0 0 0 0 0 24Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 1:30 2 9 0 1 12 1 0 1 0 2 0 13 0 0 13 0 0 0 0 0 27Lights 2 9 0 1 12 1 0 1 0 2 0 13 0 0 13 0 0 0 0 0 27Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 1:45 1 13 0 0 14 0 0 2 0 2 0 12 0 0 12 0 0 0 0 0 28Lights 1 13 0 0 14 0 0 2 0 2 0 12 0 0 12 0 0 0 0 0 28Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 2:00 1 8 0 2 11 1 0 1 0 2 0 11 0 0 11 0 0 0 0 0 24Lights 1 8 0 2 11 1 0 1 0 2 0 11 0 0 11 0 0 0 0 0 24Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 2:15 3 15 0 0 18 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 28Lights 3 15 0 0 18 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 26Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 2:30 1 14 0 0 15 0 0 0 0 0 0 12 0 0 12 0 0 0 0 0 27Lights 1 14 0 0 15 0 0 0 0 0 0 12 0 0 12 0 0 0 0 0 27Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 2:45 2 6 0 0 8 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 14Lights 2 6 0 0 8 1 0 0 0 1 0 5 0 0 5 0 0 0 0 0 14Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 3:00 1 14 0 0 15 2 0 2 0 4 0 7 1 0 8 0 0 0 0 0 27Lights 1 14 0 0 15 2 0 2 0 4 0 7 1 0 8 0 0 0 0 0 27Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 3:15 2 8 0 0 10 0 0 1 0 1 0 10 2 0 12 0 0 0 0 0 23Lights 2 8 0 0 10 0 0 1 0 1 0 10 2 0 12 0 0 0 0 0 23Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 3:30 0 9 0 0 9 1 0 1 0 2 0 11 1 0 12 0 0 0 0 0 23Lights 0 9 0 0 9 1 0 1 0 2 0 11 1 0 12 0 0 0 0 0 23Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 3:45 1 11 0 0 12 1 0 0 0 1 0 11 0 0 11 0 0 0 0 0 24Lights 1 11 0 0 12 1 0 0 0 1 0 11 0 0 11 0 0 0 0 0 24Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 4:00 1 6 0 0 7 0 0 1 0 1 0 13 0 0 13 0 0 0 0 0 21Lights 1 6 0 0 7 0 0 1 0 1 0 13 0 0 13 0 0 0 0 0 21Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2/25/2016 4:15 0 7 0 0 7 3 0 0 0 3 0 14 1 0 15 0 0 0 0 0 25Lights 0 7 0 0 7 3 0 0 0 3 0 12 1 0 13 0 0 0 0 0 23Buses 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2


2/25/2016 4:30 3 16 0 0 19 2 0 4 0 6 0 23 1 0 24 0 0 0 0 0 49Lights 3 15 0 0 18 2 0 4 0 6 0 23 1 0 24 0 0 0 0 0 48Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


2/25/2016 4:45 1 20 0 0 21 2 0 4 0 6 0 41 2 0 43 0 0 0 0 0 70Lights 1 19 0 0 20 2 0 4 0 6 0 38 1 0 39 0 0 0 0 0 65Buses 0 1 0 0 1 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 5


2/25/2016 5:00 4 23 0 0 27 1 0 2 0 3 0 36 1 0 37 0 0 0 0 0 67Lights 4 20 0 0 24 1 0 2 0 3 0 35 1 0 36 0 0 0 0 0 63Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


2/25/2016 5:15 1 28 0 1 30 4 0 10 0 14 0 33 0 0 33 0 0 0 0 0 77Lights 1 28 0 1 30 4 0 10 0 14 0 32 0 0 32 0 0 0 0 0 76Buses 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1


2/25/2016 5:30 7 47 0 0 54 8 0 15 0 23 0 66 5 0 71 0 0 0 0 0 148Lights 7 45 0 0 52 8 0 15 0 23 0 63 5 0 68 0 0 0 0 0 143Buses 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 4


Site Code

Road Volumes

Study Name Fondren @ DumfriesStart Date Thursday, February 25, 2016 12:00 AMEnd Date Friday, February 26, 2016 12:00 AM

2/25/2016 5:45 5 37 0 0 42 5 0 12 0 17 0 73 6 0 79 0 0 0 0 0 138Lights 4 35 0 0 39 5 0 11 0 16 0 72 5 0 77 0 0 0 0 0 132Buses 1 1 0 0 2 0 0 1 0 1 0 1 1 0 2 0 0 0 0 0 5


2/25/2016 6:00 3 38 0 0 41 5 0 21 0 26 0 92 7 0 99 0 0 0 0 0 166Lights 3 36 0 0 39 5 0 20 0 25 0 87 7 0 94 0 0 0 0 0 158Buses 0 2 0 0 2 0 0 1 0 1 0 4 0 0 4 0 0 0 0 0 7


2/25/2016 6:15 4 54 0 0 58 14 0 17 0 31 0 134 4 0 138 0 0 0 0 0 227Lights 4 52 0 0 56 14 0 16 0 30 0 128 3 0 131 0 0 0 0 0 217Buses 0 2 0 0 2 0 0 1 0 1 0 6 1 0 7 0 0 0 0 0 10


2/25/2016 6:30 16 82 0 0 98 6 0 24 0 30 0 165 7 0 172 0 0 0 0 0 300Lights 16 76 0 0 92 6 0 23 0 29 0 160 5 0 165 0 0 0 0 0 286Buses 0 5 0 0 5 0 0 0 0 0 0 5 2 0 7 0 0 0 0 0 12


2/25/2016 6:45 11 87 0 0 98 13 0 26 0 39 0 216 22 1 239 0 0 0 0 0 376Lights 10 83 0 0 93 13 0 24 0 37 0 204 21 1 226 0 0 0 0 0 356Buses 1 2 0 0 3 0 0 2 0 2 0 10 1 0 11 0 0 0 0 0 16


2/25/2016 7:00 23 121 0 0 144 7 0 28 0 35 0 262 42 0 304 0 0 0 0 0 483Lights 23 118 0 0 141 7 0 27 0 34 0 256 39 0 295 0 0 0 0 0 470Buses 0 3 0 0 3 0 0 1 0 1 0 5 2 0 7 0 0 0 0 0 11


2/25/2016 7:15 24 161 0 0 185 14 0 20 0 34 0 262 50 0 312 0 0 0 0 0 531Lights 24 155 0 0 179 14 0 20 0 34 0 257 49 0 306 0 0 0 0 0 519Buses 0 5 0 0 5 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 9


2/25/2016 7:30 20 160 0 1 181 21 0 28 0 49 0 228 57 0 285 0 0 0 0 0 515Lights 20 151 0 1 172 21 0 28 0 49 0 224 56 0 280 0 0 0 0 0 501Buses 0 6 0 0 6 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 7


2/25/2016 7:45 16 152 0 0 168 17 0 29 0 46 0 221 36 0 257 0 0 0 0 0 471Lights 16 144 0 0 160 17 0 29 0 46 0 215 35 0 250 0 0 0 0 0 456Buses 0 4 0 0 4 0 0 0 0 0 0 4 1 0 5 0 0 0 0 0 9


2/25/2016 8:00 16 131 0 0 147 6 0 21 0 27 0 216 15 0 231 0 0 0 0 0 405Lights 16 128 0 0 144 6 0 21 0 27 0 211 14 0 225 0 0 0 0 0 396Buses 0 3 0 0 3 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 7


2/25/2016 8:15 5 107 0 1 113 13 0 15 0 28 0 166 10 0 176 0 0 0 0 0 317Lights 5 104 0 1 110 13 0 15 0 28 0 160 10 0 170 0 0 0 0 0 308Buses 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 5


2/25/2016 8:30 8 113 0 1 122 12 0 18 0 30 0 186 10 1 197 0 1 0 0 1 350Lights 8 108 0 1 117 12 0 18 0 30 0 183 10 1 194 0 1 0 0 1 342Buses 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3


2/25/2016 8:45 6 115 0 0 121 4 0 13 0 17 0 172 13 1 186 0 0 0 0 0 324Lights 6 112 0 0 118 4 0 12 0 16 0 167 12 1 180 0 0 0 0 0 314Buses 0 2 0 0 2 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 5


2/25/2016 9:00 9 130 0 2 141 7 0 17 0 24 0 163 9 1 173 0 0 0 0 0 338Lights 9 128 0 2 139 7 0 15 0 22 0 157 8 1 166 0 0 0 0 0 327Buses 0 1 0 0 1 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 5


2/25/2016 9:15 14 100 0 1 115 7 0 13 0 20 0 161 15 0 176 0 0 0 0 0 311Lights 14 94 0 1 109 7 0 13 0 20 0 153 15 0 168 0 0 0 0 0 297Buses 0 3 0 0 3 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 4


2/25/2016 9:30 13 125 0 0 138 12 0 19 0 31 0 164 3 1 168 0 0 0 0 0 337Lights 13 119 0 0 132 12 0 19 0 31 0 162 3 1 166 0 0 0 0 0 329Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


2/25/2016 9:45 18 139 0 5 162 7 0 15 0 22 0 165 9 0 174 0 0 0 0 0 358Lights 18 135 0 5 158 7 0 15 0 22 0 160 8 0 168 0 0 0 0 0 348Buses 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3

Single-Unit Trucks 0 3 0 0 3 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 6Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 12/25/2016 10:00 6 121 0 1 128 7 0 15 0 22 0 122 7 1 130 0 0 0 0 0 280

Lights 6 119 0 1 126 7 0 15 0 22 0 116 5 1 122 0 0 0 0 0 270Buses 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3


Lights 11 122 0 1 134 0 0 13 0 13 0 162 2 1 165 0 0 0 0 0 312Buses 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2


Lights 11 113 0 1 125 5 0 19 0 24 0 143 1 1 145 0 0 0 0 0 294Buses 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3


Lights 10 127 0 2 139 3 0 16 0 19 0 170 5 2 177 0 0 0 0 0 335Buses 0 1 0 0 1 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 4


Lights 9 154 0 0 163 6 0 13 0 19 0 149 4 1 154 0 0 0 0 0 336Buses 0 3 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3


Lights 7 161 0 0 168 10 0 17 0 27 0 150 10 1 161 0 0 0 0 0 356Buses 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 4


Lights 14 122 0 0 136 11 0 15 0 26 0 180 7 4 191 0 0 0 0 0 353Buses 0 1 0 0 1 0 0 0 0 0 0 6 1 0 7 0 0 0 0 0 8


Lights 12 147 0 2 161 10 0 19 0 29 0 160 12 1 173 0 0 0 0 0 363Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


2/25/2016 12:00 10 178 0 3 191 14 0 14 0 28 0 180 6 2 188 0 0 0 0 0 407Lights 10 173 0 3 186 14 0 14 0 28 0 177 6 2 185 0 0 0 0 0 399Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 19 178 0 1 198 12 0 18 0 30 0 151 8 2 161 0 0 0 0 0 389Buses 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3


Lights 11 180 0 1 192 11 0 12 0 23 0 177 15 1 193 0 0 0 0 0 408Buses 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2


Lights 5 175 0 5 185 13 0 19 0 32 0 189 9 3 201 0 0 0 0 0 418Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 16 184 0 1 201 14 0 16 0 30 0 193 8 3 204 0 0 0 0 0 435Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 19 168 0 1 188 13 0 17 0 30 0 200 8 5 213 0 0 0 0 0 431Buses 0 2 0 0 2 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 6


Lights 11 175 0 2 188 14 0 15 0 29 0 168 11 2 181 0 0 0 0 0 398Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


Lights 16 149 0 1 166 11 0 14 0 25 0 161 9 6 176 0 0 0 0 0 367Buses 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3


Lights 13 179 0 2 194 6 0 15 0 21 0 174 18 2 194 0 0 0 0 0 409Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 13 158 0 0 171 8 0 13 0 21 0 163 3 2 168 0 0 1 0 1 361Buses 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3


Lights 17 191 0 0 208 14 0 12 0 26 0 164 10 2 176 0 0 0 0 0 410Buses 0 2 0 0 2 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 4


Lights 16 222 0 0 238 16 0 17 0 33 0 149 20 1 170 0 0 0 0 0 441Buses 0 4 0 0 4 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 6


Lights 18 194 0 1 213 8 0 16 0 24 0 187 18 1 206 0 0 0 0 0 443Buses 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 4


Lights 16 183 1 2 202 14 0 31 0 45 0 184 23 1 208 0 0 0 0 0 455Buses 1 2 0 0 3 0 0 1 0 1 0 7 2 0 9 0 0 0 0 0 13


Lights 13 246 0 3 262 14 0 29 0 43 0 178 20 0 198 0 0 0 0 0 503Buses 0 1 0 0 1 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 4


Lights 29 237 0 1 267 9 0 21 0 30 0 234 18 1 253 0 0 0 0 0 550Buses 0 2 0 0 2 0 0 0 0 0 0 5 1 0 6 0 0 0 0 0 8


Lights 14 267 0 4 285 15 0 19 0 34 0 197 15 1 213 1 0 0 0 1 533Buses 0 4 0 0 4 0 0 2 0 2 0 5 0 0 5 0 0 0 0 0 11


Lights 22 242 0 0 264 26 0 19 0 45 0 197 19 1 217 0 0 0 0 0 526Buses 0 5 0 0 5 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 9


Lights 22 249 0 4 275 16 0 20 0 36 0 215 16 3 234 0 0 0 0 0 545Buses 0 3 0 0 3 1 0 1 0 2 0 5 0 0 5 0 0 0 0 0 10


Lights 26 251 0 2 279 17 0 27 0 44 0 201 22 0 223 0 1 0 0 1 547Buses 1 2 0 0 3 2 0 0 0 2 0 6 1 0 7 0 0 0 0 0 12


Lights 25 261 0 2 288 30 0 26 0 56 0 200 16 1 217 0 0 0 0 0 561Buses 2 4 0 0 6 0 0 1 0 1 0 2 1 0 3 0 0 0 0 0 10


Lights 28 272 0 2 302 17 0 34 0 51 0 225 15 1 241 0 0 0 0 0 594Buses 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 4


Lights 29 263 0 1 293 16 0 24 0 40 0 200 18 3 221 0 0 0 0 0 554Buses 1 3 0 0 4 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 6


Lights 26 277 0 1 304 21 0 16 0 37 0 197 15 0 212 0 0 0 0 0 553Buses 0 2 0 0 2 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 5


Lights 21 267 0 2 290 23 0 22 0 45 0 201 22 1 224 0 0 0 0 0 559Buses 0 4 0 0 4 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 6


2/25/2016 18:15 30 280 0 2 312 13 0 20 0 33 0 206 19 5 230 0 0 0 0 0 575Lights 30 279 0 2 311 13 0 20 0 33 0 205 19 5 229 0 0 0 0 0 573Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


Lights 24 263 0 1 288 17 0 20 0 37 0 187 17 0 204 0 0 0 0 0 529Buses 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2


Lights 23 264 0 3 290 20 0 23 0 43 0 206 12 4 222 0 0 0 0 0 555Buses 0 3 0 0 3 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 6


Lights 27 237 0 1 265 16 0 31 0 47 0 192 15 3 210 0 0 0 0 0 522Buses 0 5 0 0 5 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 6


Lights 26 199 0 2 227 17 0 18 0 35 0 163 13 0 176 0 0 0 0 0 438Buses 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3


Lights 24 219 0 0 243 14 0 29 0 43 0 162 14 1 177 0 0 0 0 0 463Buses 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 2


Lights 35 218 1 1 255 12 0 24 0 36 0 154 10 0 164 0 0 0 0 0 455Buses 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2


Lights 22 169 0 3 194 9 0 12 0 21 0 158 9 1 168 0 0 0 0 0 383Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


Lights 24 171 0 2 197 10 0 14 0 24 0 122 7 0 129 0 0 0 0 0 350Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 17 138 0 0 155 10 0 22 0 32 0 131 6 1 138 0 0 0 0 0 325Buses 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1


Lights 16 146 0 1 163 9 0 8 0 17 0 127 7 1 135 0 0 0 0 0 315Buses 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1


Lights 17 124 1 2 144 7 0 21 0 28 0 124 11 1 136 0 0 0 0 0 308Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 20 127 0 3 150 5 0 11 0 16 0 104 5 1 110 0 0 0 0 0 276Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


Lights 10 131 0 1 142 2 1 16 0 19 0 83 19 1 103 0 0 0 0 0 264Buses 0 1 0 0 1 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 3


Lights 19 126 0 0 145 9 0 7 0 16 0 82 6 0 88 0 0 0 0 0 249Buses 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1


Lights 12 112 0 0 124 7 0 12 0 19 0 75 7 2 84 0 0 0 0 0 227Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


Lights 12 95 0 0 107 8 0 11 0 19 0 67 5 2 74 0 0 0 0 0 200Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 11 88 0 0 99 4 0 7 0 11 0 59 9 0 68 0 0 0 0 0 178Buses 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1


Lights 13 77 0 1 91 6 0 13 0 19 0 60 5 0 65 0 0 0 0 0 175Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Lights 6 69 0 0 75 5 0 6 0 11 0 29 4 0 33 0 0 0 0 0 119Buses 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


Lights 6 61 0 0 67 5 0 7 0 12 0 40 2 0 42 0 0 0 0 0 121Buses 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1


Lights 9 43 0 0 52 3 0 1 0 4 0 25 6 0 31 0 0 0 0 0 87Buses 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1


Lights 5 32 0 0 37 3 0 0 0 3 0 27 0 0 27 0 0 0 0 0 67Buses 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2


Grand Total 1207 12219 3 87 13516 846 1 1339 0 2186 0 12124 979 87 13190 1 2 1 0 4 28896

MovementSouthbound Southbound To Westbound Westbound To Northbound Northbound To Eastbound Eastbound TotGrand Total

Interval PCCW PCW PCCW PCW PCCW PCW PCCW PCW12:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 012:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 012:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 012:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 01:00 AM 0 0 0 0 1 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 01:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 01:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 02:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 02:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 02:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 02:45 AM 0 0 0 0 1 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 13:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 03:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 03:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 03:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 04:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 04:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 04:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 04:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 05:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 05:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 05:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 05:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 06:00 AM 1 0 1 0 1 1 0 0 0 0 0 0 2

Pedestrians 1 0 1 0 1 1 0 0 0 0 0 0 26:15 AM 0 0 0 0 1 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 16:30 AM 0 0 0 1 2 3 0 0 0 0 0 0 3

Pedestrians 0 0 0 1 2 3 0 0 0 0 0 0 36:45 AM 1 0 1 4 2 6 0 0 0 0 0 0 7

Pedestrians 1 0 1 4 2 6 0 0 0 0 0 0 77:00 AM 1 0 1 3 0 3 0 0 0 0 0 0 4

Pedestrians 1 0 1 3 0 3 0 0 0 0 0 0 47:15 AM 2 2 4 7 2 9 1 0 1 0 0 0 14

Pedestrians 2 2 4 7 2 9 1 0 1 0 0 0 147:30 AM 0 0 0 4 1 5 1 0 1 0 0 0 6

Pedestrians 0 0 0 4 1 5 1 0 1 0 0 0 67:45 AM 0 0 0 0 1 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 18:00 AM 1 0 1 0 1 1 0 0 0 0 0 0 2

Pedestrians 1 0 1 0 1 1 0 0 0 0 0 0 28:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 08:30 AM 0 2 2 0 0 0 0 0 0 0 0 0 2

Pedestrians 0 2 2 0 0 0 0 0 0 0 0 0 28:45 AM 1 1 2 1 2 3 2 0 2 0 0 0 7

Pedestrians 1 1 2 1 2 3 2 0 2 0 0 0 79:00 AM 1 0 1 1 0 1 0 0 0 0 0 0 2

Pedestrians 1 0 1 1 0 1 0 0 0 0 0 0 29:15 AM 2 0 2 2 0 2 0 0 0 1 0 1 5

Pedestrians 2 0 2 2 0 2 0 0 0 1 0 1 59:30 AM 1 0 1 1 2 3 0 0 0 0 0 0 4

Pedestrians 1 0 1 1 2 3 0 0 0 0 0 0 49:45 AM 0 2 2 0 5 5 0 0 0 0 0 0 7

Pedestrians 0 2 2 0 5 5 0 0 0 0 0 0 710:00 AM 0 0 0 3 2 5 0 0 0 0 0 0 5

Pedestrians 0 0 0 3 2 5 0 0 0 0 0 0 510:15 AM 1 0 1 0 0 0 0 0 0 0 0 0 1

Pedestrians 1 0 1 0 0 0 0 0 0 0 0 0 110:30 AM 2 0 2 0 1 1 0 0 0 0 0 0 3

Pedestrians 2 0 2 0 1 1 0 0 0 0 0 0 310:45 AM 0 0 0 1 0 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 1 0 1 0 0 0 0 0 0 111:00 AM 0 0 0 0 1 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 111:15 AM 0 0 0 2 3 5 1 0 1 1 0 1 7

Pedestrians 0 0 0 2 3 5 1 0 1 1 0 1 711:30 AM 1 0 1 2 1 3 2 0 2 2 0 2 8

Pedestrians 1 0 1 2 1 3 2 0 2 2 0 2 811:45 AM 0 1 1 0 2 2 0 0 0 0 0 0 3

Pedestrians 0 1 1 0 2 2 0 0 0 0 0 0 312:00 PM 1 2 3 5 1 6 1 0 1 1 0 1 11

Pedestrians 1 2 3 5 1 6 1 0 1 1 0 1 1112:15 PM 0 0 0 2 2 4 0 0 0 0 0 0 4

Pedestrians 0 0 0 2 2 4 0 0 0 0 0 0 412:30 PM 1 1 2 1 0 1 0 1 1 0 1 1 5

Pedestrians 1 1 2 1 0 1 0 1 1 0 1 1 512:45 PM 1 0 1 4 1 5 0 13 13 0 13 13 32

Pedestrians 1 0 1 4 1 5 0 13 13 0 13 13 321:00 PM 1 2 3 2 0 2 0 0 0 0 0 0 5

Pedestrians 1 2 3 2 0 2 0 0 0 0 0 0 51:15 PM 0 1 1 1 3 4 0 1 1 0 0 0 6

Pedestrians 0 1 1 1 3 4 0 1 1 0 0 0 61:30 PM 0 0 0 0 1 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 11:45 PM 1 1 2 2 4 6 0 0 0 0 0 0 8

Pedestrians 1 1 2 2 4 6 0 0 0 0 0 0 82:00 PM 0 3 3 3 0 3 0 0 0 3 0 3 9

Pedestrians 0 3 3 3 0 3 0 0 0 3 0 3 92:15 PM 0 0 0 2 1 3 0 0 0 0 0 0 3

Pedestrians 0 0 0 2 1 3 0 0 0 0 0 0 32:30 PM 0 0 0 1 0 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 1 0 1 0 0 0 0 0 0 1

Crosswalk Volumes

2:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 1Pedestrians 0 1 1 0 0 0 0 0 0 0 0 0 1

3:00 PM 0 1 1 3 2 5 0 0 0 0 0 0 6Pedestrians 0 1 1 3 2 5 0 0 0 0 0 0 6

3:15 PM 3 3 6 3 4 7 0 0 0 0 0 0 13Pedestrians 3 3 6 3 4 7 0 0 0 0 0 0 13

3:30 PM 0 1 1 3 2 5 0 0 0 0 0 0 6Pedestrians 0 1 1 3 2 5 0 0 0 0 0 0 6

3:45 PM 0 1 1 3 2 5 0 1 1 0 0 0 7Pedestrians 0 1 1 3 2 5 0 1 1 0 0 0 7

4:00 PM 1 2 3 0 1 1 0 0 0 0 0 0 4Pedestrians 1 2 3 0 1 1 0 0 0 0 0 0 4

4:15 PM 1 0 1 5 19 24 0 0 0 0 0 0 25Pedestrians 1 0 1 5 19 24 0 0 0 0 0 0 25

4:30 PM 1 5 6 2 17 19 0 0 0 0 0 0 25Pedestrians 1 5 6 2 17 19 0 0 0 0 0 0 25

4:45 PM 0 0 0 0 4 4 0 0 0 0 0 0 4Pedestrians 0 0 0 0 4 4 0 0 0 0 0 0 4

5:00 PM 1 2 3 4 1 5 0 0 0 0 0 0 8Pedestrians 1 2 3 4 1 5 0 0 0 0 0 0 8

5:15 PM 1 0 1 1 0 1 0 0 0 0 0 0 2Pedestrians 1 0 1 1 0 1 0 0 0 0 0 0 2

5:30 PM 0 0 0 4 4 8 0 0 0 0 1 1 9Pedestrians 0 0 0 4 4 8 0 0 0 0 1 1 9

5:45 PM 0 8 8 4 2 6 1 0 1 2 0 2 17Pedestrians 0 8 8 4 2 6 1 0 1 2 0 2 17

6:00 PM 0 0 0 2 5 7 0 1 1 1 1 2 10Pedestrians 0 0 0 2 5 7 0 1 1 1 1 2 10

6:15 PM 0 0 0 0 0 0 0 0 0 1 0 1 1Pedestrians 0 0 0 0 0 0 0 0 0 1 0 1 1

6:30 PM 0 0 0 4 3 7 0 0 0 0 0 0 7Pedestrians 0 0 0 4 3 7 0 0 0 0 0 0 7

6:45 PM 0 1 1 2 1 3 0 0 0 0 0 0 4Pedestrians 0 1 1 2 1 3 0 0 0 0 0 0 4

7:00 PM 1 0 1 2 0 2 0 0 0 0 0 0 3Pedestrians 1 0 1 2 0 2 0 0 0 0 0 0 3

7:15 PM 0 2 2 1 1 2 0 0 0 0 0 0 4Pedestrians 0 2 2 1 1 2 0 0 0 0 0 0 4

7:30 PM 0 0 0 1 0 1 0 1 1 0 0 0 2Pedestrians 0 0 0 1 0 1 0 1 1 0 0 0 2

7:45 PM 0 0 0 2 0 2 1 0 1 0 0 0 3Pedestrians 0 0 0 2 0 2 1 0 1 0 0 0 3

8:00 PM 0 1 1 4 1 5 0 0 0 0 0 0 6Pedestrians 0 1 1 4 1 5 0 0 0 0 0 0 6

8:15 PM 0 0 0 0 1 1 0 0 0 0 0 0 1Pedestrians 0 0 0 0 1 1 0 0 0 0 0 0 1

8:30 PM 0 2 2 1 1 2 0 0 0 0 0 0 4Pedestrians 0 2 2 1 1 2 0 0 0 0 0 0 4

8:45 PM 0 0 0 0 2 2 0 0 0 0 0 0 2Pedestrians 0 0 0 0 2 2 0 0 0 0 0 0 2

9:00 PM 1 0 1 0 0 0 0 0 0 0 0 0 1Pedestrians 1 0 1 0 0 0 0 0 0 0 0 0 1

9:15 PM 1 0 1 0 0 0 0 0 0 0 0 0 1Pedestrians 1 0 1 0 0 0 0 0 0 0 0 0 1

9:30 PM 1 0 1 1 0 1 0 0 0 0 0 0 2Pedestrians 1 0 1 1 0 1 0 0 0 0 0 0 2

9:45 PM 1 0 1 0 1 1 0 0 0 0 0 0 2Pedestrians 1 0 1 0 1 1 0 0 0 0 0 0 210:00 PM 0 0 0 3 1 4 0 0 0 0 0 0 4

Pedestrians 0 0 0 3 1 4 0 0 0 0 0 0 410:15 PM 0 0 0 1 0 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 1 0 1 0 0 0 0 0 0 110:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 010:45 PM 0 2 2 0 0 0 0 0 0 0 0 0 2

Pedestrians 0 2 2 0 0 0 0 0 0 0 0 0 211:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 011:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 011:30 PM 0 1 1 0 0 0 0 0 0 0 0 0 1

Pedestrians 0 1 1 0 0 0 0 0 0 0 0 0 111:45 PM 0 0 0 1 0 1 0 0 0 0 0 0 1

Pedestrians 0 0 0 1 0 1 0 0 0 0 0 0 1Grand Total 33 51 84 112 120 232 10 18 28 12 16 28 372


APPENDIX C

TxDOT Traffic Signal Warrant Analysis Survey Form

Traffic Survey — Count AnalysisForm Revised 2/27/2012 2011 TMUTCD WarrantsCounty: Harris County District:City: Population: Survey Date:

SectionMajorMinorEight Highest Hours: Include the same 8 hours for the Major and Minor St. volumes.

Time Comments:Begin Veh. Total

5:00 PM 2,1106:00 PM 2,0824:00 PM 2,0403:00 PM 1,8597:00 AM 1,8367:00 PM 1,7421:00 PM 1,5452:00 PM 1,552

Warrant 1. Eight Hour Vehicular Volume Yes No Meets 70%c (and major-street speed exceeds 40 mph or population less than 10,000) or 100%a

(regardless of speed) of Condition A.– or –

Yes No Meets 70%c (and major-street speed exceeds 40 mph or population less than 10,000) or 100%a

(regardless of speed) of Condition B.– or –

Yes No Meets 80%b of Conditions A and B.

– or – Yes No Meets 56%d of Conditions A and B (and major-street speed exceeds 40 mph or population less

than 10,000).Condition A - Minimum Vehicle Volume

Major ExistingStreet 100%a 80%b 70%c 56%d 100%a 56%d 50.5%

1 500 400 350 280 150 84 02 or more 600 480 420 336 150 84 1012 or more 600 480 420 336 200 112 0

1 500 400 350 280 200 112 0Condition B - Interruption of Continuous Traffic


1 750 600 525 420 75 42 02 or more 900 720 630 504 75 42 1012 or more 900 720 630 504 100 56 0

1 750 600 525 420 100 56 0aBasic minimum hourly volume.bUsed for combination of Conditions A and B after adequate trial of other remedial measures.cMay be used when the major-street speed exceeds 40 mph or in a community with a population of less than 10,000.dMay be used for combination of Conditions A and B after adequat trial of other remedial measures when major street exceeds 40 mph or in an isolated community with a population of less than 10,000.

1 of 6

Minor St. - Hi. Vol. App.

1

Veh. Total185159

2164161

0

Existing

15450

Existing

114 1

166 0

0

Required

13

Major St. - Both App.Ped. Total

Required(Total of Both Approaches)

Fondren RoadDumfries Drive

02/18/2016

30 MPH

Vehicles per hour on Major St

0

1

Number of Lanes

257.5%

(Total of Both Approaches)

1

Houston

ControlName

2 or more

18

17

12

Ped. Total1

7

Street

Street 171.7%

Number of Lanes

4822

Minor

Minor

20

7

145

Major Street (Forndren Road): 2 Lanes Minor Street (Dumfries Drive): 1 lane Traffic Signal Volume Warrants 1, 2, and 3 conditions are met.


101

2 or more

0

RequiredMinor St approach (One Direction Only)

70%c

0

1

01545

70

80%b

802 or more2 or more

1

Houston

606080

5353

160

80%b

70

70%c

Vehicles per hour on higher-volume

85% Speed35 MPH

120

160140140

105105120

Required

Vehicles per hour on higher-volumeMinor St approach (One Direction Only)

Yeg

Ye

Ye

Ye

Traffic Survey — Count AnalysisTxDOT Form Revised 2/27/2012)Warrant 2. Four Hour Volumes

Yes No Meets each of 4 Highest Hours (Warrant 2 — see Figure 1).

Figure 1. Four-hour volume warrant. (Warrant 2.)

2 of 6

185 159 166 145 164 161

114 101

0

100

200

300

400

500

300 400 500 600 700 800 900 1000 1100 1200 1300 1400

MIN

OR

STR

EET

H

IGH

VOLU

ME

APPR

OAC

H -

VPH

MAJOR STREET -- TOTAL OF BOTH APPROACHES--VEHICLES PER HOUR (VPH)

115* 80*

2 OR MORE LANES & 2 OR MORE LANES

2 OR MORE LANES & 1 LANE

1 LANE & 1 LANE

Ye N

Traffic Survey — Count AnalysisTxDOT Form Revised 2/27/2012)

Warrant 3. Peak Hour

Yes No Are all of the following conditions true for any four consecutive 15 minute periods?

1. The total stopped time delay experienced by the traffic on one minor street approach (one direction only) controlled by a stop sign equals or exceeds 4 vehicle-hours for a one-lane approach and 5 vehicle-hours for a two-lane approach, and

2. The volume of the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic or 150 vph for two moving lanes, and

3. The total entering volume serviced during the hour equals or exceeds 650 vph for intersections with three approaches or 800 vph for intersections with four (or more) approaches.– or –

Yes No Meets one High Hour (Warrant 3 — see Figure 2).

Figure 2. Peak hour volume warrant. (Warrant 3.)

3 of 6

185 159 166 145 164

0

100

200

300

400

500

600

400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800

MIN

OR

STRE

ET

HIG

H VO

LUM

E AP

PRO

ACH

- VPH

MAJOR STREET--TOTAL OF BOTH APPROACHES--VEHICLES PER HOUR (VPH)

150* 100*

*Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower

threshold volume for a minor-street approach with one lane.

1 LANE & 1 LANE



Ye N

Ye N

Traffic Survey — Count AnalysisTxDOT Form Revised 2/27/2012)Warrant 4. Four Hour Pedestrian Volumes


Figure 3. Four-hour pedestrian warrant. (Warrant 4.)

Warrant 4. Peak Hour Pedestrian Volumes


Figure 4. Peak hour pedestrian warrant. (Warrant 4.)

4 of 6

20 17 48 22 18 7 13 7 0

100

200

300

400

500

300 400 500 600 700 800 900 1000 1100 1200 1300 1400

TOTAL OF ALL PEDESTRIANS

CROSSING MAJOR STREET-

PEDESTRIANS PER HOUR (PPH)

MAJOR STREET--TOTAL OF BOTH APPROACHES--- VEHICLES PER HOUR (VPH)

107* 86

*Note: 107 pph applies as the lower threshold volume

2017 48 22 18 0

100

200

300

400

500

600

700

300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800





133* 106


Ye N

Ye N

Traffic Survey — Count AnalysisForm Revised 2/27/2011)

Warrant 5. School Crossing Yes No Is the number of adequate gaps in traffic stream during the period when the children are using

the crossing less than the number of minutes in the same period? – and –

Yes No Is there a minimum of 20 students during the highest crossing hour?– and –

Yes No Is the nearest signal located more than 300 feet away?(This warrant may be applied, if the proposed signal is less than 300 feet and does not restrictthe progressive movement of traffic.)

Warrant 6. Coordinated Signal System Yes No On a one-way street or a street with traffic predominantly in one direction, are the adjacent

signals far enough apart that the necessary degree of vehicle platooning does not occur?– or –

Yes No On a two-way street, are the adjacent signals far enough appart that the necessary degree of vehicle platooning does not occur and would the proposed and adjacent traffic control signalprovide a progressive operation?

Warrant 7. Crash Experience Yes No Is one of the following conditions met?:

♦ 80% of Condition A or Condition B in Warrant 1♦ 56% of Condition A or B in Warrant 1 (major-street speed exceeding 40 mph or

population less than 10,000)♦ 80 % or more of Warrant 4 met?– and –

Yes No Have there been 5 or more reportable crashes susceptible to correction by a traffic signal within a 12 month period?

Warrant 8. Roadway Network Yes No Is the total existing, or immediately projected, entering volume on all approaches greater

than 1000 vehicles for each of any 5 hours of a Saturday and/or Sunday.– or –Is the total existing, or immediately projected, entering volume greater than 1000 vehicles for the peak hour of a typical weekday, and do the 5 year projected traffic volumes meet one or more of Warrants 1, 2, and 3 during an average weekday?

Check applicable characteristics of each route:

Major Minor Street Street

It is part of street or highway system that serves as the principal roadway network for through traffic flow.It includes rural or suburban highways outside, entering, or traversing a city.It appears as a major route on an official plan such as a major street plan in an urban area traffic and transportation study.

Remarks:

5 of 6

N/A

N/A

N/A

Y

Y

Y

Y

Y

Y

Y

Y


Warrant 9. Intersection Near a Grade Crossing (One Approach Lane at the Track Crossing) Yes No Meets one High Hour (Warrant 9 — see Figure 5). N/A

Figure 5. Railroad Grade Crossing (One Approach Lane at the Track Crossing). (Warrant 9.)

6 of 6

6 of 6

0

50

100

150

200

250

300

350

0 100 200 300 400 500 600 700 800

MINOR STREET, CROSSING

APPROACH -EQUIVALENT

VPH**


25*

*25 vph applies as the lower threshold volume ** VPH after applying the adjustment factors in Tables 4C-2, 4C-3, and/or 4C-4, if appropriate

Warran Ye

InterseN

Traffic Survey — Count AnalysisForm Revised 2/27/2012 2011 TMUTCD WarrantsCounty: Harris County District:City: Population: Survey Date:

SectionMajorMinorEight Highest Hours: Include the same 8 hours for the Major and Minor St. volumes.

Time Comments:Begin Veh. Total

5:00 PM 2,1106:00 PM 2,0824:00 PM 2,0403:00 PM 1,8597:00 AM 1,8367:00 PM 1,7421:00 PM 1,5452:00 PM 1,552

Warrant 1. Eight Hour Vehicular Volume Yes No Meets 70%c (and major-street speed exceeds 40 mph or population less than 10,000) or 100%a

(regardless of speed) of Condition A.– or –

Yes No Meets 70%c (and major-street speed exceeds 40 mph or population less than 10,000) or 100%a

(regardless of speed) of Condition B.– or –

Yes No Meets 80%b of Conditions A and B.

– or – Yes No Meets 56%d of Conditions A and B (and major-street speed exceeds 40 mph or population less

than 10,000).Condition A - Minimum Vehicle Volume


1 500 400 350 280 150 84 02 or more 600 480 420 336 150 84 02 or more 600 480 420 336 200 112 72

1 500 400 350 280 200 112 0Condition B - Interruption of Continuous Traffic


1 750 600 525 420 75 42 02 or more 900 720 630 504 75 42 02 or more 900 720 630 504 100 56 72

1 750 600 525 420 100 56 0aBasic minimum hourly volume.bUsed for combination of Conditions A and B after adequate trial of other remedial measures.cMay be used when the major-street speed exceeds 40 mph or in a community with a population of less than 10,000.dMay be used for combination of Conditions A and B after adequat trial of other remedial measures when major street exceeds 40 mph or in an isolated community with a population of less than 10,000.

1 of 6

Houston

606080

5353

160

80%b

70

70%c

Vehicles per hour on higher-volume

85% Speed35 MPH

120

160140140

105105120

Required

Vehicles per hour on higher-volumeMinor St approach (One Direction Only)

RequiredMinor St approach (One Direction Only)

70%c

0

1

15450

70

80%b

802 or more2 or more

1

Ped. Total1

7

Street

Street 171.7%

Number of Lanes

4822

Minor

Minor

20

7

95

Major Street (Forndren Road): 2 Lanes Minor Street (Dumfries Drive): 2 lanes None of the Traffic Signal Volume Warrants conditions are met.


72

2 or more

0

Fondren RoadDumfries Drive

02/18/2016

30 MPH


0

1

Number of Lanes

257.5%

(Total of Both Approaches)

1

Houston

ControlName

2 or more

18

17

12

Minor St. - Hi. Vol. App.

1

Veh. Total134116

2111110

0

Existing

01545

Existing

83 1

122 0

0

Required

13

Major St. - Both App.Ped. Total

Required(Total of Both Approaches)

Yeg

Ye

Ye

Ye

Traffic Survey — Count AnalysisTxDOT Form Revised 2/27/2012)Warrant 2. Four Hour Volumes


Figure 1. Four-hour volume warrant. (Warrant 2.)

2 of 6

134 116 122 95 111 110 83 72

0

100

200

300

400

500

300 400 500 600 700 800 900 1000 1100 1200 1300 1400

MIN

OR

STR

EET

H

IGH

VOLU

ME

APPR

OAC

H -

VPH

MAJOR STREET -- TOTAL OF BOTH APPROACHES--VEHICLES PER HOUR (VPH)

115* 80*



1 LANE & 1 LANE

Ye N


Warrant 3. Peak Hour

Yes No Are all of the following conditions true for any four consecutive 15 minute periods?

1. The total stopped time delay experienced by the traffic on one minor street approach (one direction only) controlled by a stop sign equals or exceeds 4 vehicle-hours for a one-lane approach and 5 vehicle-hours for a two-lane approach, and

2. The volume of the same minor street approach (one direction only) equals or exceeds 100 vph for one moving lane of traffic or 150 vph for two moving lanes, and

3. The total entering volume serviced during the hour equals or exceeds 650 vph for intersections with three approaches or 800 vph for intersections with four (or more) approaches.– or –

Yes No Meets one High Hour (Warrant 3 — see Figure 2).

Figure 2. Peak hour volume warrant. (Warrant 3.)

3 of 6

134 116 122 95 111

0

100

200

300

400

500

600

400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800

MIN

OR

STRE

ET

HIG

H VO

LUM

E AP

PRO

ACH

- VPH

MAJOR STREET--TOTAL OF BOTH APPROACHES--VEHICLES PER HOUR (VPH)

150* 100*

*Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower

threshold volume for a minor-street approach with one lane.

1 LANE & 1 LANE



Ye N

Ye N

Traffic Survey — Count AnalysisTxDOT Form Revised 2/27/2012)Warrant 4. Four Hour Pedestrian Volumes


Figure 3. Four-hour pedestrian warrant. (Warrant 4.)

Warrant 4. Peak Hour Pedestrian Volumes


Figure 4. Peak hour pedestrian warrant. (Warrant 4.)

4 of 6

20 17 48 22 18 7 13 7 0

100

200

300

400

500

300 400 500 600 700 800 900 1000 1100 1200 1300 1400





107* 86


2017 48 22 18 0

100

200

300

400

500

600

700

300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800





133* 106


Ye N

Ye N

Traffic Survey — Count AnalysisForm Revised 2/27/2011)

Warrant 5. School Crossing Yes No Is the number of adequate gaps in traffic stream during the period when the children are using

the crossing less than the number of minutes in the same period? – and –

Yes No Is there a minimum of 20 students during the highest crossing hour?– and –

Yes No Is the nearest signal located more than 300 feet away?(This warrant may be applied, if the proposed signal is less than 300 feet and does not restrictthe progressive movement of traffic.)

Warrant 6. Coordinated Signal System Yes No On a one-way street or a street with traffic predominantly in one direction, are the adjacent

signals far enough apart that the necessary degree of vehicle platooning does not occur?– or –

Yes No On a two-way street, are the adjacent signals far enough appart that the necessary degree of vehicle platooning does not occur and would the proposed and adjacent traffic control signalprovide a progressive operation?

Warrant 7. Crash Experience Yes No Is one of the following conditions met?:

♦ 80% of Condition A or Condition B in Warrant 1♦ 56% of Condition A or B in Warrant 1 (major-street speed exceeding 40 mph or

population less than 10,000)♦ 80 % or more of Warrant 4 met?– and –

Yes No Have there been 5 or more reportable crashes susceptible to correction by a traffic signal within a 12 month period?

Warrant 8. Roadway Network Yes No Is the total existing, or immediately projected, entering volume on all approaches greater

than 1000 vehicles for each of any 5 hours of a Saturday and/or Sunday.– or –Is the total existing, or immediately projected, entering volume greater than 1000 vehicles for the peak hour of a typical weekday, and do the 5 year projected traffic volumes meet one or more of Warrants 1, 2, and 3 during an average weekday?

Check applicable characteristics of each route:

Major Minor Street Street

It is part of street or highway system that serves as the principal roadway network for through traffic flow.It includes rural or suburban highways outside, entering, or traversing a city.It appears as a major route on an official plan such as a major street plan in an urban area traffic and transportation study.

Remarks:

5 of 6

N/A

N/A

N/A

Y

Y

Y

Y

Y

Y

Y

Y


Warrant 9. Intersection Near a Grade Crossing (One Approach Lane at the Track Crossing) Yes No Meets one High Hour (Warrant 9 — see Figure 5). N/A

Figure 5. Railroad Grade Crossing (One Approach Lane at the Track Crossing). (Warrant 9.)

6 of 6

6 of 6

N/A

0

50

100

150

200

250

300

350

0 100 200 300 400 500 600 700 800

MINOR STREET, CROSSING

APPROACH -EQUIVALENT

VPH**


25*

*25 vph applies as the lower threshold volume ** VPH after applying the adjustment factors in Tables 4C-2, 4C-3, and/or 4C-4, if appropriate

Warran Ye

InterseN


APPENDIX D Synchro Analysis Results

HCM Unsignalized Intersection Capacity Analysis Existing Year 2016 AM Peak Hour5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Existing Year 2016 AM Peak Hour Synchro 7 - ReportPage 1

Movement WBL WBR NBT NBR SBU SBL SBTLane ConfigurationsVolume (veh/h) 59 105 973 185 1 83 594Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.84 0.84 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 70 125 1058 201 0 90 646Pedestrians 2 2 19Lane Width (ft) 16.0 12.0 12.0Walking Speed (ft/s) 4.0 4.0 4.0Percent Blockage 0 0 2Right turn flare (veh)Median type Raised RaisedMedian storage veh) 1 1Upstream signal (ft)pX, platoon unblocked 0.00vC, conflicting volume 1665 650 0 1261vC1, stage 1 conf vol 1160vC2, stage 2 conf vol 505vCu, unblocked vol 1665 650 0 1261tC, single (s) 6.9 7.0 0.0 4.2tC, 2 stage (s) 5.9tF (s) 3.5 3.3 0.0 2.2p0 queue free % 61 69 0 83cM capacity (veh/h) 182 402 0 541

Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 195 705 554 90 323 323Volume Left 70 0 0 90 0 0Volume Right 125 0 201 0 0 0cSH 280 1700 1700 541 1700 1700Volume to Capacity 0.70 0.41 0.33 0.17 0.19 0.19Queue Length 95th (ft) 119 0 0 15 0 0Control Delay (s) 43.0 0.0 0.0 13.0 0.0 0.0Lane LOS E BApproach Delay (s) 43.0 0.0 1.6Approach LOS E

Intersection SummaryAverage Delay 4.4Intersection Capacity Utilization 59.5% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Existing Year 2016 PM Peak Hour5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Existing Year 2016 PM Peak Hour Synchro 7 - ReportPage 1

Movement WBL WBR NBT NBR SBU SBL SBTLane ConfigurationsVolume (veh/h) 82 112 844 73 7 112 1062Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.84 0.84 0.92 0.92 0.92 0.92 0.92Hourly flow rate (vph) 98 133 917 79 0 122 1154Pedestrians 18Lane Width (ft) 12.0Walking Speed (ft/s) 4.0Percent Blockage 1Right turn flare (veh)Median type Raised RaisedMedian storage veh) 1 1Upstream signal (ft)pX, platoon unblocked 0.00vC, conflicting volume 1778 516 0 997vC1, stage 1 conf vol 957vC2, stage 2 conf vol 821vCu, unblocked vol 1778 516 0 997tC, single (s) 6.9 7.0 0.0 4.2tC, 2 stage (s) 5.9tF (s) 3.5 3.3 0.0 2.2p0 queue free % 45 73 0 82cM capacity (veh/h) 176 494 0 684

Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 231 612 385 122 577 577Volume Left 98 0 0 122 0 0Volume Right 133 0 79 0 0 0cSH 280 1700 1700 684 1700 1700Volume to Capacity 0.82 0.36 0.23 0.18 0.34 0.34Queue Length 95th (ft) 168 0 0 16 0 0Control Delay (s) 57.9 0.0 0.0 11.4 0.0 0.0Lane LOS F BApproach Delay (s) 57.9 0.0 1.1Approach LOS F


HCM Unsignalized Intersection Capacity Analysis Exist 2016 AM Peak - Dumfries WB 2 Lane5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Exist 2016 AM Peak - Dumfries WB 2 Lane Synchro 7 - ReportPage 1


Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 70 125 705 554 90 323 323Volume Left 70 0 0 0 90 0 0Volume Right 0 125 0 201 0 0 0cSH 182 402 1700 1700 541 1700 1700Volume to Capacity 0.39 0.31 0.41 0.33 0.17 0.19 0.19Queue Length 95th (ft) 42 33 0 0 15 0 0Control Delay (s) 36.8 17.9 0.0 0.0 13.0 0.0 0.0Lane LOS E C BApproach Delay (s) 24.7 0.0 1.6Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Exist 2016 PM Peak- Dumfries WB 2 lane5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Exist 2016 PM Peak- Dumfries WB 2 lane Synchro 7 - ReportPage 1


Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 SB 3Volume Total 98 133 612 385 122 577 577Volume Left 98 0 0 0 122 0 0Volume Right 0 133 0 79 0 0 0cSH 176 494 1700 1700 684 1700 1700Volume to Capacity 0.55 0.27 0.36 0.23 0.18 0.34 0.34Queue Length 95th (ft) 72 27 0 0 16 0 0Control Delay (s) 48.3 15.0 0.0 0.0 11.4 0.0 0.0Lane LOS E B BApproach Delay (s) 29.1 0.0 1.1Approach LOS D

Intersection SummaryAverage Delay 3.2Intersection Capacity Utilization 53.0% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis Prop 2016 AM Peak Hour5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Prop 2016 AM Peak Hour Synchro 7 - ReportPage 1


Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 SB 4Volume Total 195 423 423 413 90 215 215 215Volume Left 70 0 0 0 90 0 0 0Volume Right 125 0 0 201 0 0 0 0cSH 323 1700 1700 1700 541 1700 1700 1700Volume to Capacity 0.60 0.25 0.25 0.24 0.17 0.13 0.13 0.13Queue Length 95th (ft) 93 0 0 0 15 0 0 0Control Delay (s) 31.8 0.0 0.0 0.0 13.0 0.0 0.0 0.0Lane LOS D BApproach Delay (s) 31.8 0.0 1.6Approach LOS D


HCM Unsignalized Intersection Capacity Analysis Prop 2016 PM Peak Hour5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Prop 2016 PM Peak Hour Synchro 7 - ReportPage 1


Direction, Lane # WB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 SB 4Volume Total 231 367 367 263 122 385 385 385Volume Left 98 0 0 0 122 0 0 0Volume Right 133 0 0 79 0 0 0 0cSH 331 1700 1700 1700 684 1700 1700 1700Volume to Capacity 0.70 0.22 0.22 0.15 0.18 0.23 0.23 0.23Queue Length 95th (ft) 124 0 0 0 16 0 0 0Control Delay (s) 37.4 0.0 0.0 0.0 11.4 0.0 0.0 0.0Lane LOS E BApproach Delay (s) 37.4 0.0 1.1Approach LOS E


HCM Unsignalized Intersection Capacity Analysis Prop 2016 AM Peak - Dumfries WB 2 Lane5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Prop 2016 AM Peak - Dumfries WB 2 Lane Synchro 7 - ReportPage 1


Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 SB 4Volume Total 70 125 423 423 413 90 215 215 215Volume Left 70 0 0 0 0 90 0 0 0Volume Right 0 125 0 0 201 0 0 0 0cSH 192 526 1700 1700 1700 541 1700 1700 1700Volume to Capacity 0.37 0.24 0.25 0.25 0.24 0.17 0.13 0.13 0.13Queue Length 95th (ft) 39 23 0 0 0 15 0 0 0Control Delay (s) 34.2 14.0 0.0 0.0 0.0 13.0 0.0 0.0 0.0Lane LOS D B BApproach Delay (s) 21.3 0.0 1.6Approach LOS C


HCM Unsignalized Intersection Capacity Analysis Prop 2016 PM Peak- Dumfries WB 2 lane5: Dumfries Dr. & Fondren Rd 3/2/2016

3/2/2016 Prop 2016 PM Peak- Dumfries WB 2 lane Synchro 7 - ReportPage 1


Direction, Lane # WB 1 WB 2 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 SB 4Volume Total 98 133 367 367 263 122 385 385 385Volume Left 98 0 0 0 0 122 0 0 0Volume Right 0 133 0 0 79 0 0 0 0cSH 202 622 1700 1700 1700 684 1700 1700 1700Volume to Capacity 0.48 0.21 0.22 0.22 0.15 0.18 0.23 0.23 0.23Queue Length 95th (ft) 59 20 0 0 0 16 0 0 0Control Delay (s) 38.3 12.4 0.0 0.0 0.0 11.4 0.0 0.0 0.0Lane LOS E B BApproach Delay (s) 23.3 0.0 1.1Approach LOS C


PER Fondren (FINAL) - Houston Public Works...Fondren Road are illustrated in Figure 4a and 4b. April...

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Transcript of PER Fondren (FINAL) - Houston Public Works...Fondren Road are illustrated in Figure 4a and 4b. April...