Reduced Complete AIS For Metro Plan Amendment and Zone Change

AGENDA ITEM SUMMARY Meeting Date: 5/7/2019
Meeting Type: Regular Meeting

Staff Contact/Dept.: Andy Limbird, DPW
Staff Phone No: 541-726-3784
Estimated Time: 30 Minutes
SPRINGFIELD Council Goals: Encourage Economic Development and
PLANNING COMMISSION Revitalization through Community
Partnerships
ITEM TITLE: REQUEST FOR METRO PLAN DIAGRAM AMENDMENT AND ZONE CHANGE FOR 13.6
ACRES OF PROPERTY AT 3522 & 3530 GAME FARM ROAD, CASES 811-19-000065-TYP4
AND 811-19-000066-TYP3
ACTION Conduct a public hearing, and forward a recommendation to the City Council regarding a proposal
REQUESTED: to amend the adopted Metro Plan diagram, Gateway Refinement Plan diagram, and Springfield
Zoning Map.
ISSUE The applicant has submitted concurrent Metro Plan diagram and Zoning Map amendment
STATEMENT: applications for a parcel at the northwest corner of Game Farm Road and Beltline Road. The
subject site has frontage on Game Farm Road along the eastern and northern boundaries and
Beltline Road along the southern boundary. The proposed amendment would change the
comprehensive plan designation and zoning for the parcel from Low Density Residential (LDR) to
Mixed Use Commercial (MUC). The requested amendment to the Metro Plan diagram would
concurrently amend the Gateway Refinement Plan diagram (a refinement plan to the Metro Plan)
applicable to the site.
ATTACHMENTS: 1. Staff Report for Metro Plan Amendment
2. Staff Report for Zoning Map Amendment
3. Site Maps
4. Applications and Exhibits
5. Public Comments
6. Comments from ODOT
7. PC Order & Recommendation – Metro Plan Amendment Application 811-19-000065-TYP4
8. PC Order & Recommendation – Zoning Map Amendment Application 811-19-000066-TYP3
DISCUSSION: The subject site is located on the north side of Beltline Road west of the intersection with Game
Farm Road. The subject site is addressed as 3522 & 3530 Game Farm Road (Assessor’s Map 17-
03-15-40, Tax Lot 3100) and it is developed to accommodate approximately 80 dwellings. The
site is approximately 13.6-acres in size and it is currently zoned and designated for low density
residential development in accordance with the adopted Gateway Refinement Plan diagram and the
Springfield Zoning Map. The subject site is bordered by Community Commercial zoning to the
west and southwest, Campus Industrial zoning to the north, Low Density Residential zoning to the
northeast and south across Beltline Road, and a combination of Medium and High Density
Residential to the east across Deadmond Ferry Road.
The action would allow future redevelopment of the property for a variety of commercial and
higher density residential uses such as hotels, meeting and conference facilities, eating and
drinking establishments, retail stores, personal services, and offices. The applicant has indicated
that the proposed comprehensive plan amendment and zone change would facilitate a mix of uses
on the site in the future, such as hotel and conference facilities and higher education or business
training facilities.
The Planning Commission is requested to open the public hearing on the proposal to amend the
Metro Plan and Gateway Refinement Plan diagrams and the Zoning Map. The Planning
Commission is requested to use this opportunity to review all materials submitted into the record
and to accept testimony from the applicant and public.
Staff Report and Findings
Springfield Planning Commission
Type I Amendment to the Metro Plan Diagram
Meeting Date: May 7, 2019
Case Number: 811-19-000065-TYP4
Applicant: Teresa Bishow, Bishow Consulting LLC on behalf of Urban Transitions LLC
Project Location: 3522 & 3530 Game Farm Road (Assessor’s Map 17-03-15-40, Tax Lot 3100)
Request
The City has received applications for a Type I Metro Plan diagram amendment and a concurrent Zoning
Map amendment from a property owner. Under Springfield Development Code (SDC) 5.14-115.A.1, an
amendment to the Metro Plan diagram inside the City limits is classified as a Type I Metro Plan diagram
amendment requiring approval by Springfield only. Under SDC 5.14-125.A, an amendment to the Metro
Plan diagram can be initiated by a property owner at any time. Under SDC 5.14-130, a property-owner
initiated amendment to the Metro Plan diagram is processed as a Type IV land use action, which requires
public hearings before the Springfield Planning Commission and City Council.
The proposed Metro Plan diagram amendment would change the plan designation for the subject parcel
from Low Density Residential (LDR) to Mixed Use (MU). 1 The proposed amendment to the Metro Plan
diagram would also amend the adopted Gateway Refinement Plan diagram, which is a refinement plan to
the Metro Plan. Concurrent with the Metro Plan diagram amendment and Gateway Refinement Plan
amendment, the applicant has proposed to amend the Springfield Zoning Map to change the zoning of the
site from LDR to Mixed Use Commercial (MUC).
The proposed Mixed Use plan designation and MUC zoning would allow for construction of a variety of
commercial and higher density residential units such as hotels, meeting and conference facilities, eating
and drinking establishments, retail stores, and offices. According to the applicant’s submittal:
“The zone change will allow redevelopment of the site for a new vibrant mix of uses that will
stimulate job growth, support the hospitality industry, and provide new diverse housing options.”
The application was submitted on March 14, 2019 and the initial public hearing before the Springfield
Planning Commission is scheduled for May 7, 2019.
1
The application and public notices identify the proposal as changing the designation of the subject property from a
combination of Commercial and Low Density Residential to Mixed Use. When the tax lot map is overlaid with the Metro Plan
diagram, the western portion of the subject property appears to be designated Commercial with the remainder Low Density
Residential. However, the Metro Plan diagram is not site-specific and was not adopted to apply designations to specific
properties. The Gateway Refinement Plan refines the Metro Plan diagram to assign plan designations to specific properties.
The Gateway Refinement Plan diagram clearly shows that the entire property subject to this proposal is designated as Low
Density Residential, with Commercial designation immediately to the west of the subject property. Accordingly, the existing
designation for the subject property under both the Metro Plan and Gateway Refinement Plan is only Low Density Residential.
Additionally, the applicant’s narratives refers to the proposed designation as both “Mixed Use” and “Commercial Mixed Use.”
The applicant’s maps show the proposed designation as “Mixed Use.” “Commercial Mixed Use” is not a land use designation
recognized under the Gateway Refinement Plan. According, all references by the applicant to Commercial Mixed Use
designation are treated as a reference to the Mixed Use designation.
Attachment 1, Page 1 of 20
Notification and Written Comments
Under Oregon Administrative Rule (OAR) 660-018-0020, prior to adopting a change to an acknowledged
comprehensive plan or land use regulation, local governments are required to notify the state Department of
Land Conservation and Development (DLCD) at least 35 days prior to the first evidentiary hearing. A
Notice of Proposed Amendment was transmitted to the DLCD on March 22, 2019, which is 46 days prior to
the initial Planning Commission public hearing on the matter.
Under SDC 5.2-110.B, this application requires mailed notification of the public hearing as well as notice in
a newspaper of general circulation. Notice of the May 7, 2019 Planning Commission public hearing was
mailed to adjacent property owners and residents on April 12, 2019 and published in the legal notices
section of The Register Guard on April 29, 2019. Staff also posted notices of the May 7, 2019 public
hearing at two places along the Game Farm Road frontages of the property (northwest and southeast edges);
along the Beltline Road frontage of the subject property; in the lobby of City Hall; on the Development &
Public Works office digital display; and on the City’s webpage.
Staff received several telephone calls and front counter visits requesting additional information about the
proposal. Written comments were received from the following respondents:
• Eileen Manning, 3530 Game Farm Road #29, Springfield

• Carolyn Churchouse, 3530 Game Farm Road #7, Springfield
• Rev. Dr. Ron & Geri Meyers, 3530 Game Farm Road #23, Springfield
• Joelle Sherman, 3530 Game Farm Road #73, Springfield
• William Ruther, 3530 Game Farm Road #9, Springfield
• Rita E. Baird, 3530 Game Farm Road #81, Springfield
• Peggy L. Lady, 3530 Game Farm Road #62, Springfield
The issues raised in the submitted comments are summarized below. The written comments referenced
herein are permanently kept in the Planning file for this application (Case 811-19-000065-TYP4) and have
been included in the record as Attachment 5.
Issues Identified: The following issues were identified in the public comments submitted prior to the
Planning Commission public hearing:
• The proposed Metro Plan diagram amendment could require residents to vacate their homes;
• The proposal will effectively render existing homes on the subject property worthless because the
resale value will be impacted by the change of underlying zoning from residential to mixed use
commercial;
• A change in plan designation is unwarranted when other property is undeveloped or
underdeveloped; and
• Other jurisdictions have adopted comprehensive plan policies that specifically address manufactured
dwelling parks.
Response: The issue of this application’s impact on current home values and resale ability are not relevant
to the criteria for approval for this application, although these issues may be of significant concern to current
residents of the property. Even if the proposed Metro Plan diagram amendment and zone change are
denied, the property owner could elect to close the existing manufactured dwelling park and redevelop the
property as a residential subdivision under the existing LDR designation and zoning, which could have the
same impact on current residents.
Amending the Metro Plan designation of the subject property does not automatically displace current
residents from their homes. The existing residential uses on the site can continue indefinitely as determined
by the property owner. Nothing in this development proposal alters a landlord’s obligations to tenants under
state law (as provided in ORS 90.645-655) before closing a manufactured dwelling park, nor does this
development proposal require the closing of the manufactured dwelling park, which is consistent with the
City’s obligations in ORS 90.660 not to interfere with a tenant’s rights under state law.
Regarding the remaining issues raised in the public comments, the findings in this report demonstrate that
the proposed Metro Plan diagram amendment is consistent with the City of Springfield’s adopted
comprehensive plan policies and with Statewide Planning Goal 10 – Housing.
Criteria of Approval
Section 5.14-135 of the SDC contains the criteria of approval for the decision maker to utilize during review
of Metro Plan diagram amendments. The Criteria of approval are:
SDC 5.14-135 CRITERIA
A Metro Plan amendment may be approved only if the Springfield City Council and other applicable
governing body or bodies find that the proposal conforms to the following criteria:
A. The amendment shall be consistent with applicable Statewide Planning Goals; and
B. Plan inconsistency:
1. In those cases where the Metro Plan applies, adoption of the amendment shall not make the
Metro Plan internally inconsistent.
2. In cases where Springfield Comprehensive Plan applies, the amendment shall be consistent
with the Springfield Comprehensive Plan.
In addition, SDC 5.14-115A provides the criteria of approval for refinement plan amendments:
A. In reaching a decision on the adoption or amendment of refinement plans and this Code’s text, the
City Council shall adopt findings that demonstrate conformance to the following:
1. The Metro Plan;
2. Applicable State statutes; and
3. Applicable State-wide Planning Goals and Administrative Rules.
The criteria of approval in SDC 5.14-115A require the same findings as the criteria of approval for Metro
Plan amendments in SDC 5.14-135. Because the criteria of approval for Metro Plan diagram
amendments and refinement plan diagram amendments are the same (although worded differently), the
findings in this report that demonstrate compliance with the criteria in SDC 5.14-135 also demonstrate
compliance with SDC 5.14-115A and those criteria are therefore not addressed separately.
A. Consistency with Applicable State-Wide Planning Goals
Finding 1: Of the 19 statewide planning goals, 13 are “urban” goals: the goals that may be
applicable to plan map amendments within Springfield’s urban growth boundary (UGB). The
potentially applicable goals are Goal 1 – Citizen Involvement; Goal 2 – Land Use Planning; Goal 5
- Natural Resources, Scenic and Historic Areas, and Open Spaces; Goal 6 - Air, Water and Land
Resources Quality; Goal 7 – Areas Subject to Natural Hazards; Goal 8 - Recreational Needs; Goal 9
– Economic Development; Goal 10 – Housing; Goal 11 - Public Facilities and Services; Goal 12 -
Transportation; Goal 13 - Energy Conservation; Goal 14 – Urbanization; and Goal 15 - Willamette
River Greenway. Goal 3 – Agricultural Lands and Goal 4 – Forest Lands are not applicable within
the City’s acknowledged UGB. Goals 16 through 19 are related to ocean and coastal planning and
not applicable within Springfield’s UGB. The 13 urban statewide planning goals are listed below;
findings and a determination of compliance are included for each applicable goal.
Goal 1 – Citizen Involvement
Applicant’s Narrative: “The City of Springfield has a citizen involvement program that is
acknowledged by the State as in compliance with Goal 1. This Metro Plan amendment and related
land use applications are being reviewed as a Type IV procedure. This procedure includes
opportunities for citizens to be involved including two public hearings. Requirements under Goal 1
are met by adherence to the citizen involvement processes required by the Metro Plan and
implemented by the Springfield Development Code, Chapter 5, Type IV land use application review
procedures. This application complies with the SDC Type IV procedures and thus complies with
Goal 1.”
Finding 2: Goal 1 – Citizen Involvement calls for “the opportunity for citizens to be involved in all
phases of the planning process.” As the applicant notes in their narrative, the proposed citizen-
initiated amendment to the adopted Metro Plan diagram is subject to the City’s acknowledged plan
amendment process (SDC 5.14-100 Metro Plan Amendments) and the City’s public notice standards
(SDC 5.2-115). This process requires a public hearing before the Springfield Planning Commission
and a public hearing before the Springfield City Council, and requires the City to provide mailed
notice (see description following). Mailed notice of the Planning Commission public hearing on
May 7, 2019 was sent to all property owners and residents within 300 feet of the subject property on
April 12, 2019. The Planning Commission public hearing was advertised in the Register-Guard on
April 29, 2019. Public testimony and information addressing the criteria of approval will be
considered and included in the record for the Planning Commission’s recommendation to City
Council.
Finding 3: Mailed notification of the City Council public hearing on June 3, 2019 was provided to
all property owners and residents within 300 feet of the subject property on April 12, 2019. The
City Council public hearing will be advertised in the legal notices section of the Register-Guard
later in May 2019. Additionally, staff posted public hearing notices for both hearings at three
locations on the perimeter of the subject property, in the lobby of City Hall, on the Development &
Public Works office digital display, and on the City’s webpage. The notice for this proposed Metro
Plan diagram amendment complies with SDC 5.2-115 and is consistent with Goal 1 requirements.
Public testimony and all information received addressing the criteria of approval will be considered
and included in the record for the City Council’s decision.
Finding 4: As demonstrated above, the citizen involvement process for this application is consistent
with the City’s acknowledged procedures for compliance with Goal 1 – Public Involvement.
Goal 2 – Land Use Planning
Applicant’s Narrative: “Goal 2 requires local plans and regulatory measures to be consistent with
statewide goals and land use decisions to be supported by an adequate factual basis. Goal 2 also
requires that comprehensive plan amendments be adopted after a public hearing by the governing
body that provides citizens an opportunity to comment on the proposed amendment. The Springfield
Development Code implements Goal 2 by providing state-acknowledged procedures and criteria
governing land use decisions. This Metro Plan amendment and related applications will be
considered by the Planning Commission and City Council following two public hearings. This
application complies with the requirements of the Springfield Development Code and thus complies
with Goal 2.”
Finding 5: Goal 2 – Land Use Planning outlines the basic procedures for Oregon’s statewide
planning program. Under Goal 2, land use decisions must be consistent with a comprehensive plan,
and jurisdictions are to adopt suitable implementation ordinances that put the plan’s policies into
force and effect. Consistent with the City’s coordination responsibilities and obligations to provide
affected local agencies with an opportunity to comment, the City sent a copy of the application
submittals to the following agencies: Willamalane Park & Recreation District; Springfield Utility
Board (water, ground water protection, electricity and energy conservation); Lane 911; United
States Postal Service; Northwest Natural Gas; Emerald People’s Utility District; Rainbow Water
District; Eugene Water and Electric Board – Water and Electric Departments; Springfield School
District #19 Maintenance, Safe Routes to School and Financial Services; Lane County
Transportation, County Sanitarian; Lane Regional Air Pollution Authority; Comcast Cable;
CenturyLink; Lane Transit District; and ODOT Planning and Development, State Highway
Division. Additionally, notice was provided electronically to DLCD on March 22, 2019.
Finding 6: The Metro Plan is the acknowledged comprehensive plan for guiding land use planning
in Springfield. The City has adopted other neighborhood- or area-specific plans (such as
Refinement Plans) that provide more detailed direction for land use planning under the umbrella of
the Metro Plan. The subject property is within the adopted Gateway Refinement Plan area and the
proposed amendment to the Metro Plan diagram would concurrently amend the adopted Refinement
Plan diagram. Additionally, the City is in the process of developing and adopting a Springfield-
specific Comprehensive Plan. The acknowledged Springfield 2030 Refinement Plan Residential
Land Use and Housing Element (Ordinance 6268) provides supplemental policies and findings and
expands upon – but does not replace – the applicable residential Metro Plan policies. The
acknowledged Springfield 2030 Comprehensive Plan Economic Element (Ordinance 6361) replaces
the economic development and employment findings and policies of the Metro Plan. Findings that
demonstrate the proposal’s consistency with these elements of the comprehensive plan are provided
under Criteria B. These findings demonstrate the public need and justification for the proposed
Metro Plan and Gateway Refinement Plan diagram amendment.
Finding 7: The public hearing process used to amend the Metro Plan and adopted refinement plans
is specified in Chapter IV Metro Plan Review, Amendments, and Refinements. These policies are
acknowledged as consistent with the Goal 2 requirement that citizens and affected governments be
provided notice and an opportunity to review and comment on minor changes to the comprehensive
plan. The following relevant sections of the Springfield Development Code are acknowledged to
implement the above Metro Plan policies and Goal 2. The proposal is classified as a Type I
amendment to the adopted Metro Plan diagram that is approved by Springfield only under with
SDC 5.14-115.A. The proposed Metro Plan diagram amendment was initiated under SDC 5.14-125
and is being processed as a Type IV land use action consistently with SDC 5.1-140 and 5.14-130.
Because this process is consistent with the relevant procedures in the Springfield Development
Code, it is consistent with the Metro Plan policies and Goal 2.
Goal 5 – Natural Resources, Scenic and Historic Areas, and Open Spaces
Applicant’s Narrative: “The property does not contain any inventoried Statewide Goal 5 resources.
The Gateway Refinement Plan does not identify any natural assets or historic resources on the
property. Goal 5 is not applicable.”
Finding 8: Goal 5 – Open Spaces, Scenic and Historic Areas, and Natural Resources applies to
more than a dozen natural and cultural resources such as wildlife habitats and wetlands, and
establishes a process for each resource to be inventoried and evaluated. As stated in the applicant’s
narrative, the site that is subject of the proposed Metro Plan diagram amendment is considered
developed and has not been identified in the City’s Natural Resources Inventory, Register of
Historic Sites, or the Willamalane Park & Recreation District Comprehensive Plan. There are no
known natural or cultural resources present on the subject site. Therefore, this action does not alter
the City’s acknowledged compliance with Goal 5.
Goal 6 – Air, Water and Land Resources Quality
Applicant’s Narrative: “The City of Springfield has existing programs and regulations in place to
maintain and improve the quality of the air, water and land resources. Springfield’s Environmental
Services Divisions (ESD) coordinates the City’s and Metro region’s compliance with applicable
federal and state environmental quality statutes. ESD manages multiple programs to maintain
compliance with Goal 6 including Water Resources Programs, such as implementing the City’s
National Pollutant Discharge Elimination System (NPDES) stormwater discharge permit, and the
Wastewater & Stormwater (sewer & drainage) Programs. This Metro Plan amendment will allow
redevelopment of an existing developed site. All new development must comply with applicable
local, state and federal air and water quality standards. The proposed Metro Plan amendment does
not alter the City’s acknowledged compliance with Goal 6.”
Finding 9: Goal 6 – Air, Water and Land Resources Quality applies to local comprehensive plans
and the implementation of measures consistent with state and Federal regulations on matters such as
clean air, clean water, and preventing groundwater pollution. The proposed Metro Plan diagram
amendment and concurrent Gateway Refinement Plan amendment does not affect City ordinances,
policies, plans, and studies adopted to comply with Goal 6 requirements. Therefore, this action does
not alter the City’s acknowledged compliance with Goal 6.
Goal 7 – Areas Subject to Natural Hazards
Applicant’s Narrative: “The Metro Plan, Springfield’s 2030 Plan and the City’s Development Code
are acknowledged to be in compliance with all applicable statewide land use goals, including Goal
7. Springfield has existing programs, policies, zoning overlays, and development standards to
regulate development in areas subject to natural disasters and hazards. The property included in
this Metro Plan amendment is not in the City’s Floodplain Overlay District or the Hillside
Development Overlay. The Gateway Refinement Plan does not identify the property as within the
Floodway, Floodway Fringe, or containing hydric soils. The property does not contain any known
natural hazards. Goal 7 is not applicable.”
Finding 10: Goal 7 – Areas Subject to Natural Hazards applies to development in areas such as
floodplains and potential landslide areas. Local jurisdictions are required to apply “appropriate
safeguards” when planning for development in hazard areas. The City has inventoried areas subject
to natural hazards such as the McKenzie and Willamette River floodplains and potential landslide
areas on steeply sloping hillsides. The subject site is within a developed residential neighborhood
and is on level ground, but it is outside the mapped 100-year flood hazard area of the McKenzie
River. Future site development will be subject to the provisions of the City’s Site Plan Review
process as described in SDC 5.17-100.
Finding 11: The proposed Metro Plan diagram amendment has no effect on City ordinances,
policies, plans, and studies adopted to comply with Goal 7 requirements and siting standards for
development within hillside areas or the mapped flood hazard area of the McKenzie and Willamette
Rivers. Therefore, this action has no effect on the City’s acknowledged compliance with Goal 7.
Goal 8 – Recreational Needs
Applicant’s Narrative: “The subject property is located in the Willamalane Park and Recreation
District. located at 1500 Mallard Avenue [sic]. Gamebird Park is improved with a full basketball
court, playground and other amenities. Per Goal 8, the 2012 Willamalane Park and Recreation
Comprehensive Plan assessed projected population growth and changes in community
demographics. The plan proposed new and expanded recreational facilities although none were
identified on the subject property. Within a mile of the subject property, an area adjacent to the
McKenzie River is identified for a proposed new path and special use park. The subject property is
currently designated on the Metro Plan Diagram as a combination of Commercial and Low Density
Residential. The proposed Metro Plan amendment will allow a diversity of commercial and high-
density residential uses [through] a concurrent zone change to Mixed Use Commercial (MUC). A
proposed amendment to the MUC zone would allow a conference center providing a destination for
visitors and an educational facility for the region’s workforce. The subject property is not needed to
satisfy recreational needs. The proposed Metro Plan Diagram amendment and related applications
comply with Goal 8.”
Finding 12: As stated in the applicant’s narrative, Goal 8 – Recreational Needs requires
communities to evaluate their recreation areas and facilities and to develop plans to address current
and projected demand. The provision of recreation services within Springfield is the responsibility
of Willamalane Park & Recreation District. Willamalane has an adopted 20-Year Comprehensive
Plan for the provision of park, open space and recreation services for Springfield. The proposed
Metro Plan diagram amendment would not affect Willamalane’s adopted Comprehensive Plan or
other ordinances, policies, plans, and studies adopted to comply with Goal 8 requirements.
Therefore, this action has no effect on the City’s acknowledged compliance with Goal 8.
Goal 9 – Economic Development
Applicant’s Narrative: “Pursuant to Statewide Planning Goal 9, in February 2010, the Springfield
City Council, together with Eugene and Lane County, approved the Regional Prosperity Economic
Development Plan providing a framework to better align regional economic growth with the area’s
assets and values. In 2016 the City of Springfield amended the Metro Plan and adopted
Springfield’s city-specific Springfield 2030 Comprehensive Plan Economic Element including
Economic Development Goals, Policies and Implementation Strategies as well as its Technical
Supplement the Springfield Commercial and Industrial Buildable Lands Inventory and Economic
Opportunities Analysis (EOA). (City Ordinance No. 6361). The adopted Economic Element stated
a need for large sites for future employment. Specifically, ‘The employment land needs that may not
be met within the UGB are for sites five acres and larger. The City has one buildable site 20 acres
or larger.’ (Finding 16). It is worth noting that the EOA indicated there were no available sites
designated either Commercial or Mixed Use between 10.00-19.99 acres (See EOA, Table 2-9). The
property is approximately 13 acres and if available for commercial development would help meet
the projected demand. The EOA listed sectors with the most growth potential as: Health and Social
Assistance; Administrative and Support; Construction; and Accommodations and Food Services.
Other sectors with growth opportunities were listed as: Arts, Entertainment, and Recreation;
Management of Companies and Enterprises; Professional, Scientific, and Technical Services; and
Private Educational Services (See EOA pages 62 and 63). Consistent with Goal 9 requirements, the
City of Springfield identified ‘target industries’ or those most likely to be attractive to Springfield
(See EOA pages 65-67). The ‘target industries’ include:
• Medical Services
• Services for Seniors
• Call Centers
• Manufacturing
• Specialty Food Processing
• High-Tech
• Professional and Technical Services
• Call Centers [sic]
• Back-Office Functions
• Tourism
• Green Businesses
• Corporate Headquarters
• Services of Residents
• Government and Public Services
The City of Springfield has multiple plan designations that can accommodate the target industries
listed above (See EOA, Table 4-2 Target Industries and Plan Designations). This Metro Plan
amendment would change the Plan Diagram for the subject property from a combination of
Commercial and Low Density Residential to Mixed Use. The Mixed Use designation would provide
a new 13 acre site available for several of Springfield’s target industries. As noted in the EOA,
‘Many businesses in Springfield, especially large businesses like those in Springfield’s target
industries, are located as close to Interstate 5 or a state highway as possible…Much of Springfield’s
employment base, especially large employers, is clustered in the Gateway area, within one mile (or
less) of I-5.’ (See page 92). The subject property is located within one mile of Interstate 5 and close
to other major employers and medical services such as RiverBend Hospital. The subject property is
ideally suited for a mix of uses including a conference center, hotels, higher education or business
training facility. The proposed Metro Plan amendment and related applications will increase the
available supply of land for employment needs and thus complies with Goal 9.”
Finding 13: Goal 9 – Economic Development addresses diversification and improvement of the
economy. It requires local jurisdictions to conduct an inventory of commercial and industrial lands,
anticipate future needs for such lands, and provide enough appropriately-zoned land to meet the
projected demand over a 20-year planning horizon. The City’s acknowledged Commercial and
Industrial Buildable Lands Inventory and Economic Opportunities analysis (CIBL-EOA) identified
a deficit of employment land, including a need for 4 new sites that are between 5 and 20 acres in
size. To address this deficit, the City expanded the UGB to provide sufficient employment-
generating land area for the 20-year planning horizon. The UGB expansion has been acknowledged
by LCDC effective March 5, 2019. This proposal would result in a small surplus of sites between 5
and 20 acres in size that are available for mixed use commercial development, which is consistent
with Goal 9.
Finding 14: The proposed Metro Plan diagram amendment from Low Density Residential to Mixed
Use will supplement the amount of employment land within the City’s inventory. Amending the
Metro Plan diagram to facilitate redevelopment of existing sites complies with Goal 9.
Goal 10 - Housing
Applicant’s Narrative: “The April 2011 Springfield Residential Land and Housing Needs Analysis
(RLHNA) serves as the City’s ‘housing needs analysis and buildable lands inventory’ under Goal
10, Division 008 and ORS 197.296. The April 2011 RLHNA demonstrated in the aggregate there
was sufficient buildable residential land within Springfield’s urban growth boundary to meet
residential, public and semi-public land needs during the 20-year planning period. As stated in the
adopting Ordinance No. 6268, Exhibit F-14:
‘Springfield has an overall surplus of residential land in two residential plan designations:
• The Low Density Residential (LDR) designation had a surplus of approximately 378
buildable acres;
• The Medium Density Residential (MDR) designation had a surplus of approximately
76 gross buildable acres.
However,
• The High Density Residential (HDR) designation had a deficit of approximately 28
gross buildable acres needed to accommodate an additional 411 high-density,
multiple family housing units.’
The City was not required, nor did the City take action to address the surplus of buildable land
available for low- and medium-density housing. The City did amend the Glenwood Refinement Plan
to re-designate 28 acres as Mixed Use to help address the deficit of high-density residential land.
The proposed plan amendments and zone change application will further address the deficiency by
providing an additional 13 acre site available for high-density residential uses. The RLHNA
included a detailed spreadsheet of the tax lots in the residential land base by plan designation and
zoning. Since the subject property was developed, it was not included in the residential buildable
land inventory as a site available to meet future housing needs. The subject property is designated
in the Metro Plan as Commercial and Low Density Residential. The proposed Metro Plan
amendment would shift surplus low-density residential land to Mixed Use Commercial helping to
further address the deficit of high density multiple family housing. Please refer to Exhibit C – Metro
Plan Diagram – Existing and Proposed. The Metro Plan change and related applications comply
with Goal 10.”
Finding 15: Goal 10 – Housing applies to the planning for – and provision of – needed housing
types, including mobile home or manufactured dwelling parks. The subject site is currently
developed as a mobile home and manufactured dwelling park, with is a permitted use in the existing
LDR designation and zone. As noted by the applicant’s narrative, a surplus of LDR designated land
exists within the City’s land inventory. Currently, the surplus of LDR designated land is
approximately 164.6 acres. (See Ordinance 6364, 6373, 6374, 6375, 6378, 6395, and 6400).
Finding 16: The proposed Metro Plan diagram amendment would change the anticipated type of
development on the property from single-family homes to a variety of commercial uses with
provision for higher-density residential units to be included. Although the proposed Metro Plan
diagram amendment from LDR to Mixed Use would allow for certain types of residential units to be
constructed on the site, the 13.6-acre property would no longer be part of the City’s residential land
inventory.
Finding 17: The subject property is identified in the acknowledged Residential Land and Housing
Needs Analysis (RLHNA) as not available for housing as a fully developed site. Amending the
Metro Plan designation of the subject site from LDR to Mixed Use will have a collateral impact on
the City’s housing inventory because, upon future redevelopment of the site, the existing dwelling
units on the subject site would no longer be counted toward meeting the City’s housing need. The
subject site is 13.6 acres and is currently developed to support up to 80 manufactured dwelling units
or mobile homes. The RLHNA assumes redevelopment of currently developed sites will occur at a
rate of 5% from 2010-2030. This means that redevelopment of the subject site would remove 84
dwellings from the housing inventory that are attributable to the subject site in the RLHNA. The
RLHNA assumes a future density of 7.9 dwelling units per acre for all dwelling types. Therefore, if
84 dwelling units are removed from the inventory of existing dwellings upon future site
redevelopment, there is a need for approximately 10.6 acres of additional buildable LDR land.
Effectively, this reduces the City’s surplus of LDR to 154 acres. Because the inventory shows a
surplus of residential buildable land both before and after the proposed plan amendment, the
remaining surplus shows that the plan amendment is consistent with Goal 10.
Finding 18: Under a Mixed Use plan designation, the existing residential dwellings on the site
would become legal non-conforming uses. The subject land use action does not constitute a notice
of manufactured home park closure, so the dwellings could remain indefinitely. Proposed
modifications to the existing manufactured home park under a Mixed Use designation and zoning
would require a separate land use action for expansion of a non-conforming use.
Finding 19: The site is adjacent to a pedestrian and transit-oriented Nodal Development area, and is
close to major employers, health care facilities, multi-use pathway connections, and the regional
transportation network. Other sites in the immediate vicinity have been the subject of recent Metro
Plan diagram amendments to change the designation from LDR to higher density residential
districts (i.e. Medium and High Density Residential). The North Gateway area of Springfield is
growing and evolving based on existing development and the recent intensification of land use on
underdeveloped LDR sites located nearby. In this context, the site would be suitable for more
intensive forms of development such as Mixed Use Commercial.
Finding 20: The proposed Metro Plan diagram amendment will retain the existing surplus of low
density residential buildable land within the Springfield UGB which allows development of
manufactured home dwelling units. Changing trends in the Gateway area support redevelopment of
the subject site with mixed uses. Therefore, this proposal is consistent with Goal 10.
Goal 11 – Public Facilities and Services
Applicant’s Narrative: “The property is located within the City of Springfield and currently is
provided the full range of urban public facilities and services. The proposal will not affect the City
or other service providers’ ability to provide public services. The Metro Plan amendment and
related applications comply with Goal 11.”
Finding 21: Goal 11 – Public Facilities and Services addresses the efficient planning and provision
of public services such as sewer, water, law enforcement, and fire protection. Under OAR 660-011-
0005(5), public facilities include water, sewer and transportation facilities, but do not include
buildings, structures or equipment incidental to the operation of those facilities. The Public
Facilities and Services Plan (PFSP) is a functional plan of the Metro Plan that is acknowledged to
meet Springfield’s obligations under Goal 11. This area of Springfield is already planned for a
variety of residential, commercial, campus industrial, and institutional development and the public
facilities serving this area have been planned accordingly. The PFSP states that there is current
capacity to adequately serve all infill, redevelopment, and Nodal Development Areas within
Springfield city limits, which includes the subject property. If future redevelopment results in a
need to increase the capacity of existing infrastructure serving the property, mitigation would be
required at time of development.
Goal 12 – Transportation
Applicant’s Narrative: “The City of Springfield’s adopted and acknowledged Transportation

System Plan (TSP) is the Springfield 2035 Transportation System Plan. The proposed Metro Plan
Diagram change from a combination of Community Commercial and Low Density Residential to
Commercial Mixed Use is consistent with the TSP. The amendment will allow the creation of a
vibrant, mixed use area taking advantage of the strategic location near transit and major
transportation corridors. The mixed use land use pattern will be developed at densities that support
transit ridership and decrease reliance on the automobile. To comply with the Transportation
Planning Rule and local regulations, a special Traffic Impact Study was conducted to assess
projected traffic associated with commercial mixed use development at the Patrician Mobile Home
Park. The Traffic Impact Study, prepared by David Evans and Associates, concluded:
‘Approval of the proposed zoning of Commercial Mixed Use would not result in a
significant effect to the existing or planned transportation facilities in the opening year of
2020 or the 20-year planning horizon of 2038. With signal timing optimization at the
intersection of Gateway at Game Farm Road, all study area intersections are projected to
meet the ODOT and City mobility target in the opening year of 2020. For the forecast
year of 2038, all study area intersections are project to meet the ODOT and City mobility
targets with currently planned improvements. A detailed safety analysis determined that
safety oriented mitigations are not necessary, and that there are no trends that would be
magnified by the proposed redevelopment of the project site.’
For additional information, please refer to the Traffic Impact Study dated March 2019 prepared for
Urban Transitions, LLC distributed under separate cover.”
Finding 22: OAR 660-012-0060, also referred to as the Transportation Planning Rule (TPR),
requires that, “if an amendment to a functional plan, an acknowledged comprehensive plan, or a
land use regulation (including a zoning map), would significantly affect an existing or planned
transportation facility, then the local government must put in place measures” to mitigate the impact,
as defined in OAR 660-012-0060(2). Under the TPR, a plan amendment and/or zone change may
result in a “significant affect” under OAR 660-012-0060(2)(a) & (b) by changing the functional
classification of an existing or planned transportation facility, or by changing the standards
implementing a functional classification system. The proposed Metro Plan diagram amendment
from LDR to Mixed Use does not alter the functional classification of any facility or change any
standards for implementing the functional classification system and therefore do not result in a
“significant affect” under OAR 660-012-0060(2)(a) or (b).
Finding 23: Under the TPR, a plan amendment or zone change may also result in a “significant
affect” if it would result in any of the effects listed under OAR 660-012-0060(2)(c) “based on
projected conditions measured at the end of the planning period identified in the adopted TSP.”
Under the TPR, a “significant affect” occurs if the proposed amendment(s) would result in types or
levels of travel or access that are inconsistent with the identified functional classification of the
existing or planned transportation facilities, that degrade the performance of an existing or planned
transportation facility such that it would not meet performance standards identified in the TSP, or that
degrade the performance of an existing or planned transportation facility that is otherwise not
projected to meet the performance standards identified in the TSP.
Finding 24: When determining whether a proposed functional plan or land use amendment has a
significant effect, OAR 660-012-0060(4)(a) states that local governments shall rely on existing
transportation facilities and services and on the planned transportation facilities and services set forth
under subsections (4)(b) and (4)(c) of the rule. OAR 660-012-0060(4)(b)(E) states that improvements
to regional and local roads, street, or other facilities that are included in a regional or local
transportation system plan are considered planned facilities, improvements or services when the
responsible local government provides a written statement that the facilities, improvements, or
services are “reasonably likely to be provided by the end of the planning period.”
Finding 25: Under OAR 660-012-0060(4)(c)(A), which is applicable within interstate interchange
areas, the facilities and improvements listed in subsection (4)(b)(E) are considered planned facilities if
the Oregon Department of Transportation (ODOT) provides written concurrence that the proposed
funding and mitigation measures are sufficient to avoid a significant adverse impact on the Interstate
Highway systems. Under OAR 660-012-0060(4)(c)(B), which is applicable within interstate
interchange areas, the City may rely on improvements listed in an adopted interchange area
management plan that are also identified under subsection (4)(b)(E).
Finding 26: The City of Springfield has an adopted and acknowledged transportation system plan
under Goal 12: the Springfield 2035 Transportation System Plan (Springfield TSP). The end of the
planning period in the Springfield TSP is the year 2035. The Springfield TSP prioritizes planned
improvements and facilities that the City expects to construct in the 20-year planning horizon (20-
year projects) and those that they may not be constructed in that time (beyond 20-year projects).
The 20-year projects are broken down in relative order of priority as “priority projects,”
“opportunity projects,” and “as-development occurs” projects. However, any of the projects listed
in the Springfield TSP could be constructed within the planning period as opportunities arise.
Finding 27: The development area falls within the geographic scope of the interstate interchange area
for I-5 and Beltline. The I-5/Beltline Interchange Project Interchange Area Management Plan is
Oregon Department of Transportation’s (ODOT’s) adopted Interchange Area Management Plan
(IAMP) for the interstate interchange area. ODOT facilities are subject to the performance standards
in the Oregon Highway Plan.
Finding 28: As required by SDC 5.22-110, the applicant has submitted a Traffic Impact Study (TIS)
addressing traffic impacts associated with the proposed zone change from Low Density Residential to
Mixed Use Commercial to show compliance with the TPR at OAR 660-012-0060. The scope of the
applicant’s TIS complies with the requirements in SDC 4.2-15A.4 and the City of Springfield’s
Standard Operational Procedures and Policies. The intersections and driveways scoped in the
applicant’s TIS are reasonable, appropriate, and relevant to the potential impacts of the proposed plan
amendment and zone change.
Finding 29: The applicant’s TIS relies upon three planned Springfield TSP projects—R-3, R-50, and
R-2—in the analysis for the future buildout conditions in order to determine whether the proposed
comprehensive plan diagram and zoning map amendments would meet performance standard within
the applicable planning horizon. Project R-3, Game Farm Road – East to International Way, is listed
as a “priority project” in the Springfield TSP’s 20-year project list and it is reasonably likely that this
project will be completed by the end of the planning period in 2035. Project R-50, Gateway/Beltline
Phase 2 project, is listed as a “priority project” in the Springfield TSP’s 20-year project list and is
included in the I-5/Beltline Interchange Project. It is reasonably likely that this project will be
completed by the end of the planning period in 2035. Project R-2, Gateway Road/International Way
to UGB, is listed as an “opportunity project” in the Springfield TSP’s 20-year project list. Again, it is
reasonably likely that this project will be completed by the end of the planning period in 2035.
Finding 30: The applicant’s TIS was submitted to ODOT Region 2 for review. Via memo dated April
3, 2019, ODOT has reviewed the submitted TIS and has provided written concurrence that the
applicant’s proposed mitigation measures (i.e. none) are reasonable for this project (Attachment 6).
The City’s Transportation Planning Engineer concurs with the applicant’s trip generation
methodology and findings. The applicant’s TIS provides Trip Generation scenarios for the existing
and proposed plan designation(s) and zoning. The trips generated by 130 single family dwellings
under “Scenario 2” represent the “reasonable worst case scenario” under the current and proposed
zoning and complies with the TPR.
Finding 31: The applicant’s TIS assumed retiming of the intersections and optimization of signal
operations in determining transportation facility performance for the various scenarios and analysis
time periods. The applicant’s assumptions regarding retiming adjustments and optimization activities
are common and reasonable assumptions and are accepted by the City of Springfield for analysis
purposes.
Finding 32: The applicant’s TIS analyzes traffic impacts in year 2020 at “opening” of the
anticipated development and in 2038. Under the TPR, a plan amendment or zone change results in a
“significant affect” if it has results listed under OAR 660-012-0060(2)(c) “based on projected
conditions measured at the end of the planning period identified in the adopted TSP.” The end of
the planning period in the Springfield TSP is the year 2035.
Finding 33: The applicant’s TIS demonstrates that the proposed zoning of Mixed Use Commercial
will not result in any study intersections failing to meet ODOT and City of Springfield mobility
standards in the projected opening year of 2020 and in 2038. Thus, the applicant’s TIS demonstrates
that, through the end of the planning period in 2035 (and beyond until at least 2038), the proposed
amendments will not degrade the performance of an existing or planned facility such that it does not
meet the performance standards in the Springfield TSP or Oregon Highway Plan. Thus, the proposed
Metro Plan diagram amendment and zone change do not result in a “significant affect” under OAR
660-012-0060(2)(c).
Finding 34: The applicant’s Goal 12 Transportation findings and supplementary Transportation
Analysis, including the Transportation Impact Study (TIS) prepared by David Evans and Associates
(included in Attachment 4), concludes that the vehicle trip generation for the proposed Mixed Use
site would not create a significant affect.
Finding 35: Based on the above findings, the propsoed Metro Plan diagram amendment from LDR to
Mixed Use and Zoning Map amendment from LDR to MUC will not significantly affect an existing or
planned transportation facility. Therefore, the proposed amendments are consistent with OAR 660-
012-0060 and SDC 5.22-115C.4.b, and no additional mitigation is required under the TPR. The
proposal is consistent with Goal 12.
Goal 13 – Energy Conservation
Applicant’s Narrative: “There are no non-renewable resources on the property. The proposed
redevelopment will allow a greater mix of uses potentially decreasing the reliance on the
automobile. All new development will be required to comply with local, state and federal codes
related to energy conservation.”
Finding 36: The proposed Metro Plan diagram amendment and zone change does not affect the
City’s ordinances, policies, plans, or studies adopted to comply with Goal 13 requirements. As
stated in the applicant’s narrative, converting the property from LDR to Mixed Use Commercial
should not have an appreciable impact to energy consumption and could offer opportunities for
increased energy efficiency by implementing green building concepts. The developer will have an
opportunity to incorporate suitable energy conservation measures into the future site development
when detailed construction plans are prepared for the site. The City’s building codes comply with
all Oregon State Building Codes Agency standards for energy efficiency in commercial and
residential building design. The site’s solar access is not compromised by surrounding
development. Any future development will be required to observe the building height limitations
and solar setback provisions in SDC 3.2-615 where Mixed Use Commercial sites abut existing LDR
properties or other acknowledged land use regulations adopted to implement Goal 13. The City’s
acknowledged conservation measures applicable to storm water management, temporary storage,
filtration and discharge also would apply to commercial uses to be developed on this site. Therefore,
this action has no effect on the city’s acknowledged compliance with Goal 13.
Goal 14 - Urbanization
Applicant’s Narrative: “This Metro Plan amendment does not proposed to expand the Urban
Growth Boundary thus does not require a review of the transition of rural to urban land uses.
Therefore, the provisions of Goal 14 and OAR Chapter 660, Division 24 (Urban Growth
Boundaries) are not applicable.”
Finding 37: The subject property is within the City’s acknowledged UGB and no changes to the
UGB are proposed. The proposed Metro Plan diagram amendment and zone change do not affect
the City’s adopted ordinances, policies, plans, or studies adopted to satisfy the compliance
requirements of Goal 14.
Goal 15 – Willamette River Greenway
Applicant’s Narrative: “The property is not in the Willamette River Greenway. Goal 15 is not
applicable.”
Finding 38: Goal 15 – Willamette River Greenway establishes procedures for administering the 300
miles of greenway that borders the Willamette River, including portions that are inside the City
limits and UGB of Springfield. The subject site is not within the adopted Willamette River
Greenway Boundary area so this goal is not applicable; therefore, this action has no effect on the
city’s acknowledged compliance with Goal 15.
Conclusion: The above findings demonstrate that the proposed Metro Plan diagram amendment from
Low Density Residential to Mixed Use is consistent with the applicable statewide land use planning goals
as required by SDC 5.14-135.A: “The amendment shall be consistent with applicable Statewide Planning
Goals.” The proposal meets this criterion of approval.
B. Plan Inconsistency
1. In those cases where the Metro Plan applies, adoption of the amendment shall not make the
Metro Plan internally inconsistent.
Applicant’s Narrative: “This Metro Plan amendment is limited to a change to the Plan Diagram
affecting a single property. The proposed amendment does not create any internal inconsistencies
or conflicts with the remainder of the Metro Plan.”
Finding 39: The adopted Metro Plan is the principal policy document that creates the broad
framework for land use planning within the City of Springfield. The adoption of Springfield
Ordinances #6268 and #6400 included the new Springfield 2030 Refinement Plan Residential Land
Use and Housing Element and Economic Element respectively. The policies and implementation
actions of the Springfield 2030 Refinement Plan Residential Land Use and Housing Element are
intended to refine and update the goals, objectives and policies of the Metro Plan’s Residential Land
Use and Housing Element. The policies and implementation actions of the Springfield 2030
Comprehensive Plan Economic Element replace the economic development and employment growth
provisions of the Metro Plan. Therefore, both plans are applicable to this request and the proposed
Metro Plan amendment and zone change must be consistent with both the Metro Plan and the
Springfield Comprehensive Plan. The following findings in this section identify and show
compliance with the applicable Metro Plan and Springfield 2030 Plan policies. Policies not
identified herein are not applicable to this proposal.
Finding 40: The subject property is within the adopted Gateway Refinement Plan area, which is a
refinement of the Metro Plan. Findings regarding compliance with the criteria of approval for a
refinement plan amendment are included later in this report.
Finding 41: Policy A.11 of the Metro Plan’s Metropolitan Residential Land Use and Housing
Element states that the City will “[g]enerally locate higher density residential development near
employment or commercial services, in proximity to major transportation systems or within
transportation-efficient nodes.” The proposal is consistent with this policy because it could facilitate
redevelopment of the subject site with higher density mixed commercial and residential uses near
major employment centers including RiverBend hospital and in close proximity to major
transportation systems including I-5.
Finding 42: Policy A.13 of the adopted Metro Plan Residential Land Use and Housing Element
states that the City will “[i]ncrease overall residential density in the metropolitan area by creating
more opportunities for effectively designed in-fill, redevelopment, and mixed use while considering
impacts of increased residential density on historic, existing and future
neighborhoods.” The proposal is consistent with this policy because it would facilitate
redevelopment of the site for mixed-use . Impacts of potential redevelopment on adjacent properties
in the existing neighborhood will be mitigated at the time of development; future development will
be required to comply with the City’s acknowledged land use regulations that mitigate impacts of
commercial and mixed uses on adjacent neighborhoods.
Finding 43: Under Chapter IV – Metro Plan Review, Amendments, and Refinements, the City’s
Comprehensive Plan is not designed or intended to remain static and unyielding in its assignment of
land use designations. Policy 7.a of Chapter IV of the Metro Plan allows a property owner to
initiate an amendment to the Metro Plan diagram. The applicant is proposing to amend the Metro
Plan designation for the subject property from LDR to Mixed Use and to concurrently rezone the
property to Mixed-Use Commercial (MUC). There are no conflicts created by this proposed
diagram amendment based on needed residential land inventories or needed employment land
inventories. The development of this land with commercial and, potentially, higher-density
residential uses does not conflict with other land use elements in the Metro Plan including
commercial, industrial, park and open space, or government and education. The proposed plan
diagram amendment will not result in an internal inconsistency in the Metro Plan.
2. In cases where Springfield Comprehensive Plan applies, the amendment shall be consistent
with the Springfield Comprehensive Plan.
Applicant’s Narrative: “This Metro Plan amendment shifts an underutilized site with a combination
of Commercial and Low Density Residential designations to a new Commercial Mixed Use
designation. The Metro Plan amendment is consistent with the following Springfield 2030
Comprehensive Plan (2030 Plan) goals and policies.
• 2030 Plan EG-1 Broaden, improve and diversify the state and regional economy, and
the Springfield economy in particular, while maintaining or enhancing environmental
quality and Springfield’s natural heritage.
This Metro Plan Amendment will provide a new mixed use site allowing for a
diversity of commercial and medium- to high-density residential uses. The increased
range and density of uses will help strengthen the economy. The site does not
contain any significant Statewide Goal 5 environmental or historic resources.
• 2030 Plan EG-5 Support the development of emerging economies guided by the
following principles:
a. Healthy Living – Champion businesses and entrepreneurs that promote a
healthy, safe, and clean community while enhancing, protecting, and making
wise use of natural resources.
b. Ideas to Enterprise – Encourage a culture of entrepreneurship and re-
investment into the local community.
c. Regional Identity – Create a strong economic personality that celebrates our
region’s attributes and values.
d. Be Prepared – Contribute to the development of the region’s physical, social,
educational, and workforce infrastructure to meet the needs of tomorrow.
e. Local Resilience – Support businesses and entrepreneurs that lead the city
and region to greater economic independence, innovation, and growth of the
traded sector economies.
The proposed Metro Plan Diagram amendment will provide a new Commercial
Mixed Use area that will allow a conference center, educational facilities and other
businesses that will contribute to a diversified economy, support entrepreneurs, and
offer educational opportunities for the local workforce. The Commercial Mixed Use
area will also create the opportunity for new housing close to commercial services,
major employment areas and medical services.
• 2030 Plan E.6 Facilitate short term and long term redevelopment activity and
increased efficiency of land use through the urban renewal program, updates to
refinement plans and the development review process.
The proposed Metro Plan Diagram amendment will facilitate redevelopment of an

existing underutilized site. The proposed Commercial Mixed Use designation will
increase the mix and density of uses in a manner that more efficiently utilizes public
services.
• 2030 Plan E.11 Plan, zone and reserve a sufficient supply of industrial and
commercial buildable land to create opportunity sites for employment uses in the
2015 Economic Opportunities Analysis (EOA), with an initial emphasis on Target
Industries listed in the analysis Table S-1, Target Industries, Springfield 2010-2030
(page iii-iv).
The proposed Metro Plan Diagram amendment will provide a new opportunity site
for employment uses in particular the City of Springfield Target industries of tourism
and senior services.
• 2030 Plan E.14 Leverage and promote Springfield’s Interstate 5 corridor location
and visibility.
The primary impetus for the proposed applications is the ability to develop the
subject property for a conference center and hospitality uses. These tourist-related
uses will leverage and promote Springfield’s strategic location on the I-5 corridor.
• 2030 Plan E.19 In the 2030 Plan diagram and Land Use Element, and future
refinement planning, locate regional, community and neighborhood-serving
commercial uses to support economically viable centers, enhanced commercial
corridors, and walkable neighborhood scale mixed-use centers.
The 13 acre site is large enough to create a vibrant walkable mixed use area. It is on
an arterial and is conveniently located near transit services.
• 2030 Plan E.22 Plan, designate and zone land to allow community and
neighborhood retail commercial uses in new, existing or expanded mixed use
centers/nodes to address the land need for retail described in the Economic
Opportunities Analysis; timing shall be coordinated with City refinement planning
processes or through property-owner initiated proposals that are consistent with
Springfield Comprehensive Plan policies.
This property-owner initiated proposal is consistent with Springfield Comprehensive

Plan policies and will allow for redevelopment opportunities that address both
commercial and residential land needs.
• 2030 Plan E.35 Increase the potential for convention- and tourist-related economic
activities to generate economic activity, especially in the service industries like retail,
food services, and accommodations.
This Metro Plan amendment will provide a suitable site for a new conference center,
hotels, and other tourist-related economic activities. The site is located in the north
Gateway area near the Interstate 5 corridor. The site has frontage on Beltline Road
and Game Farm Road providing excellent visibility and easy access to transportation
facilities including I-5 and the airport.
• 2030 Plan E.44 Expand the City’s partnership with the University of Oregon, Lane
Community College, Oregon State University and other education institutions to
support the development of education and research facilities and programs into
Springfield, to bring new technologies and innovations to market, and to promote
sustainable practices.
This Metro Plan amendment will enable the site to be developed with a mix of uses
including a conference center and/or other educational facilities for adults.
• 2030 Plan H.10 Through the updating and development of each neighborhood
refinement plan, district plan or specific area plan, amend land use plans to increase
development opportunities for quality affordable housing in locations served by
existing and planned frequent service that provides access to employment centers,
shopping, health care, civic, recreational and cultural services
The subject property is ideally suited for new high-density housing due to its location
near employment centers, shopping, and medical services. It is near transit stops
providing access to numerous civic, recreational and cultural services. The Metro
Plan amendment will help address the need for new multiple family housing.
• 2030 Plan H.12 Continue to designate land to provide a mix of choices (i.e. location,
accessibility, housing types, and urban and suburban neighborhood character)
through the refinement plan update process and through review of developer-
initiated master plans.
This Metro Plan amendment will result in additional land designated mixed use
increasing the opportunities for new housing options for residents. The location near
medical services will make the site attractive to people working in the medical field
and to those wanting to live near medical services.
Based upon the above information, the proposed Metro Plan amendment complies with SDC 5.14-
135. ”
Finding 44: As stated in the applicant’s project narrative above, the Policies and Implementation
Actions of the Springfield 2030 Comprehensive Plan Economic Element apply to the subject site.
The applicant’s findings above show that the proposal complies with applicable policies and
implementation strategies and further supports the identified goals. The following findings discuss
the proposal’s compliance with other applicable policies and implementation strategies in the
Springfield 2030 Plan. Policies not discussed in this report are not applicable to this proposal.
Finding 45: Policy E.1 of the Springfield 2030 Comprehensive Plan Economic Element states that
the City will “[d]esignate an adequate supply of land that is planned and zoned to provide sites of
varying locations, configurations, size and characteristics as identified and described in the
Economic Opportunity Analysis to accommodate industrial and other employment over the planning
period. These sites may include vacant undeveloped land; partially developed sites with potential for
additional development through infill development; and sites with redevelopment potential.” The
proposal is consistent with this policy because it would help meet the City’s need for 4 commercial
and mixed use sites between 5 and 20 acres in size.
the City will “[w]here possible, concentrate development on sites with existing infrastructure or on
sites where infrastructure can be provided relatively easily and at a comparatively low cost.” The
subject property is surrounded by an existing transportation network and utility infrastructure. The
subject property is already developed and has all available utilities and services on the perimeter.
The proposal is consistent with this policy because the subject site is served by existing
infrastructure that could support redevelopment of commercial mixed uses more easily and at a
comparatively low cost compared to the recent UGB expansion areas that lack existing
infrastructure.
the City will “[r]ecruit or support businesses that pay higher than average wages for the region (as
reported by the Oregon Employment Department) to diversify and expand Springfield’s economy.”
Specifically, to implement that policy, Implementation Strategy 12.6 states that the City will
“[s]upport development of convention- and tourism-related economic activities.” The proposal is
consist with this implementation strategy because it would facilitate the future redevelopment of the
site with hotel and conference-center uses which support convention- and tourism-related activities.
the City will “[c]onsider the economic opportunities provided by transportation corridors and seek
to maximize economic uses in corridors that provide the most optimal locations and best exposure
for existing and future commercial and industrial uses.” The subject property is located at the
intersection of an arterial and a collector street (Beltline Road and Game Farm Road) and the site
has extensive frontage on three major streets. The property proposed for rezoning is in close
proximity to I-5 and the Beltline Road and Gateway Street intersection, which are among the busiest
streets in the metro area. The proposal is consistent with this policy because its proximity to
important local and regional transportation corridors will maximize economic use of the property.
Finding 49: The subject property is located within the Gateway Refinement Plan, which is an
acknowledged refinement of the Metro Plan. According to SDC 5.14-120.D, “[w]hen a Metro Plan
diagram amendment is enacted that requires an amendment to a refinement plan … diagram for
consistency, the Metro Plan diagram amendment automatically amends the diagram … if no
amendment to the refinement plan … text is involved.” No amendments to the refinement plan text
have been proposed as part of this application and the proposed diagram amendment is not
inconsistent with any provisions of the Gateway Refinement Plan text, so “no amendment to the
refinement plan… text is involved” in this proposal. Therefore, approval of the proposed Metro
Plan diagram amendment automatically amends the Gateway Refinement Plan.
Conclusion: Based on the above findings, the proposed Metro Plan diagram amendment to change
the property’s designation from LDR to Mixed Use is consistent with the adopted policies of the
Metro Plan and the Springfield 2030 Plan. Criterion B is met.
Conclusion
The applicant’s narrative, the findings herein, and testimony submitted into the record demonstrate that
the proposed Metro Plan diagram and Gateway Refinement Plan amendment from Low Density
Residential to Mixed Use is consistent with the criteria of approval in SDC 5.14-135 for Metro Plan
diagram amendments and in SDC 5.6-115.A for refinement plan amendments.
Staff Report and Findings
Springfield Planning Commission
Zone Change Request
Hearing Date: May 7, 2019
Case Number: 811-19-000066-TYP3
Applicant: Teresa Bishow, Bishow Consulting LLC on behalf of Urban Transitions LLC
Property Owner: Urban Transitions LLC
Site: 3522 & 3530 Game Farm Road (Map 17-03-15-40, Tax Lot 3100)
Request
Rezone a 13.6-acre parcel from Low Density Residential (LDR) to Mixed Use Commercial (MUC).
Site Information/Background
The application was initiated and accepted as complete on March 14, 2019, and the Planning Commission
public hearing on the matter of the Zone Change request is scheduled for May 7, 2019. The zoning map
amendment is being processed concurrently with a Metro Plan diagram and Gateway Refinement Plan
diagram amendment submitted under Case 811-19-000065-TYP4.
The property that is subject of the zoning map amendment is a single parcel comprising approximately
13.6 acres. The site is currently developed as the Patrician Manufactured Home Park and is developed to
accommodate 80 dwellings. The site has frontage on Beltline Road along the southern boundary and
Game Farm Road along the eastern boundary and a portion of the northern boundary. The property is
designated LDR on the Metro Plan diagram and Gateway Refinement Plan, and is zoned LDR on the
Springfield Zoning Map. The site adjoins existing commercial uses along the western boundary and
single family residences (also zoned LDR) along the northeast boundary. Zoning in the vicinity of the
site includes Community Commercial (CC) to the west and southwest; Campus Industrial (CI) to the
north; Low Density Residential to the south and northeast; and a combination of Medium and High
Density Residential to the east.
The applicant proposes to change the zoning from LDR to MUC to facilitate future redevelopment of the
property with a variety of potential uses including hotels and accommodations, conference and meeting
facilities, eating and drinking establishments, retail stores, offices, and higher density residential housing
units.
Notification and Written Comments

Notice of the initial May 7, 2019 Planning Commission public hearing and the subsequent City Council
public hearing scheduled for June 3, 2019 was sent to all property owners and residents within 300 feet of
the site on April 12, 2019. Notice of the initial Planning Commission public hearing was published in the
April 29, 2019 edition of the Register-Guard. Staff also posted notices of the May 7 and June 3, 2019
public hearings at two places along the Game Farm Road frontage of the property (northwest and southeast
edges), along the Beltline Road frontage of the property, in the lobby of City Hall, on the Development &
Public Works office digital display, and on the City’s webpage.
Staff received several front counter visits and telephone calls requesting additional information about the
proposal. Written comments were received from the following respondents:
• Eileen Manning, 3530 Game Farm Road #29, Springfield
• Carolyn Churchouse, 3530 Game Farm Road #7, Springfield
• Rev. Dr. Ron & Geri Meyers, 3530 Game Farm Road #23, Springfield
• Joelle Sherman, 3530 Game Farm Road #73, Springfield
• William Ruther, 3530 Game Farm Road #9, Springfield
• Rita E. Baird, 3530 Game Farm Road #81, Springfield
• Peggy L. Lady, 3530 Game Farm Road #62, Springfield
The issues raised in the submitted comments address both the proposed Metro Plan diagram amendment
and the zoning map amendment. The issues raised in the public comments and the response are addressed in
the report accompanying Case 811-19-000065TYP4, and incorporated herein by reference. No public
comments have been submitted that related only to the proposed zoning map amendment.
Criteria of Approval
Section 5.22-100 of the Springfield Development Code (SDC) contains the criteria of approval for the
decision maker to utilize during review of Zoning Map amendment requests. The criteria of approval for a
zoning map amendment are as follows:
SDC 5.22-115 CRITERIA
C. Zoning Map amendment criteria of approval:

1. Consistency with applicable Metro Plan policies and the Metro Plan diagram;
2. Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development
Plans and functional plans; and
3. The property is presently provided with adequate public facilities, services and transportation
networks to support the use, or these facilities, services and transportation networks are
planned to be provided concurrently with the development of the property.
4. Legislative Zoning Map amendments that involve a Metro Plan Diagram amendment shall:
a. Meet the approval criteria specified in Section 5.14-100; and
b. Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
1. Consistency with applicable Metro Plan policies and the Metro Plan diagram;
Applicant’s Narrative: “The Metro Plan defines Mixed Use as ‘A building, project or area of
development that contains at least two different uses such as housing, retail, and office uses.’ The
Metro Plan Diagram describes the Mixed Use designation as:
‘This category represents areas where more than one use might be appropriate, usually as
determined by refinement plans on the local level. (For example, the Whiteaker Refinement
Plan includes several areas where a mix of compatible uses, based in part on existing
development, are designated). In the absence of a refinement plan, the underlying plan
designation shall determine the predominant land use.’
According to SDC 3.2-605.A,
‘The primary development objectives of the MUC District are to expand housing
opportunities,; allow businesses to locate in a variety of settings; provide options for living,
working, and shopping environments; facilitate more intensive use of land while minimizing
potentially adverse impacts; and to provide options for pedestrian-oriented lifestyles.’
The Zoning Map amendment is consistent with the Metro Plan policies and upon adoption of the
Metro Plan diagram amendment being processed concurrently, the Zoning Map amendment will
also be consistent with the Metro Plan diagram. For additional evidence, please refer to the
findings above related to SDC 5.6-115.A.1.”
Finding 1: The property owner has initiated a concurrent Metro Plan Diagram amendment under
SDC 5.14-100 (Case 811-19-000065-TYP4) to change the property designation from LDR to Mixed
Use. The Gateway Refinement Plan and the city’s acknowledged land use regulations at SDC 3.2-
610A permit MUC zoning to implement the Mixed Use plan designation. Upon approval of the
Metro Plan diagram amendment, the MUC zoning would therefore be consistent with the Metro
Plan diagram and provisions of the Metro Plan, Springfield 2030 Plan, and Gateway Refinement
Plan. Prior or concurrent amendment of the Metro Plan Diagram will be required for the subject
zone change request to be approved.
Finding 2: The proposed zone change is consistent with provisions of the Metro Plan whereby
zoning can be monitored and adjusted as necessary to meet current urban land use demands. The
requested change from LDR to MUC would allow the existing dwellings to remain on the site for an
indefinite period, but would facilitate the future review and approval of a mixed use development on
the property.
Finding 3: Along the western boundary, the site abuts property that is zoned and designated for
Community Commercial uses. The site is adjacent to Campus Industrial uses across the street on
the north side of Game Farm Road. Finally, the site is adjacent to higher density residential uses
that are being developed on the east side of Game Farm Road – directly across the street from the
subject property. The property abuts a non-residential site to the west; the property is proximate to
the Lane Transit District EmX Gateway-Riverbend line with nearby transit stations on International
Way, Riverbend Drive and Gateway Street; and the site is strategically located within ¼ to ½-mile
walking distance of major local employers, shopping, and services. Three existing single-family
homes are adjacent to the northeast property boundary. Future development will be required to
comply with the City’s acknowledged land use regulations that mitigate impacts of commercial and
mixed uses on adjacent residential zones. As such, the proposed MUC zoning is compatible with
nearby zoning and with the existing and proposed uses in the vicinity.
2. Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development
Plans and functional plans;
Applicant’s Narrative: “Upon adoption of the Gateway Refinement Plan amendments being
processed concurrently with this Zoning Map amendment, the proposed zone change will be
consistent with the Gateway Refinement Plan. The zone change also does not create any conflicts
with TransPlan , the Public Facilities Plan, or the Willamalane Comprehensive Plan. Below are
applicable Gateway Refinement Plan policies followed by findings of fact.
• Gateway Plan – Support tourism and convention activities that promote the Springfield
Area. (Community and Economic Development Element, Goal 5)
The change in zoning from LDR Low Density Residential to MUC Mixed Use Commercial
will create a 13-acre site in a strategic location for a new conference center, hotels and
other tourist related activities.
• Gateway Plan – Attract new business, development and investment to the Springfield area.
(Community and Economic Development Element, Goal 6)
The proposed zoning will be attractive to new and growing businesses and stimulate
substantial private investment during redevelopment of the property.
• Gateway Plan – Provide for a diversity of sound, affordable housing in the Refinement
Plan area. (Residential Element, Goal 1)
• Gateway Plan – Ensure the availability of adequate supplies of land appropriate for low-,
medium-, and high-density residential development. Maintain approximately the existing
balance among LDR-, MDR-, and HDR-designated lands, consistent with Metro Plan
allocations, while allowing for an appropriate mix of uses consistent with the
Transportation and Residential elements of the Metro Plan. (Residential Element, Goal 2,
as amended per Ordinance 6051)
The Patrician Mobile Home Park was established in 1972 and currently consists of one
single family dwelling, a clubhouse, and 81 spaces for mobile homes. Of the 81 spaces, 2
are occupied with mobile homes that are owned by Urban Transitions LLC and rented, 2
are occupied with RVs and the remainder are occupied by the owners of the mobile homes.
All of the mobile homes were manufactured between 1970 and 1975 except for one
manufactured in 1985. For the mobile homes with known production dates the breakdown
is as follows:
1970 – 3
1971 – 22
1972 – 18
1973 – 13
1974 – 17
1975 – 1
1985 – 1
Please refer to section titled “History of Site and Current Use in the Summary. The term
‘affordable housing’ is not defined in the Gateway Refinement Plan. LCDC’s Housing
goal requires cities to maintain adequate supplies of buildable lands for needed housing as
follows:
‘Goal: To provide for the housing needs of citizens of the state.’
‘Buildable lands for residential use shall be inventoried and plans shall encourage
the availability of adequate number of housing units at price ranges and rent levels
which are commensurate with the financial capabilities of Oregon households and
allow for the flexibility of housing location, type and density.’
In essence, all types and densities of housing are considered ‘needed housing’.
• Gateway Plan – Minimize potential conflicts between residential and commercial
development. (Commercial Element, Goal 2)
• Gateway Plan – Ensure availability of an adequate supply of land appropriate for

Commercial development. (Commercial Element, Goal 3)
The SDC 3.2-605A. describes the Mixed-Use Commercial District as follows:
A. Mixed-Use Commercial District (MUC). The MUC District is established

where a mix of commercial with residential uses is compatible with existing nearby
uses. Development within the MUC District shall have a commercial dominance, with
residential and public uses also allowed. The primary development objectives of the
MUC District are to expand housing opportunities; allow businesses to locate in a
variety of settings; provide options for living, working, and shopping environments;
facilitate more intensive use of land while minimizing potentially adverse impacts; and
to provide options for pedestrian-oriented lifestyles. Development areas one acre or
more in size in the MUC District shall have frontage on either an arterial or collector
street. Access to any MUC development area may be from a local street, if there is no
negative impact on adjacent residential uses.
Development in Mixed Use Districts are required to comply with standards that are intended to
minimize conflicts between residential and commercial uses. As stated in SDC 3.2-625, ‘ Mixed
use zoning districts require special attention to building design because of the intermixing of
land uses and higher intensity of development that can occur in these areas ...’ This code section
requires compliance with standards pertaining to building design, building orientation and
setbacks all aimed at ensuring compatibility among various uses. The scale and type of
residential and commercial uses allowed in the Commercial Mixed Use zone also serve to help
minimize potential conflicts. Per SDC 3.2-630 Mixed Use Development Standards - Specific,
potential conflicts are minimized due to a maximum footprint for retail use and a minimum floor
area ratio (FAR) for all new development. The retail size limitation would prevent a large,
freestanding big box retail outlet. The FAR will result in a compact land use pattern and reduce
conflicts often associated with large single story commercial buildings with expansive parking
areas. Per SDC 3.2-630, new development will preserve 100% of the commercial land supply
while also allowing for residential development.
• Gateway Plan - Provide for a safe and efficient transportation system for the Gateway
Refinement Plan area. (Transportation Element, Goal 1)
• Gateway Plan - Provide for the safe and efficient movement of pedestrians and
bicyclists in the Gateway Refinement Plan area. (Transportation Element, Goal 6)
• Gateway Plan - Discourage use of local residential streets by commercial and

industrial traffic. (Transportation Element, Policy 1)
• Limit access to arterials as redevelopment occurs. (Transportation Element, Policy 4)
The subject property is close to Interstate 5 on Beltline (arterial) and Game Farm Road
(collector) each with on-street bike lanes. The subject property is conveniently located near
transit and pedestrian corridors. The proposed Zoning Map amendment does not propose any
changes to access to Beltline Road or encourage use of local residential streets. The zone
change to Mixed-Use Commercial will not adversely impact the safe and efficient transportation
system. Refer to the Traffic Study prepared by David Evans and Associates distributed under
separate cover.
• Gateway Plan - Provide an adequate level of public sanitary sewers, storm drainage
facilities, and water and electric service in a timely and efficient manner in order to
support development consistent with adopted land use designations. (Public Facilities
Element, Goal 1)
The subject property is located in the City of Springfield and is currently provided adequate
levels of public services. The redevelopment of the 13 acre site will enhance the efficient delivery
of public services.”
Finding 4: The property lies within the adopted Gateway Refinement Plan and the proposed zoning
map amendment is subject to the provisions of the adopted Springfield 2030 Comprehensive Plan
Economic Element. The applicant’s findings above show that the proposal complies with applicable
policies and implementation strategies and further supports the identified goals. The following
findings discuss the proposal’s compliance with other applicable policies and implementation
strategies in the Springfield 2030 Plan. Policies not discussed in this report are not applicable to this
proposal.
Finding 5: Policy E.1of the Springfield 2030 Comprehensive Plan Economic Element states that the
City will “[d]esignate an adequate supply of land that is planned and zoned to provide sites of
varying locations, configurations, size and characteristics as identified and described in the
Economic Opportunity Analysis to accommodate industrial and other employment over the planning
period. These sites may include vacant undeveloped land; partially developed sites with potential for
additional development through infill development; and sites with redevelopment potential.” The
subject property is 13.6 acres and the Economic Opportunity Analysis determined that the City had a
deficit of 4 readily available commercial and mixed use sites in the 5-20 acre size category. Upon
rezoning of the subject property, the site would represent a potential redevelopment site within the
target size range.
the City will “[f]acilitate short term and long term redevelopment activity and increased efficiency
of land use through the urban renewal program, updates to refinement plans and the development
review process.” The applicant has initiated a Metro Plan diagram and Gateway Refinement Plan
diagram amendment for the site, which would facilitate the proposed rezoning to MUC. The subject
property has become surrounded by more intensive land uses – excepting the three remaining LDR
parcels along the northeast edge of the site – and is a logical site for future redevelopment. Any
future redevelopment on the site would be subject to a development review process.
Finding 7: E.7 of the Springfield 2030 Comprehensive Plan Economic Element states that the City
will “[w]here possible, concentrate development on sites with existing infrastructure or on sites
where infrastructure can be provided relatively easily and at a comparatively low cost.” The subject
property is already developed and has all available utilities and services on the perimeter. The
proposal is consistent with this policy because the subject site is served by existing infrastructure
that could support redevelopment of commercial mixed uses more easily and at a comparatively low
cost compared to the recent UGB expansion areas that lack existing infrastructure.
the City will “[r]ecruit or support businesses that pay higher than average wages for the region (as
reported by the Oregon Employment Department) to diversify and expand Springfield’s economy.”
Specifically, to implement that policy, Implementation Strategy 12.6 states that the City will
“[s]upport development of convention- and tourism-related economic activities.” The proposal is
consist with this implementation strategy because it would facilitate the future redevelopment of the
site with hotel and conference-center uses which support convention- and tourism-related activities.
the City will “[c]onsider the economic opportunities provided by transportation corridors and seek to
maximize economic uses in corridors that provide the most optimal locations and best exposure for
existing and future commercial and industrial uses.” The subject property is located at the
intersection of an arterial and a collector street (Beltline Road and Game Farm Road) and the site has
extensive frontage on three major streets. The property proposed for rezoning is in close proximity
to I-5 and the Beltline Road and Gateway Street intersection, which are among the busiest streets in
the metro area. The proposal is consistent with this policy because its proximity to important local
and regional transportation corridors will maximize economic use of the property.
the City will “[d]esignate and zone land to allow community and neighborhood retail commercial
uses in new, existing or expanded mixed use centers/nodes to address the land need for retail
described in the Economic Opportunities Analysis; timing shall be coordinated with City refinement
planning processes or through property-owner initiated proposals that are consistent with
Springfield Comprehensive Plan policies.” The subject request is part of a property-owner initiated
proposal to rezone the site from LDR to MUC. Rezoning of the property would allow for various
commercial uses to be developed on the site in the future including community and neighborhood
retail commercial uses. The subject property is proposed to be redeveloped for mixed uses that
could accommodate a variety of commercial and higher density residential uses, which is consistent
with this policy.
the City will “[i]ncrease the potential for convention- and tourist-related economic activities to
generate economic activity, especially in the service industries like retail, food services, and
accommodations.” The proposed rezoning would facilitate development of hospitality and
meeting/convention uses on the site in the future. The applicant’s project narrative indicates that the
future development plans for the site include a hotel with meeting facilities and would likely include
other associated uses such as eating and drinking establishments, personal and professional services,
retail stores and offices, which is consistent with this policy.
Finding 12: Rezoning of the subject property from LDR to MUC is consistent with the requested
Metro Plan diagram and Gateway Refinement Plan diagram amendments initiated by the applicant
in Case 811-19-000065-TYP4. This rezoning action would bring the property into compliance with
the Metro Plan and Gateway Refinement Plan diagrams as amended by Case 811-19-000065-TYP4.
3. The property is presently provided with adequate public facilities, services and transportation
networks to support the use, or these facilities, services and transportation networks are
planned to be provided concurrently with the development of the property.
Applicant’s Narrative: “Public facilities and services are currently provided to the property. The
proposed zone change will broaden the range of permitted uses and result in redevelopment of the
site at increased densities. The city and other service providers are capable of providing timely and
efficient public services.”
Finding 13: The subject property has frontage on Game Farm Road along the northern and eastern
boundaries. Along the property frontages, Game Farm Road is classified as a collector street and is
fully developed with one vehicle travel lane and bicycle lane in each direction and a bi-directional
center turn lane. The paved street has lane striping, street lighting, street trees, sidewalks and piped
stormwater management facilities. The subject property also has frontage on Beltline Road along
the southern boundary. Along the property frontage, Beltline Road is classified as an arterial street
and is fully developed with two vehicle travel lanes and a bicycle lane in each direction with a
landscaped center median. The street has lane striping, street trees, street lighting, sidewalks, and
piped stormwater management facilities.
Finding 14: Based on the existing conditions in the vicinity, a full suite of public utilities and
services are available on the perimeter of the subject property. Future development of the site with
Mixed Use Commercial uses would be subject to the land use approval process outlined in SDC
5.17-100 or other land use regulations acknowledged to implement the city’s comprehensive plan.
If future redevelopment results in a need to increase the capacity of existing infrastructure serving
the property, mitigation would be required at time of development.
4. Legislative Zoning Map amendments that involve a Metro Plan Diagram amendment shall:
a. Meet the approval criteria specified in Section 5.14-100; and
b. Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.
Applicant’s Narrative: “The Zoning Map amendment involves a Metro Plan Diagram
amendment being processed concurrently. For evidence demonstrating compliance with the
Metro Plan amendment approval criteria, please refer to the information above regarding
SDC 5.14-135B.2 criteria. The Springfield 2035 Transportation System Plan is the City of
Springfield’s adopted and acknowledged Transportation System Plan (TSP). The proposed
Metro Plan amendment and related zone change require compliance with OAR 660-012-
0060(9)(a-c) showing compliance with the Transportation Planning Rule (TPR). Please
refer to the Traffic Study prepared by David Evans and Associates submitted under separate
cover.”
Finding 15: The applicant has submitted a concurrent Metro Plan Diagram amendment application
in Case 811-19-000065-TYP4. The applicant’s submittal materials, narrative, and findings in Case
811-19-000065TYP4, incorporated here by reference, demonstrate compliance with the approval
criteria specified in SDC 5.14-135. Therefore, this criterion of approval is met.
Finding 16: OAR 660-012-0060 requires that, “if an amendment to a functional plan, an
acknowledged comprehensive plan, or a land use regulation (including a zoning map), would
significantly affect an existing or planned transportation facility, then the local government must put
in place measures” to mitigate the impact, as defined in OAR 660-012-0060(2). The applicant’s
Goal 12 Transportation findings, Transportation Impact Study, and the findings under Goal 12 in
Case 811-19-000065TYP4, incorporated here by reference, demonstrate that the proposed rezoning
to Mixed Use Commercial complies with OAR 660-012-0060.. Therefore, this criterion approval is
met.
Conclusion: Based on the above findings, the proposal meets the criteria of approval for a zoning map
amendment to rezone the subject property from LDR to MUC.
Conditions of Approval
SDC Section 5.22-120 allows for the Approval Authority to attach conditions of approval to a Zone
Change request to ensure the application fully meets the criteria of approval. There are no conditions of
approval for this application.
LOCATION OF PROPERTY SUBJECT TO METRO PLAN AMENDMENT AND ZONE CHANGE
SITE

CASES 811-19-000065-TYP4 & 811-19-000066-TYP3
PROPOSED METRO PLAN DIAGRAM, GATEWAY REFINEMENT PLAN DIAGRAM AND ZONING MAP AMENDMENTS
FOR PROPERTY AT 3522 & 3530 GAME FARM ROAD (ASSESSOR’S MAP 17-03-15-40, TAX LOT 3100)
SITE CONTEXT MAP
Maple Island Road

Game Farm Road
Deadmond Ferry Road
SITE
Beltline Road
St Joseph Place
Gateway Street
CURRENT METRO PLAN DESIGNATION
SITE
PROPOSED METRO PLAN DESIGNATION
SITE
CURRENT REFINEMENT PLAN DESIGNATION
SITE
PROPOSED REFINEMENT PLAN DESIGNATION
SITE
CURRENT ZONING FOR PROPERTY AT 3522 & 3530 GAME FARM ROAD
(ASSESSOR’S MAP 17-03-15-40, TAX LOT 3100)
Maple Island Rd
Game Farm Rd
Deadmond Ferry Rd
SITE
Beltline Road
St Joseph Pl
Gateway St
ZONING MAP LEGEND
Low Density Residential (LDR)

N
Medium Density Residential (MDR)
High Density Residential (HDR)
Mixed Use Commercial (MUC)
Campus Industrial (CI)
PROPOSED ZONING FOR PROPERTY AT 3522 & 3530 GAME FARM ROAD
(ASSESSOR’S MAP 17-03-15-40, TAX LOT 3100)
Maple Island Rd
Game Farm Rd
Deadmond Ferry Rd
SITE
Beltline Road
St Joseph Pl
Gateway St
ZONING MAP LEGEND
Low Density Residential (LDR)

N
Medium Density Residential (MDR)
High Density Residential (HDR)
Mixed Use Commercial (MUC)
Campus Industrial (CI)
City of Springfield
Development & Public Works SPRINGFIELD
225 Fifth Street
Springfield, OR97477
Phone: (541)'726-3753
Fax: (541)726-3689
Metro Plan Amendment

A ication IV
Type of Plan Amend¡nent (Check One)
El fyp.I: is a non-site specific amendment of the Plan. This is a Tvoe I amendment per SDC 5.14-l l5A.l -
Plan Diasrarn site-specific arnendnlent on land inside Sprinefield Citv linrits.
E fyp. II: changes the Plan diagram; or is a site-specific Plan text amend¡nent.
P Sub to the Amendment (if lica
Tax Assessor Map 17-03- I 5-40 Tax Lot(s) 3 100
Street Address Acres 13.17
Metro Plan Designation Comrnercial (west nortion) and Low Densitv Residential least portion)
Refine¡nent Plan Designation @
Description of Proposed Amendment (Attach additional sheets if needed)
Cornmercial Mixed Use. Please refer to the applicant's written narrative includitts Attachment C - Metro Plan Diasraln
Map.
Applicant/Owner Information
Printed Name of Applicant T Phone
Applicant Sign Date
Boy les
URBAN TRANSITIONS, LLC
Mailing Address
An Oregon Limited Liability Company
Property Owner Signature Date
by Richard D. Boyles, its Manager
Mailing Address j//3, r
For Office Use Only:
Case No Received By
Date Accepted as Coruplete

THE APPLICATION PACKET
A COMPLETE APPLICATION GONSISTS OF:
1. A comnlete annlication nase (all of the sections on the opposite side of this page must
be filled out).
2. A statement containins Findines of Fact addressins the Criteria of Änoroval found

in Sprinefield Develonment Code (SDC) 5.14-135. In order for the Planning Commission
and the City Council to consider an arnendment of a plan text and/or diagram, there must be
Findings of Fact submitted by the applicant. The Findings of Fact must show reason for the
request consistent with the Criteria of Approval (shown below). If insufficient or unclear
infonnation is submitted by the applicant, the request may be denied or delayed.
The npplìcatìon musl Ínclude requíremenls for addressìng specilic slnlewíde goals lhat the
Oregon legíslature has saíd musl be parl of the amendmenl anolysis. In pørticulor,
Støîewíde Plnnning Goul 9 Economy ond Gonl I0 Housìng musl be oddressedfor ímpacl
on buíldable londs ínventories, and o Gonl 12 Transportnlion onillsís tttusl address
críterin contaíned ín OAR 660-012-060(I) and (2) of the Transportøtíon Planníng Rule
QPR) , Gotls 9, I0 snd 12 are three of severol "Applícøble Stnte-flíde Plonníng Gools"
that musl be specíficolly addressed ín crí1erìo (A) of the Springlield Development Code
(SDC) 5.11-135-4. These specític ítems must be íncluded ín the opplícatíon subnúîttl to be
consídered o complete applícatíon.
In reaching a decision on these actions, the Planning Commission and the City Council shall
adopt findings which demonstrate conformance to the following Criteria of Approval (SDC
5.14-135.
A Metro Plan amendment may be approved only if the Springfield City Council And other
applicable governing body or bodies find that the proposal conforms to the following criteria.
A. The amendment shall be consistent with applicable Statewide Planning Goals; and
B. Plan inconsistency
l. In those cases where the Metro Plan applies, adoption of the amendment shall not
make a Metro Plan internally inconsistent.
2. In cases where Springfield Comprehensive Plan applies, the amendment shall be

consistent with the Springfield Comprehensive Plan. (ó331)
3. A rnap to scale depictine the exist¡ns and proposed diagram change. (Ifapplicable)
4. The apnlication fee. Refer to the Developntent Code Fee Schedule for the
appropriate fee. A copy of the Fee Schedule is available at the Development & Public
Works Department.
Revised l/03

City of Springfield SPR¡NGF¡ELD
Development & Public Works
225 Fifth Street
Springfield , OR 97477
Zoning Map Amendment, Type lll

Required Project Information (Applicant: complete this section)
Applicant Name: Urban Transitions, LLC (Richard Boyles) Phone 54L-284-O648
Company: Fax:
Address: 840 Beltline Road, ite 202, Springfield OR 97477 URBAN TRANSITION, LLC
Applicant Signature: o 11)

I An Oregon Limited Liability Company
By: Richard D. Boyles, ib Manager
PropeÊy Owner: Urban Transitions, LLC (Richard es, Mngr) Phone 54L-284-0648
Company: Fax:
Address: 840 Beltline Road, Suite 2O2, Springfield OR 97477 URBAN TRANSITION, LLC
An Oregon Limited Liability Company
Owner Signature: By: Richard D. Boyles, its Manager
If the applicant is other than owner, the hereby grants for the applicant to act in his or her behalf
ASSESSOR'S MAP NO: 17-03-15-40 TAX LOT NO(S): 3100

Propefty Address : 3522 Game Farm Road, n eld OR 97477
Area of Request uare Feet: 573,685 Acres: L3.L7
Existing Use(s)
of Property: Mobile home park
Description of
To change zoning from Low Density Residential to Commercial Mixed Use.
The Proposal:
The zone change will allow redevelopment of the site for a new vibrant
and provide new diverse housing options.
Required Property Information (City Intake Staff: complete this section)

Received by:
Case No.: Date (initials)
Postage Total
Application Fee: Fee: Fee:
Edited 7 I 19 /2007 bjones

Zoning Map Amendment Submittal Requirements Checklist
1. The application fee - Referto the Development Code Fee Schedule forthe
appropriate application and postage fee. A copy of the Fee Schedule is available at
the Development & Public Works Department.
2. Deed - A copy of the deed to show ownership.
3. Vicinity Map - A map of the property and the surrounding vicinity which includes
the existing zoning and plan designations. One copy must be reduced to I t/2" bY
11" which will be mailed as part of the required neighboring property notification
packet.
4. Findings - Before the Planning Commission can approve a ZonelOverlay District

Change Request, there must be information submitted by the applicant which
adequately supports the request. The Criteria the Planning Commíssion will
consider in making their decision is listed below. If insufficient or unclear data is
submitted by the applicant, there is a good chance that the request will be denied
or delayed. It is recommended that you hire a professional planner or land use
attorney to prepare your findings.
Criteria of Approval lOuasi-judicial)

SDC 12.030 requires that in reaching a decision on these actions, the PlannÍng
Commission or Hearings Official map approve, approve with conditions or deny a quasi-
judicial Zoning Map amendment based upon approval criteria (a)-(c), below.
(a)Consistency with the Metro Plan policies and the Metro Plan Diagram;
(b)Consistency with applicable Refinement Plans, Plan District maþs, Conceptual

Development Plans and functional plans; and
(c) The property is presently provided with adequate public facilities, services and
transportation networks to support the use, or these facilities, services and
transportation networks are planned to be provided concurrently with the
development of the propefty.

Prepared For:
URBAN TRANSITIONS, LLC
Prepared By: R
POFE
RED S
TE G IN E E S
S
David Evans and Associates, Inc.

I
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REG
ON
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2100 SW River Parkway
R
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69419PE
Portland, OR 97201
OREGON
CA
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8
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11, 2
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MALCOLM
EXPIRES 06/30/2019

Background ................................................................................................................................................... 1
Study Area ..................................................................................................................................................... 1
Roadway Network..................................................................................................................................... 1
Bicycle/Pedestrian Activity ....................................................................................................................... 2
Transit Facilities ........................................................................................................................................ 3
Existing (2018) Conditions ............................................................................................................................ 3
PM Traffic Volumes ................................................................................................................................... 3
AM Traffic Volumes................................................................................................................................... 3
Operational Criteria .................................................................................................................................. 4
Performance Measures......................................................................................................................... 4
Mobility Targets .................................................................................................................................... 4
Traffic Analysis Procedures ................................................................................................................... 6
Existing (2018) Intersection Operations ................................................................................................... 6
Safety/Collisions........................................................................................................................................ 7
Background Conditions (2020 and 2038)...................................................................................................... 7
Background Volume Development ........................................................................................................... 8
Background (2020 and 2038) Intersection Operations............................................................................. 8
Project Conditions (2020 and 2038) ........................................................................................................... 12
Site Development Concept ..................................................................................................................... 12
Site Trip Generation ................................................................................................................................ 12
Trip Reductions ................................................................................................................................... 12
Trip Distribution .................................................................................................................................. 14
Project Volume Development ................................................................................................................. 14
Project (2020 and 2038) Intersection Operations .................................................................................. 21
Mitigated Conditions .................................................................................................................................. 22
Transportation Planning Rule Compliance ................................................................................................. 22
Conclusions ................................................................................................................................................. 22
Figure 1. Study Area ...................................................................................................................................... 1

Figure 2. 2018 Traffic Volumes ..................................................................................................................... 5
Figure 3. 2020 Background Turning Movement Volumes ............................................................................ 9
Figure 4. 2038 Background Turning Movement Volumes .......................................................................... 10
i
Figure 5. Trip Distribution for Scenario 1 .................................................................................................... 15
Figure 6. Trip Distribution for Scenario 2 .................................................................................................... 16
Figure 7. Project Turning Movement Volumes for 2020 Scenario 1........................................................... 17
Figure 10. Project Turning Movement Volumes for 2038 Scenario 2......................................................... 20
Table 1. Bicycle and Pedestrian Peak Hour Activity ...................................................................................... 2

Table 2. Applicable Mobility Targets............................................................................................................. 6
Table 3. Summary of Existing (2018) Operations.......................................................................................... 6
Table 4. Crash Summary for Study Area (Years 2012-2016) ......................................................................... 7
Table 5. Summary of Opening Year 2020 Background Operations .............................................................. 8
Table 6. Summary of Future Year 2038 Background Operations ............................................................... 11
Table 7. Scenario 1 Trip Generation ........................................................................................................... 13
Table 8. Scenario 2 Trip Generation ........................................................................................................... 14
Table 9. Existing Land Use Trip Generation ................................................................................................ 14
Table 10. Summary of Opening Year 2020 Project Operations .................................................................. 21
Table 11. Summary of Future Year 2038 Project Operations ..................................................................... 21
Appendix A – Existing Traffic Counts

Appendix B – Existing Synchro Worksheets
Appendix C – Volume Development Worksheets
Appendix D – 2020 Background Synchro Worksheets
Appendix E – 2038 Background Synchro Worksheets
Appendix F – Trip Reduction Worksheets
Appendix G – 2020 Build Synchro Worksheets for Scenario 1 and Scenario 2
Appendix H – 2038 Build Synchro Worksheets for Scenario 1 and Scenario 2
ii
This report summarizes the transportation impacts of the Commercial Mixed-Use Development
(approximately 13 acres) proposed by URBAN TRANSITIONS, LLC. The development will support compact
urban growth and strengthen Springfield’s role as a destination for major events, tourism and the
hospitality industry. This study summarizes the traffic operations of three distinct years: existing (2018),
opening (2020), and future (2038).
The parcel being proposed for redevelopment is located north of Beltline Road, south of E Game Farm
Road, west of Game Farm Road, and east of Hutton Street on tax lot #3100, in Springfield, Oregon. The
parcel is currently zoned as Commercial and Low Density Residential. The applicant is proposing to
change the designation of the property to Commercial Mixed Use.
Site generated trips were analyzed at the seven study area intersections shown below in Figure 1. Access
to the site is proposed at three locations: a restricted right-in/right-out on Beltline Rd, a full access off
Game Farm Rd, and another full access off E Game Farm Rd.
Figure 1. Study Area
1. Gateway at International Way (Signalized)

Study Intersections
2. Gateway at Game Farm Road (Signalized)

3. Game Farm Road at Maple Island Road (Roundabout)
4. I-5 SB Ramps at Beltline (Signalized)
5. I-5 NB Ramps at Beltline (Signalized)
1 6. Gateway at Beltline (Signalized)
7. Game Farm Road at Beltline (Signalized)
F 3
2
Development Site F
R
4 5 6 7
Through coordination with the City of Springfield, the study area was defined as four roadways
containing seven intersections. Each of the roadways has a functional classification which helps define
the type of facility, and what level of different modal (i.e. pedestrian, bicycle, vehicle, etc.) activity
should occur on the facility. The following summarizes the characteristics of the four key roadways
within the study area.
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Beltline Road – This roadway is comprised of three classifications within the study area. It is classified as
an ODOT Statewide Highway from the west to I-5; a Regional State Highway from I-5 to Gateway St; and
an Urban Minor Arterial from Gateway Street to the east. This divided roadway spans I-5 and connects
the city of Eugene to the city of Springfield on the north end of the urban area. Going from west of the
study area to the east, the roadway cross-section changes from 2-lanes to 3-lanes in each direction
approaching Gateway Road and turns back to 2-lanes departing Gateway Road to the east. The speed
limit is signed at 45 MPH through the study area. From Gateway Road west, there are bike lanes and
sidewalks on the both sides of the roadway. Beltline Road is on the southern border of the proposed
development.
I-5 ramps – There are loop and directional ramps allowing people to exit and enter I-5 to and from the
study area.
E Game Farm Road – This roadway is located parallel to and north of Beltline Road and runs along the
north side of the proposed development. Itis classified as an Urban Collector with a posted speed limit
of 35 MPH. There is one lane in each direction with a center two way left turn lane. There are bike lanes
and sidewalks on both sides of the roadway.
Game Farm Road – This roadway runs north/south and connects Beltline Road to E Game Farm Road.
This roadway can be considered a continuation of E Game Farm Rd. This roadway is the on the east side
of the proposed development.
Gateway Street – This roadway runs north/south and intersects with Beltline Road, Gateway St, and
International Way, all three intersections are signalized. It is a divided road with a median and two lanes
in each direction from south of Beltline Road to E Game Farm Rd. It converts to an undivided roadway
from E Game Farm Road to International way and to one-lane in each direction north of International
Way. It is classified as an Urban Minor Arterial and the posted speed limit is 35 MPH. Sidewalks and bike
lanes are provided along this roadway on both sides.
International Way – The city of Springfield classifies this roadway as an Urban Collector. The posted
speed limit is 35 MPH. This roadway is a two to four lane road that connects Deadmond Ferry Road on
the east to Gateway Street on the west. A unique feature present on this roadway is a bus only lane in
each direction in the center of the roadway for the EmX.
Count data was collected at the study area intersections during the PM peak period (2:00 to 6:00 PM) on
April 11, 2018. Table 1 shows the activity by mode for each intersection. The highest level of PM
pedestrian activity was the intersection of Gateway at International Way with nine pedestrians. The
highest level of PM bicycle activity was the intersection of Game Farm Road at Beltline with five
bicyclists.
Table 1. Bicycle and Pedestrian Peak Hour Activity
Intersection PM Peak Hour

# Intersection Bicycle Pedestrian
1 Gateway at International Way (Signalized) 4 9
2 Gateway at Game Farm Road (Signalized) 2 6
3 Game Farm Road at Maple Island Road 1 1
(Roundabout)
4 I-5 SB Ramps at Beltline (Signalized) 0 0
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Intersection PM Peak Hour
# Intersection Bicycle Pedestrian
5 I-5 NB Ramps at Beltline (Signalized) 0 0
6 Gateway at Beltline (Signalized) 1 4
7 Game Farm Road at Beltline (Signalized) 5 3
Lane Transit District (LTD) services the study area. While the project site is not directly serviced by LTD,
the study area is serviced by the routes #12 (Eugene to Springfield) and the EmX route. Route #33
operates on weekdays generally between 6:00 AM and 12:30 AM with headways of 30 and 45 minutes.
The EmX operates on weekdays between 5:30 AM and 8:00 PM with irregular headways ranging from six
to 24-minutes. Both routes provide weekend service as well to the study area.
The closest service to the project site are along Gateway Street and International Way with the nearest
stop being approximately 1200 feet away on Gateway Street between International Way and Game
Farm Street.
Existing traffic counts were provided by the City of Springfield for the use of this study in assessing
existing and future traffic operations. Counts were either 16-hour turn movement counts (6:00 AM to
10:00 PM) or 4-hour PM peak hour counts (2:00 to 6:00 PM). Traffic count data can be found in
Appendix A. Since all study area intersections fall within the urban growth boundary and the majority of
the vehicular mix consists of commuter traffic, seasonal adjustments of existing traffic counts were not
made.
PM peak traffic counts were collected on Wednesday, April 11, 2018 at the following intersections:
 Gateway at International Way (4-Hour PM Count)

 Gateway at Game Farm Road (4-Hour PM Count)
 Game Farm Road at Maple Island Road (4-Hour PM Count)
 I-5 SB Ramps at Beltline (16-Hour Count)
 I-5 NB Ramps at Beltline (16-Hour Count)
 Gateway at Beltline (16-Hour Count)
 Game Farm Road at Beltline (4-Hour PM Count)
The common PM Peak Hour occurred from 4:30 PM to 5:30 PM. Figure 2 shows the existing PM peak
hour turning movement volumes at the study area intersections.
AM peak traffic counts were collected on Wednesday, April 11, 2018 at the following intersections:
 I-5 SB Ramps at Beltline (16-Hour Count)

 I-5 NB Ramps at Beltline (16-Hour Count)
 Gateway at Beltline (16-Hour Count)
The common AM Peak Hour occurred from 7:30 PM to 8:30 PM. Figure 2 also shows the existing AM
peak hour turning movement volumes at the study area intersections.
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The purpose of intersection analysis is to ensure that the transportation network remains within desired
performance levels. Intersections are the focus of the analysis because they are the controlling
bottlenecks of traffic flow and the ability of a roadway system to carry traffic efficiently is often
impacted by their presence.
Summarized below is a discussion of two important analysis issues: (1) definitions of typical intersection
performance measures and (2) required operating mobility targets/mobility targets specified by the
agency with roadway jurisdiction.
Performance Measures
Level of Service (LOS) ratings and volume‐to‐capacity (v/c) ratios are two commonly used performance
measures that provide a picture of intersection operations. These two metrics are also often the basis
for mobility standards or targets.
Level of service (LOS): A “report card” rating (A through F) based on the average delay experienced by
vehicles at the intersection. LOS A, B, and C indicate conditions where traffic moves without significant
delays over periods of peak hour travel demand. LOS D and E are progressively worse operating
conditions. LOS F represents conditions where average vehicle delay has become excessive and demand
may have exceeded capacity; this condition typically results in long queues and delays.
Volume‐to‐capacity (v/c) ratio: A decimal representation (typically between 0.00 and 1.00) of the
proportion of capacity being used at a turn movement, approach leg, or overall intersection. It is
calculated by dividing the peak hour traffic volume by the hourly capacity of a given intersection or
movement.
A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1.00, congestion
increases and performance is reduced. If the ratio is greater than 1.00, the turn movement, approach
leg, or intersection is expected to be oversaturated and result in excessive queues and delays.
Signalized intersection operations will be reported using the average intersection delay, LOS, and v/c
ratio.
Mobility Targets
The City of Springfield and ODOT maintain separate mobility targets, which apply to this traffic analysis.
The City of Springfield defines acceptable and reliable performance as LOS D or better for the overall
intersection. ODOT has v/c standards that vary. Table 2 depicts the applicable mobility targets for each
study area intersection.
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1
F 3
2
Development Site F
R
4 5 6 7
Gateway at International Gateway at Game Farm Game Farm Road at Maple

I-5 SB Ramps at Beltline
Way Road Island Road
1 2 3 4
*
181 (181)
10 WBR123 20 WBR89 30 WBR40 40 WBR781 (334)
0 (0)
0 (0)
599
828
124
124
WBT3 WBT5 WBT106 WBT888 (459)

44
54
1
SBRSBTSBL WBL295 SBRSBTSBL WBL159 SBRSBTSBL WBL0 SBRSBTSBL WBL0 (0)
17 EBL NBLNBTNBR 8 EBL NBLNBTNBR 2 EBL NBLNBTNBR 0 (0) EBL NBLNBTNBR

2EBT 2EBT 135EBT 870 (920)EBT
19
407
128
51
487
34
0
0
0
0 (0)
0 (0)
0 (0)
68EBR 39EBR 0EBR 0 (0)EBR
TEV = 1706 TEV = 1830 TEV = 461 TEV = 1939 (1560)

Game Farm Road at
I-5 NB Ramps at Beltline Gateway at Beltline
Beltline
5 6 7
*
577 (224)
332 (144)
134 (100)
50 WBR217 (133) 60 WBR85 (90) 70 WBR145

0 (0)
0 (0)
0 (0)
100
318
WBT1669 (793) WBT700 (350) WBT710

0
SBRSBTSBL WBL0 (0) SBRSBTSBL WBL139 (46) SBRSBTSBL WBL0
0 (0) EBL NBLNBTNBR 260 (612) EBL NBLNBTNBR 28 EBL NBLNBTNBR

0
0
0
0 (0)
0 (0)
234 (601)
609 (352)
272 (255)
88 (69)
1051 (1101)EBT 530 (762)EBT 684EBT

0 (0)EBR 870 (594)EBR 0EBR
EBR2
TEV = 3171 (2628) TEV = 4596 (3598) TEV = 1985
TIS
Legend Signal Control
Figure 2
Turning Movement Roundabout
Existing (2018)
## (##) PM (AM) Peak Hour Volume # Study Area Intersection PM (AM) Peak Hour Traffic
TEV: Total Entering Volume F Proposed Site Full Access Point Volumes
Free turn movement volume excluded R Proposed Site Right-in/Right-out Access
* Does NOT impact signal operation Point
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Traffic Analysis Procedures
All operations at signalized intersections were evaluated using the methodology outlined in the 2000
Highway Capacity Manual (HCM) along with the procedures outlined in ODOT’s Analysis Procedures
Manual (APM). Roundabout analysis was based on HCM 6th Edition methodology.
The Synchro analysis software was selected to perform the intersection analysis. Operations will be
reported using HCM 2000 methodology for signalized intersections as HCM 2010 and HCM 6th edition do
not report an overall intersection V/C ratio.
Table 2. Applicable Mobility Targets

Intersection Mobility Target
1 Gateway at International Way (Signalized) LOS D1
2 Gateway at Game Farm Road (Signalized) LOS D1
3 Game Farm Road at Maple Island Road (Roundabout) LOS D1
4 I-5 SB Ramps at Beltline (Signalized) 0.852
5 I-5 NB Ramps at Beltline (Signalized) 0.852
6 Gateway at Beltline (Signalized) 0.953
7 Game Farm Road at Beltline (Signalized) LOS D1
Notes:
1. City of Springfielid mobility target is LOS D for local roads (Policy 2.9 - Springfield TSP, 2035)
2. ODOT Mobility target for Ramp Terminals is the more restrictive v/c of the crossroads or 0.85 (Action 1F.1,
Oregon Highway Plan, 1999)
3. ODOT Mobility target for Regional Highways is 0.95 (Table 6, Oregon Highway Plan, 1999)
Existing (2018) PM peak hour traffic operations were evaluated at the study area intersections. These
findings reflect current signal timing plans obtained from the City of Springfield. Table 3 summarizes the
overall intersection results of the traffic operations analysis. Appendix B contains the detailed analysis
worksheets.
All intersections meet applicable mobility targets under the existing condition.
Table 3. Summary of Existing (2018) Operations

Critical
Intersection Movement V/C or LOS
PM Peak Hour
1 Gateway at International Way (Signalized) Overall LOS C
2 Gateway at Game Farm Road (Signalized) Overall LOS B
3 Game Farm Road at Maple Island Road (Roundabout) Overall LOS A
4 I-5 SB Ramps at Beltline (Signalized) Overall 0.39
5 I-5 NB Ramps at Beltline (Signalized) Overall 0.53
6 Gateway at Beltline (Signalized) Overall 0.76
7 Game Farm Road at Beltline (Signalized) Overall LOS B
AM Peak Hour
Source: DEA Synchro Model 2019
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The following is an analysis of the most recent and available five years of crash data for the study area
intersections and adjacent roadway segments. The intersection with the highest number of crashes was
Beltline with Gateway Street with 52 crashes in five years. Most of those crashes are Rear End or
Turning collisions and only one of them resulted in a serious injury. Rear end crashes are typical at
intersections with a high volume of traffic.
There were four serious injury (fatality or incapacitating injury) collisions over the last five years: two at
the intersection of Beltline at the I-5 SB Off-Ramp (signalized), one at Beltline at Gateway St, and one at
Gateway Street at Game Farm Rd. There were also two crashes involving pedestrians. The majority of
the crashes at the study area intersections were turning or angle collisions, which is common where
turning movements have permitted signals.
The following table summarizes the crashes occurred at the study area intersections.
Table 4. Crash Summary for Study Area (Years 2012-2016)
Collision Type Severity
Property Damage Only

Serious Injury Crashes
Minor Injury Crashes

Non-Collision
Fixed Object
Pedestrian
Total
Rear End
Head On
Backing
Turning
Intersection
Angle
Beltline and I-5 SB Off-Ramp (free right) 1 1 2 2

Beltline and I-5 SB Off-Ramp (signalized) 2 1 11 14 2 9 3
Beltline EB and I-5 NB On-Ramp 1 1 1
Beltline EB and I-5 NB Off-Ramp 7 5 12 7 5
Beltline EB and I-5 NB On-Ramp 2 2 4 1 3
Beltline WB and I-5 NB On-Ramp 2 2 2
Beltline and Gateway St 30 2 1 17 1 1 52 1 28 23
Beltline and Game Farm 2 1 1 4 3 1
Gateway and Game Farm 2 6 1 9 1 3 5
Gateway and International Way 1 1 2 2
Game Farm and Maple Island 1 1 1
Source: ODOT Transportation Development Division, Transportation Data Section, Crash Analysis and Reporting Unit 2012-
2016
Three locations have Safety Priority Index System (SPIS) scores of over 90%. The first is at the
intersection of Beltline and the I-5 SB Off-Ramp (signalized), the second and third are just west and
south of the intersection of Beltline at Gateway St.
Background conditions evaluate the study area intersections without the presence of the proposed
development. The assessment of background traffic conditions includes development of background
traffic volumes and an assessment of traffic operations for years 2020 and 2038.
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To calculate the 2020 and 2038 Background volumes, a link-based approach consistent with the
methodology in the Analysis Procedure Manual was used. Travel demand model outputs for 2011 and
2035 were obtained from the Lane Council of Government and provided the basis for vehicular growth.
Figure 3 and Figure 4 show 2020 and 2038 background volumes. Detailed volume development
worksheets can be found in Appendix C.
Traffic operations were evaluated for the same intersections and peak hours as presented in the existing
conditions.
Opening Year 2020

For 2020, the existing transportation network and signal timing was assumed to remain the same as
today. The operational findings for Opening Year 2020 are described in Table 5 and detailed analysis
worksheets are available in Appendix D.
Table 5. Summary of Opening Year 2020 Background Operations

Critical
PM Peak Hour
1 Gateway at International Way (Signalized) Overall LOS C
2 Gateway at Game Farm Road (Signalized) Overall LOS C
AM Peak Hour
Under 2020 background conditions, all study intersections are expected to meet the applicable mobility
targets.
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1
F 3
2
Development Site F
R
4 5 6 7

1 2 3 4
*
195 (190)
10 WBR130 20 WBR100 30 WBR40 40 WBR790 (345)
0 (0)
0 (0)
635
835
150
125
WBT5 WBT5 WBT110 WBT900 (485)

50
55
5

5EBT 5EBT 140EBT 895 (945)EBT
20
430
130
55
500
40
0
0
0
0 (0)
0 (0)
0 (0)
TEV = 1800 TEV = 1925 TEV = 475 TEV = 1990 (1620)

Game Farm Road at
I-5 NB Ramps at Beltline Gateway at Beltline
Beltline
5 6 7
*
590 (240)
335 (145)
135 (100)
50 WBR230 (150) 60 WBR90 (90) 70 WBR145

0 (0)
0 (0)
0 (0)
100
320
WBT1690 (830) WBT715 (375) WBT725

0
SBRSBTSBL WBL0 (0) SBRSBTSBL WBL140 (50) SBRSBTSBL WBL0
0 (0) EBL NBLNBTNBR 275 (630) EBL NBLNBTNBR 30 EBL NBLNBTNBR

0
0
0
0 (0)
0 (0)
240 (605)
615 (365)
280 (260)
90 (70)
1090 (1135)EBT 545 (775)EBT 705EBT

0 (0)EBR 895 (605)EBR 0EBR
EBR2
TEV = 3250 (2720) TEV = 4705 (3705) TEV = 2025
TIS
Figure 3
Future (2020) No Build
TEV: Total Entering Volume F Proposed Site Full Access Point
Volumes
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1
F 3
2
Development Site F
R
4 5 6 8 7

1 2 3 4
*
340 (295)
10 WBR200 20 WBR230 30 WBR40 40 WBR865 (420)
0 (0)
0 (0)
925
105
830
395
135
WBT5 WBT10 WBT150 WBT1045 (730)

70
5

5EBT 5EBT 210EBT 1185 (1155)EBT
20
655
145
60
620
120
0
0
0
0 (0)
0 (0)
0 (0)
TEV = 2415 TEV = 2665 TEV = 610 TEV = 2570 (2180)

Game Farm Road at
I-5 NB Ramps at Beltline Gateway at Beltline Hutton St at Beltline
Beltline
5 6 7 8
*
745 (385)
350 (150)
145 (110)
50 WBR355 (365) 65 WBR435 (355) 70 WBR145 80 WBR0 (0)

0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
115
350
WBT1910 (1150) WBT1520 (1130) WBT845 WBT1100 (770)

0
SBRSBTSBL WBL0 (0) SBRSBTSBL WBL145 (50) SBRSBTSBL WBL0 SBRSBTSBL WBL0 (0)
0 (0) EBL NBLNBTNBR 420 (815) EBL NBLNBTNBR 30 EBL NBLNBTNBR 0 (0) EBL NBLNBTNBR
0
0
0
1000 (765)
0 (0)
0 (0)
235 (625)
0 (0)
0 (0)
100 (70)
0 (0)
0 (0)
1525 (1450)EBT 695 (875)EBT 890EBT 840 (985)EBT

0 (0)EBR 1100 (690)EBR 0EBR 0 (0)EBR
EBR2
TEV = 4025 (3590) TEV = 5555 (4560) TEV = 2375 TEV = 3040 (2590)
TIS
Figure 4
Future (2038) No Build
TEV: Total Entering Volume F Proposed Site Full Access Point
Volumes
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Future Year 2038
A review of the City of Springfield Transportation system plan revealed three planned projects within
the TIS study area. The following projects were included as part of the 2038 transportation network:
 Project R-3: New collector - Game Farm Road East to International Way (Construct a new
collector with a three-lane cross-section with sidewalks and bicycle lanes)
 Project R-50: Gateway/Beltline Phase 2 Project – as defined in the 2003 Revised Environmental
Assessment including Kruse/Hutton couplet and Gateway Road improvements.
 Project R-2: Gateway Road/International Way (Construct five-lane cross-section consistent with
National Environmental Policy Act of 1969 [NEPA] documentation)
The new collector (R-3) that connects E Game Farm Road to International Way is expected to result in a
shift of vehicular travel patterns at the intersections of Gateway with International Way and Gateway
with Game Farm Road. The shift in travel patterns led to a need to optimize signal timing at the
intersection of Gateway with Game Farm Road to accommodate the increased volume utilizing this
intersection. It is assumed that the retiming of the intersection would occur upon opening of the new
connection.
Under project R-50, northbound traffic on Gateway Street would be removed from the Gateway and
Beltline intersection and redirected to Hutton Street as part of a new couplet made up of the two
north/south roadways. With the inclusion of the new couplet, the signal timing was optimized at each of
the intersections with Beltline Road.
The operational findings are described in Table 6 and detailed analysis worksheets are available in
Appendix E.
Table 6. Summary of Future Year 2038 Background Operations

Critical
PM Peak Hour
1 Gateway at International Way (Signalized) Overall LOS B
2 Gateway at Game Farm Road (Signalized) Overall LOS C
LOS B
NEW Beltline at Hutton (Signalized) Overall
0.66
AM Peak Hour
The background traffic is expected to grow significantly by 2038, however, all study intersections are
expected to meet applicable mobility targets with the inclusion of the planned projects.
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This section describes the anticipated traffic conditions for the future build conditions. The assessment
of project traffic conditions includes development of build traffic volumes and an assessment of traffic
operations for years 2020 and 2038.
The build conditions assume the Commercial Mixed Use zoning designation. Two different land use
scenarios were developed. Scenario 1 represents the highest and best use under the proposed zoning,
while Scenario 2 represents an alternative concept for development. A brief summary of each scenario
is included below:
 Scenario 1 – Conference Center with the following uses:

o Convention Center with 40,000 square feet of leasable space plus 40,000 square feet of
support services.
o Two Hotels with a total of 230 rooms.
o 128 multiple-family dwelling units.
 Scenario 2 – Residential and Commercial Mix with the following uses:
o 168 high-density residential dwelling units.
o 5.25 acres of Commercial Use. Exact uses have not yet been determined. As such, it was
assumed that 125,000 square feet of Shopping Center would be tested.
The traffic analysis of each scenario is based on the net new trips generated and the mix of assumed
development stated above. Access to the development is assumed to be at three locations: two full
access points and one right-in/right-out access point. Each proposed access is summarized below:
 Full Access on the east side of the site. This access is located at the existing access/driveway
currently located on Game Farm Road north of the intersection of Beltline and Game Farm Rd.
 Full access on the north side of the site. This access is located at the existing access/driveway
currently located on E Game Farm Road west of Maple Island Rd.
 Right-In/Right-Out access on the south side of the site. This is a proposed new access located on
Beltline Road approximately 600 feet west of the intersection of Beltline Road and Game Farm
Rd.
The Institute of Transportation Engineers (ITE) report, Trip Generation, 10th Edition, was used to
calculate the AM and PM peak hour trips. For each scenario, the initial trip generation was estimated
and trip reductions were applied for internal trips. As both of the scenarios would require the removal
of the existing land use, the current trips to/from the site were removed from the existing network prior
to the addition of the project trips.
Trip Reductions
The total trip generation estimate was reduced for internal and pass-by trips. In scenario 1, there are no
pass-by trips and in scenario 2, there are no internal trips assumed. The reason for no internal trips in
scenario 2 is that, per Trip Generation Handbook 3rd Edition, section 6.3, for a shopping center, the trip
generation data presented in the manual already reflects internal capture.
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The methodology outlined in the National Cooperative Highway Research Program (NCHRP) 684 was
used to arrive at internal trip reduction percentages by land use for Scenario 1. ITE defines internal trip
reduction as:
“…a percentage reduction that can be applied to the trip generation estimates for individual land
uses to account for trips internal to the site.”
Table 7 and Table 8 summarize the trip generation for scenarios 1 and 2 for both AM and PM peak
hours. The existing site trips (shown in Table 9) were estimated based on the highest use that would be
allowed under the existing zoning and then were removed from the background volumes. The total
additional network trips (proposed minus existing trip generation) are added to calculate the project
conditions volumes. Detailed worksheets for trip reduction are available in Appendix F.
Table 7. Scenario 1 Trip Generation
ITE PM Peak Hour AM Peak Hour

ITE Land Use Description Size
Code IN Out Total IN Out Total
Multifamily Housing (Mid-Rise) 34 22 56 12 34 46
128
Internal Trips1 221 1 1 2 0 1 1
Units
Driveway Trips 33 21 54 12 33 45
Hotels 70 68 138 64 44 108
230
Internal Trips1 310 1 0 1 0 7 7
Room
Driveway Trips 69 68 137 64 37 101
Convention Center (Government
35 78 113 76 9 85
Office Complex) 40,000
733
Internal Trips1 Sq. Ft. 3 1 1 2 3 0 3
Driveway Trips 34 77 111 73 9 82
Trips Generated 139 168 307 152 87 239
Internal Trips1 3 2 5 3 8 11
Pass-By Trips2 NA NA NA NA NA NA
Total Additional Network Trips 136 166 302 149 79 228
NOTES:
1. Internal trips were calculated using the methodology used in NCHRP 684, ITE Trip Generation Handbook, 3rd Edition
2. Pass-By trip were calculated with the methodology used in chapter 5 of the ITE Trip Generation Handbook, 10th Edition.
3. Trip generation for the Convention Center based on leasable space only. Support services square footage would be
negligible similar to the hotel land uses.
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Table 8. Scenario 2 Trip Generation

Multifamily Housing (Mid-Rise) 168 45 29 74 16 45 60
221
Driveway Trips Units 45 29 74 16 45 60
Shopping Center 308 333 641 133 81 214
125,000
Pass-By Trips2 820 105 113 218 0 0 0
Sq. Ft.
Driveway Trips 203 220 423 133 81 214
Trips Generated 353 362 715 149 126 274
Internal Trips1 0 0 0 0 0 0
Pass-By Trips2 105 113 218 0 0 0
NOTES:
1. Internal trips were calculated using the methodology used in NCHRP 684, ITE Trip Generation Handbook, 3rd Edition
2. Pass-By trip were calculated with the methodology used in chapter 5 of the ITE Trip Generation Handbook, 10th Edition.
Table 9. Existing Land Use Trip Generation

130
Single Family Detached Housing 2101 81 48 129 24 72 96
Units
NOTES:
1. Institute of Transportation Engineers (ITE) report, Trip Generation, 10th Edition
Trip Distribution
The planned land use was reviewed in combination with the existing traffic patterns and land uses near
the project area to determine how the site generated trips would travel to and from the proposed
development. Subsequently, the site-generated trips were distributed through the study area.
The distribution of site-generated trips is summarized in Figure 5 and Figure 6 for each scenario 1 and
scenario 2, respectively.
To calculate the 2020 and 2038 project volumes, the site-generated trips were added to the PM
balanced 2020 and 2038 background turning movement volumes for each scenario. Additionally,
existing trips for the site were estimated based on ITE trip generation rates and removed from the
network. The resulting build turning movement volumes are summarized in Table 7. Scenario 1 Trip
Generation through Table 10. Summary of Opening Year 2020 Project Operations.
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5%
10%
0%
0%
5% 0%
5% 0%
5%
1 0%
5%
0%
5% 5% 2 A 3 0% 0% 0% 0%
10%
15% 15%
25%
5% 5%
10%
20% 20% Development Site B
30%
25% 20%
C
20% 20% 4 5 6 7
15% 45%
10% 20% 45%
10%
10%
25%
10% 10%
30% 5%
Gateway at International Gateway at Game Farm Game Farm Road at

I-5 SB Ramps at Beltline A Access Driveway
Way Road Maple Island Road
1 2 3 4 A
*
15 (24)
10 WBR0 20 WBR9 30 WBR0 40 WBR37 (8) 90 WBR0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
WBT0 WBT0 WBT0 WBT27 (4) WBT0 (0)
-2
0
6
0
0
0
6
0
0
SBRSBTSBL WBL0 SBRSBTSBL WBL64 SBRSBTSBL WBL0 SBRSBTSBL WBL0 (0) SBRSBTSBL WBL-2 (-1)
0EBL NBLNBTNBR 0EBL NBLNBTNBR -1EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR
0 (0)
0 (0)
0 (0)
73 (14)
0 (0)
-1 (-2)
0EBT
0
9
0
0EBT
0
0
37
0EBT
0
0
0
15 (28)EBT 0 (0)EBT
0EBR 0EBR 0EBR 0 (0)EBR 43 (73)EBR
TEV = 15 TEV = 116 TEV = -3 TEV = 57 (56) TEV = 113 (84)

Game Farm Road at
I-5 NB Ramps at Beltline Gateway at Beltline B Access Driveway C Access Driveway
Beltline
5 * 6 7 B C
58 (12)
40 (17)
50 WBR24 (6) 60 WBR0 (0) 70 WBR-27 ## WBR0 (0) ## WBR23 (21)
0 (0)
0 (0)
0 (0)
5 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
WBT64 (12) WBT30 (6) WBT23 WBT0 (0) WBT-7 (-11)
14
-7
0
SBRSBTSBL WBL0 (0) SBRSBTSBL WBL3 (0) SBRSBTSBL WBL0 SBRSBTSBL WBL0 (0) SBRSBTSBL WBL0 (0)
0 (0)EBL NBLNBTNBR 35 (58)EBL NBLNBTNBR 19EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR
0 (0)
0 (0)
23 (37)
0 (0)
3 (6)
1 (3)
-8 (31)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0
0
0
30 (52)EBT 18 (30)EBT 0EBT 0 (0)EBT 19 (33)EBT

0 (0)EBR 0 (0)EBR 0EBR 6 (-21)EBR 0 (0)EBR
EBR2
TEV = 141 (107) TEV = 153 (115) TEV = 22 TEV = -2 (10) TEV = 75 (60)
TIS
Figure 5
Future
PM (AM) Peak Hour Volume
## (##)
(Hotel+Residential+Convension Center - Existing Residential)
Stop Control PM (AM) Peak Hour Site
TEV: Total Entering Volume # Study Area Intersection
Generated Trips (Scenario 1)
# Existing Residential Distribution A B Proposed Site Full Access Point

# Hotel Distribution Proposed Site Right-in/Right-out Output Direction
C
# Residential Distribution Access Point Input Direction
# Convention Center Disribution Free turn movement volume excluded
* Does NOT impact signal operation
15 of 241
0%
5% 0%
5% 0%
5%
5%
1 5%
0%
A 3 0% 0% 0%
5% 5% 2
10%
5% 5%
10%
5% 5%
5%
Development Site B
20% C
15% 4 5 6 7
20%
45%
10% 35%
10%
10% 45%
10%
35%
5%

1 2 3 4 A
10 WBR0 20 WBR10 30 WBR0 40 * WBR9 (1) 90 WBR0 (0)
0 (0)
0 (0)
8 (6)
0 (0)
0 (0)
0 (0)
WBT0 WBT0 WBT0 WBT29 (7) WBT0 (0)
-2
0
8
0
0
0
8
0
0
SBRSBTSBL WBL0 SBRSBTSBL WBL82 SBRSBTSBL WBL0 SBRSBTSBL WBL0 (0) SBRSBTSBL WBL-2 (0)
0EBL NBLNBTNBR 0EBL NBLNBTNBR -1EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR
0 (0)
0 (0)
0 (0)
92 (27)
0 (0)
-1 (-1)
0EBT
0
10
0
0EBT
0
0
70
0EBT
0
0
0
23 (18)EBT 0 (0)EBT
TEV = 18 TEV = 170 TEV = -3 TEV = 60 (31) TEV = 167 (82)

Game Farm Road at
Beltline
5 6 7 B C
*
50 (17)
49 (23)
50 WBR10 (3) 60 WBR0 (0) 70 WBR-9 ## WBR0 (0) ## WBR64 (38)
32 (7)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
WBT38 (8) WBT16 (4) WBT64 WBT0 (0) WBT-7 (-11)
69
-7
0
0 (0)
0 (0)
7 (6)
0 (0)
45 (30)
23 (16)
27 (31)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0
0
0
32 (24)EBT 13 (10)EBT 0EBT 0 (0)EBT 36 (26)EBT

0 (0)EBR 0 (0)EBR 0EBR 61 (5)EBR 0 (0)EBR
EBR2
TEV = 87 (41) TEV = 230 (113) TEV = 153 TEV = 88 (36) TEV = 142 (76)
TIS
Figure 6
Future
PM (AM) Peak Hour Volume
## (##)
(Residential+Shopping Center - Existing Residential)
Stop Control PM (AM) Peak Hour Site
Generated Trips (Scenario 2)
# Existing Residential Distribution A B Proposed Site Full Access Point

# Residential Distribution Proposed Site Right-in/Right-out Output Direction
C
# Shopping Center Distrubution Access Point Input Direction
Free turn movement volume excluded
16 of 241
1
A 3
2
Development Site B
C
4 5 6 7

1 2 3 4 A
*
210 (214)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
641
835
156
125
WBT5 WBT5 WBT110 WBT927 (489) WBT161 (NA)

50
53
5
SBRSBTSBL WBL300 SBRSBTSBL WBL244 SBRSBTSBL WBL0 SBRSBTSBL WBL0 (0) SBRSBTSBL WBL2 (1)
20EBL NBLNBTNBR 10EBL NBLNBTNBR 4EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR 0 (0)EBL NBLNBTNBR
0 (0)
0 (0)
0 (0)
89 (39)
0 (0)
1 (2)
5EBT
20
439
130
5EBT
55
500
77
140EBT
0
0
0
910 (973)EBT 143 (NA)EBT

TEV = 1815 TEV = 2041 TEV = 472 TEV = 2047 (1676) TEV = 468 (118)
Game Farm Road at
Beltline
5 6 7 B C
*
648 (252)
340 (145)
135 (100)
392 (NA)
40 (17)
50 WBR254 (156) 60 WBR90 (90) 70 WBR118 ## WBR0 (0) ## WBR23 (21)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
334
WBT1754 (842) WBT745 (381) WBT748 WBT0 (0) WBT818 (NA)

93
0
0 (0)
0 (0)
263 (642)
615 (365)
283 (266)
91 (73)
41 (46)
126 (NA)
0 (0)
0 (0)
0 (0)
0 (0)
0
0
0
1120 (1187)EBT 563 (805)EBT 705EBT 0 (0)EBT 754 (NA)EBT

EBR2
TIS
Figure 7
Future (2020) Build Scenario 1
## (##) PM (AM) Peak Hour Volume Stop Control PM (AM) Peak Hour Traffic
Volumes
Free turn movement volume excluded Proposed Site Full Access Point
* Does NOT impact signal operation A B
Proposed Site Right-in/Right-out Output Direction
C
Access Point Input Direction
17 of 241
1
A 3
2
Development Site B
C
4 5 6 7

1 2 3 4 A
*
203 (196)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
643
835
158
125

50
53
5
0 (0)
0 (0)
0 (0)
108 (52)
0 (0)
1 (2)
5EBT
20
440
130
5EBT
55
500
110
140EBT
0
0
0
918 (963)EBT 143 (NA)EBT

Game Farm Road at
Beltline
5 6 7 B C
*
622 (247)
385 (162)
135 (100)
392 (NA)
49 (23)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
389

93
0
0 (0)
0 (0)
247 (611)
615 (365)
325 (290)
113 (86)
76 (46)
126 (NA)
0 (0)
0 (0)
0 (0)
0 (0)
0
0
0

EBR2
TIS
Figure 8
Future (2020) Build Scenario 2
## (##) PM (AM) Peak Hour Volume Stop Control PM (AM) Peak Hour Traffic
Volumes
Free turn movement volume excluded Proposed Site Full Access Point
* Does NOT impact signal operation A B
Proposed Site Right-in/Right-out Output Direction
C
Access Point Input Direction
18 of 241
1
A 3
2
Development Site B
C
4 5 6 8 7

1 2 3 4 A
*
355 (319)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
931
105
830
401
135

68
5
0 (0)
0 (0)
0 (0)
89 (39)
0 (0)
1 (2)
5EBT
20
664
145
5EBT
60
620
157
210EBT
0
0
0
1200 (1183)EBT 213 (NA)EBT

Game Farm Road at
Beltline
5 6 7 B C
*
803 (397)
355 (150)
145 (110)
437 (NA)
40 (17)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
108
364

0
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
258 (662)
41 (46)
126 (NA)
0 (0)
0 (0)
0 (0)
0 (0)
0
0
0

EBR2
Hutton St at Beltline TIS

8 Signal Control
80 WBR0 (0) Figure 9
0 (0)
0 (0)
0 (0)
WBT1133 (776)
Roundabout
SBRSBTSBL WBL0 (0) Future (2038) Build Scenario 1
Stop Control PM (AM) Peak Hour Traffic
Legend
0 (0)EBL NBLNBTNBR
# Study Area Intersection
Volumes
0 (0)
1003 (771)
101 (73)
858 (1016)EBT
0 (0)EBR A B Proposed Site Full Access Point Turning Movement
Proposed Site Right-in/Right-out ## (##) PM (AM) Peak Hour Volume
C
TEV = 3095 (2636) Access Point TEV: Total Entering Volume
Output Direction Input Direction
19 of 241
1
A 3
2
Development Site B
C
4 5 6 8 7

1 2 3 4 A
*
348 (301)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
933
105
830
403
135

68
5
0 (0)
0 (0)
0 (0)
108 (52)
0 (0)
1 (2)
5EBT
20
665
145
5EBT
60
620
190
210EBT
0
0
0
1209 (1173)EBT 213 (NA)EBT

Game Farm Road at
Beltline
5 6 7 B C
*
777 (392)
400 (167)
145 (110)
437 (NA)
49 (23)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
108
419

0
0 (0)
0 (0)
0 (0)
0 (0)
0 (0)
242 (631)
76 (46)
126 (NA)
0 (0)
0 (0)
0 (0)
0 (0)
0
0
0

EBR2
Hutton St at Beltline TIS

8 Signal Control
80 WBR0 (0) Figure 10
0 (0)
0 (0)
0 (0)
WBT1142 (784)
Roundabout
SBRSBTSBL WBL0 (0) Future (2038) Build Scenario 2
Stop Control PM (AM) Peak Hour Traffic
Legend
0 (0)EBL NBLNBTNBR
# Study Area Intersection
Volumes
0 (0)
1045 (795)
123 (86)
853 (995)EBT
0 (0)EBR A B Proposed Site Full Access Point Turning Movement
Proposed Site Right-in/Right-out ## (##) PM (AM) Peak Hour Volume
C
TEV = 3163 (2660) Access Point TEV: Total Entering Volume
Output Direction Input Direction
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Traffic operations were evaluated for the same intersections and times as the background section. The
operational findings are described in Table 10 for 2020. The roadway network for the 2020 build analysis
is the same as the background analysis. Table 11 summarizes the operational results of the 2038 build
analysis, which includes the three projects from the TSP included in the background analysis. Detailed
analysis worksheets are available in Appendix G and Appendix H for 2020 and 2038 respectively.
Table 10. Summary of Opening Year 2020 Project Operations

Critical V/C or LOS
Intersection Movement S1 S2
PM Peak Hour
1 Gateway at International Way (Signalized) Overall LOS C LOS C
2 Gateway at Game Farm Road (Signalized) Overall LOS D LOS E
3 Game Farm Road at Maple Island Road (Roundabout) Overall LOS A LOS A
4 I-5 SB Ramps at Beltline (Signalized) Overall 0.42 0.41
5 I-5 NB Ramps at Beltline (Signalized) Overall 0.53 0.53
6 Gateway at Beltline (Signalized) Overall 0.86 0.88
7 Game Farm Road at Beltline (Signalized) Overall LOS B LOS B
A North Full Access on Game Farm Road (Unsignalized) NBLR LOS B LOS B
B East Full Access on Game Farm Road (Unsignalized) EBLR LOS B LOS B
C South Right-in/Right-Out on Beltline (Unsignalized) SBR LOS B LOS B
AM Peak Hour
Under 2020 project conditions, all study intersections are expected to meet applicable mobility targets
under both land use scenarios with the exception of Gateway at Game Farm Road during the PM Peak
Hour for Scenario 2. This intersection is expected to exceed the City of Springfield mobility target of LOS
D and operate with a LOS E.
Table 11. Summary of Future Year 2038 Project Operations

Critical V/C or LOS
PM Peak Hour
1 Gateway at International Way (Signalized) Overall LOS B LOS B
2 Gateway at Game Farm Road (Signalized) Overall LOS D LOS D
3 Game Farm Road at Maple Island Road (Roundabout) Overall LOS A LOS A
7 Game Farm Road at Beltline (Signalized) Overall LOS B LOS B
LOS B LOS B
New Beltline at Hutton (Signalized) Overall
0.67 0.68
AM Peak Hour
21 of 241
Critical V/C or LOS
LOS A LOS A
New Beltline at Hutton (Signalized) Overall
0.59 0.59
Under 2038 project conditions, all study intersection are expected to meet applicable mobility targets in
both land use scenarios.
Based on the operational results for 2020 and 2038, no mitigation is required for the assumed highest
and best uses analyzed in this study.
Under 2020 project conditions, the intersection of Gateway at Game Farm Road is expected to exceed
the City of Springfield’s mobility target during the PM Peak Hour for Scenario 2. This intersection was
analyzed further to determine what improvements could be made to mitigate the operations back to
the City standard. This signal is currently operating with an 80 second cycle length. By increasing the
cycle length to 95 seconds and optimizing the splits, this intersection would be expected to operate at a
LOS of B, well below the City mobility target of LOS D.
Division 12 of the Oregon Administrative Rule, prepared by the Department of Land Conservation and
Development, implements Statewide Planning Goal 12 (Transportation). OAR 660-12-0060 addresses
Plan and Land Use Amendments and requires that allowed land uses are consistent with the identified
function, capacity, and performance standards (e.g. level of service, volume to capacity ratio, etc.) of the
transportation system. If a plan or land use amendment is found to significantly affect a transportation
facility, then the rules require the local government to adopt measures to reduce the impact to non-
significant.
The Springfield Mixed-Use development, located within the City of Springfield, is seeking a change in
zoning from Commercial and Low Density Residential to Commercial Mixed Use. Land use Scenario 2
represents the highest and best use of the site that results in a moderate increase in vehicular trips. This
increase, plus the growth in background trips, was modelled to analyze a future 20-year planning
horizon.
The results of the forecast year (2038) analysis are summarized in Table 10. All study area intersections
are expected to operate within the applicable jurisdictional standards for land use Scenario 1 and 2. This
TIS has determined that the proposed zone change would not result in a significant impact to the
transportation system. Thus, the proposed zoning change is compliant with the Transportation Planning
Rule.
Approval of the proposed zoning of Commercial Mixed Use would not result in a significant effect to the
existing or planned transportation facilities in the opening year of 2020 or the 20-year planning horizon
of 2038.
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With signal timing optimization at the intersection of Gateway at Game Farm Road, all study area
intersections are projected to meet the ODOT and City mobility targets in the opening year of 2020. For
the forecast year of 2038, all study area intersections are projected to meet the ODOT and City mobility
targets with currently planned improvements. A detailed safety analysis determined that safety oriented
mitigations are not necessary, and that there are no trends that would be magnified by the proposed
redevelopment of the project site.
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APPENDIX A –
Existing Traffic Counts
APPENDIX
24 of 241
25 of 241
Date Counted: 4/11/2018
Location/Intersection: Gateway St & International Way
Direction Counted: Southbound Thru
Class 1 Class 2 Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 Class 9 Class 10 Class 11 Class 12 Class 13
Motorcycles Cars & Trailers 2 Axle Long Buses 2 Axle 6 Tire 3 Axle Single 4 Axle Single <5 Axle Double 5 Axle Double > 6 Axle Double <6 Axle Multi 6 Axle Multi >6 Axle Multi Interval Total
2:00 PM 0 47 47 2 1 0 0 1 0 0 0 0 0 98
2:15 PM 0 52 44 2 1 0 0 0 0 0 0 0 0 99
2:30 PM 0 45 48 0 0 0 0 0 0 0 0 0 0 93
2:45 PM 0 64 49 0 4 0 0 0 0 0 0 0 0 117
3:00 PM 0 68 61 2 1 0 0 0 0 0 0 0 0 132
3:15 PM 0 58 60 1 2 0 0 0 0 0 0 0 0 121
3:30 PM 0 63 67 0 1 0 0 0 0 0 0 0 0 131
3:45 PM 0 66 47 2 1 0 0 1 0 0 0 0 0 117
4:00 PM 0 70 82 0 2 0 0 1 1 0 0 0 0 156
4:15 PM 0 63 58 0 2 0 0 0 0 0 0 0 0 123
4:30 PM 0 63 91 1 0 0 0 0 0 0 0 0 0 155
4:45 PM 0 80 68 0 2 0 0 0 0 0 0 0 0 150
5:00 PM 0 75 68 1 1 0 0 0 0 0 0 0 0 145
5:15 PM 0 76 72 0 1 0 0 0 0 0 0 0 0 149
5:30 PM 0 56 68 2 1 0 0 0 0 0 0 0 0 127
5:45 PM 0 51 48 1 0 0 0 0 0 0 0 0 0 100
Total 0 997 978 14 20 0 0 3 1 0 0 0 0
2013
% 0.00% 49.53% 48.58% 0.70% 0.99% 0.00% 0.00% 0.15% 0.05% 0.00% 0.00% 0.00% 0.00%

26 of 241
Direction Counted: Southbound Left
2:00 PM 0 6 3 0 0 0 0 0 0 0 0 0 0 9
2:15 PM 0 8 3 0 0 0 0 0 0 0 0 0 0 11
2:30 PM 0 5 2 0 0 0 0 0 0 0 0 0 0 7
2:45 PM 0 4 5 0 0 0 0 0 0 0 0 0 0 9
3:00 PM 0 6 4 1 0 0 0 0 0 0 0 0 0 11
3:15 PM 0 1 4 0 0 0 0 0 0 0 0 0 0 5
3:30 PM 0 7 7 0 0 0 0 0 0 0 0 0 0 14
3:45 PM 0 4 4 0 1 0 0 0 0 0 0 0 0 9
4:00 PM 0 10 5 0 2 0 0 0 0 0 0 0 0 17
4:15 PM 0 4 4 0 0 0 0 0 0 0 0 0 0 8
4:30 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
4:45 PM 0 6 4 0 0 0 0 0 0 0 0 0 0 10
5:00 PM 0 3 6 0 1 0 0 0 0 0 0 0 0 10
5:15 PM 0 8 7 0 0 0 0 0 0 0 0 0 0 15
5:30 PM 0 8 6 0 0 0 0 0 0 0 0 0 0 14
5:45 PM 0 2 5 0 0 0 0 0 0 0 0 0 0 7
Total 0 87 73 1 4 0 0 0 0 0 0 0 0
165
% 0.00% 52.73% 44.24% 0.61% 2.42% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

27 of 241
Direction Counted: Southbound Right
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
3:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 1 5 0 0 0 0 0 0 0 0 0 0
6
% 0.00% 16.67% 83.33% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

28 of 241
Direction Counted: Westbound Thru
2:00 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 1 2 0 1 0 0 0 0 0 0 0 0 4
3:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:00 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
5:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
Total 0 9 8 0 1 0 0 0 0 0 0 0 0
18
% 0.00% 50.00% 44.44% 0.00% 5.56% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

29 of 241
Direction Counted: Westbound Left
2:00 PM 0 28 17 1 0 0 0 0 0 0 0 0 0 46
2:15 PM 0 14 19 1 0 0 0 0 0 0 0 0 0 34
2:30 PM 0 31 37 0 1 0 0 0 0 0 0 0 0 69
2:45 PM 0 17 13 0 0 0 0 0 0 0 0 0 0 30
3:00 PM 0 39 49 1 1 0 0 0 1 0 0 0 0 91
3:15 PM 0 19 29 1 2 0 0 0 0 0 0 0 0 51
3:30 PM 0 40 41 1 0 0 0 0 0 0 0 0 0 82
3:45 PM 0 15 25 0 3 0 0 0 0 0 0 0 0 43
4:00 PM 0 35 45 1 2 0 0 0 0 0 0 0 0 83
4:15 PM 0 20 35 1 1 0 0 0 0 0 0 0 0 57
4:30 PM 0 22 51 1 2 0 0 1 0 0 0 0 0 77
4:45 PM 0 30 29 0 0 0 0 0 1 0 0 0 0 60
5:00 PM 0 52 49 1 0 0 0 0 0 0 0 0 0 102
5:15 PM 0 25 29 1 0 1 0 0 0 0 0 0 0 56
5:30 PM 0 23 26 1 1 0 0 0 0 0 0 0 0 51
5:45 PM 0 14 29 0 0 0 0 1 0 0 0 0 0 44
Total 0 424 523 11 13 1 0 2 2 0 0 0 0
976
% 0.00% 43.44% 53.59% 1.13% 1.33% 0.10% 0.00% 0.20% 0.20% 0.00% 0.00% 0.00% 0.00%

30 of 241
Direction Counted: Westbound Right
2:00 PM 0 7 5 0 0 0 0 0 0 0 0 0 0 12
2:15 PM 0 0 5 0 0 0 0 0 0 0 0 0 0 5
2:30 PM 0 6 25 1 0 0 0 0 0 0 0 0 0 32
2:45 PM 0 4 11 0 0 0 0 0 0 0 0 0 0 15
3:00 PM 0 10 11 0 0 0 0 0 0 0 0 0 0 21
3:15 PM 0 5 13 0 2 0 0 0 0 0 0 0 0 20
3:30 PM 0 3 12 0 0 0 0 0 0 0 0 0 0 15
3:45 PM 0 7 9 0 0 0 0 0 0 0 0 0 0 16
4:00 PM 0 13 16 0 0 0 0 0 0 0 0 0 0 29
4:15 PM 0 11 19 0 0 0 0 0 0 0 0 0 0 30
4:30 PM 0 7 15 0 0 0 0 0 0 0 0 0 0 22
4:45 PM 0 8 15 0 0 0 0 0 0 0 0 0 0 23
5:00 PM 0 21 27 0 0 0 0 0 0 0 0 0 0 48
5:15 PM 0 14 16 0 0 0 0 0 0 0 0 0 0 30
5:30 PM 0 9 10 0 0 0 0 0 0 0 0 0 0 19
5:45 PM 0 7 11 0 0 0 0 0 0 0 0 0 0 18
Total 0 132 220 1 2 0 0 0 0 0 0 0 0
355
% 0.00% 37.18% 61.97% 0.28% 0.56% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

31 of 241
Direction Counted: Northbound Thru
2:00 PM 0 38 50 0 1 0 0 0 0 0 0 0 0 89
2:15 PM 0 43 49 2 1 1 0 0 0 0 0 0 0 96
2:30 PM 0 25 46 0 2 0 0 0 0 0 0 0 0 73
2:45 PM 0 31 43 1 0 0 0 0 0 0 0 0 0 75
3:00 PM 0 43 50 0 1 0 0 0 0 0 0 0 0 94
3:15 PM 0 46 42 1 1 0 0 0 0 0 0 0 0 90
3:30 PM 0 44 63 0 1 0 0 0 0 0 0 0 0 108
3:45 PM 0 33 60 2 0 0 0 1 0 0 0 0 0 96
4:00 PM 0 45 50 0 1 1 0 0 0 0 0 0 0 97
4:15 PM 0 30 45 1 1 0 0 0 0 0 0 0 0 77
4:30 PM 0 30 55 0 0 1 0 0 0 0 0 0 0 86
4:45 PM 0 43 48 1 1 0 0 0 0 0 0 0 0 93
5:00 PM 0 42 68 0 0 0 0 0 0 0 0 0 0 110
5:15 PM 0 46 71 1 0 0 0 0 0 0 0 0 0 118
5:30 PM 0 53 55 0 2 0 0 0 0 0 0 0 0 110
5:45 PM 0 37 53 1 1 0 0 0 0 1 0 0 0 93
Total 0 629 848 10 13 3 0 1 0 1 0 0 0
1505
% 0.00% 41.79% 56.35% 0.66% 0.86% 0.20% 0.00% 0.07% 0.00% 0.07% 0.00% 0.00% 0.00%

32 of 241
Direction Counted: Northbound Left
2:00 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
2:15 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
2:30 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
2:45 PM 0 2 3 0 1 0 0 0 0 0 0 0 0 6
3:00 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
3:15 PM 0 1 8 0 0 0 0 0 0 0 0 0 0 9
3:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
3:45 PM 0 2 4 0 0 0 0 0 0 0 0 0 0 6
4:00 PM 0 3 5 0 0 0 0 0 0 0 0 0 0 8
4:15 PM 0 2 1 0 0 0 0 0 0 0 0 0 0 3
4:30 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
4:45 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
5:00 PM 0 3 1 0 0 0 0 0 0 0 0 0 0 4
5:15 PM 0 1 4 0 0 0 0 0 0 0 0 0 0 5
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
Total 0 29 41 0 1 0 0 0 0 0 0 0 0
71
% 0.00% 40.85% 57.75% 0.00% 1.41% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

33 of 241
Direction Counted: Northbound Right
2:00 PM 0 5 16 1 0 0 0 0 0 0 0 0 0 22
2:15 PM 0 12 22 0 2 0 0 0 0 0 0 0 0 36
2:30 PM 0 14 20 1 2 0 0 0 0 0 0 0 0 37
2:45 PM 0 14 21 1 0 0 0 0 0 0 0 0 0 36
3:00 PM 0 5 13 1 0 0 0 0 0 0 0 0 0 19
3:15 PM 0 7 16 0 1 0 0 0 0 0 0 0 0 24
3:30 PM 0 8 11 1 6 0 0 0 0 0 0 0 0 26
3:45 PM 0 9 11 1 3 0 0 0 0 0 0 0 0 24
4:00 PM 0 15 13 0 4 0 0 0 0 0 0 0 0 32
4:15 PM 0 11 14 1 1 0 0 0 0 0 0 0 0 27
4:30 PM 0 11 14 1 1 0 0 1 0 0 0 0 0 28
4:45 PM 0 15 17 0 1 0 0 0 1 0 0 0 0 34
5:00 PM 0 15 15 1 4 0 0 0 0 0 0 0 0 35
5:15 PM 0 10 19 0 2 0 0 0 0 0 0 0 0 31
5:30 PM 0 17 20 1 0 0 0 0 0 0 0 0 0 38
5:45 PM 0 12 14 1 0 0 0 0 0 0 0 0 0 27
Total 0 180 256 11 27 0 0 1 1 0 0 0 0
476
% 0.00% 37.82% 53.78% 2.31% 5.67% 0.00% 0.00% 0.21% 0.21% 0.00% 0.00% 0.00% 0.00%

34 of 241
Direction Counted: Eastbound Thru
2:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
3:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 5 5 0 0 0 0 0 0 0 0 0 0
10
% 0.00% 50.00% 50.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

35 of 241
Direction Counted: Eastbound Left
2:00 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
2:15 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 3
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
3:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
3:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
3:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 1 2 0 0 0 0 0 0 0 0 0 0 3
4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 0 0 4 0 0 0 0 0 0 0 0 0 0 4
5:00 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
5:15 PM 0 0 4 0 0 0 0 0 0 0 0 0 0 4
5:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
5:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 11 26 0 0 0 0 0 0 0 0 0 0
37
% 0.00% 29.73% 70.27% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

36 of 241
Direction Counted: Eastbound Right
2:00 PM 0 7 5 0 0 0 0 0 0 0 0 0 0 12
2:15 PM 0 5 5 0 0 0 0 0 0 0 0 0 0 10
2:30 PM 0 8 3 0 0 0 0 0 0 0 0 0 0 11
2:45 PM 0 6 5 0 0 0 0 0 0 0 0 0 0 11
3:00 PM 0 3 5 0 1 0 0 0 0 0 0 0 0 9
3:15 PM 0 4 7 0 0 0 0 0 0 0 0 0 0 11
3:30 PM 0 6 8 0 1 0 0 0 0 0 0 0 0 15
3:45 PM 0 1 14 0 0 0 0 0 0 0 0 0 0 15
4:00 PM 0 11 12 0 0 0 0 0 0 0 0 0 0 23
4:15 PM 0 9 6 0 0 0 0 0 0 0 0 0 0 15
4:30 PM 0 7 10 0 0 0 0 0 0 0 0 0 0 17
4:45 PM 0 6 9 0 0 0 0 0 0 0 0 0 0 15
5:00 PM 0 10 12 0 0 0 0 0 0 0 0 0 0 22
5:15 PM 0 8 5 0 1 0 0 0 0 0 0 0 0 14
5:30 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
5:45 PM 0 1 5 0 0 0 0 0 0 0 0 0 0 6
Total 0 97 114 0 3 0 0 0 0 0 0 0 0
214
% 0.00% 45.33% 53.27% 0.00% 1.40% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

37 of 241
Direction Counted: Bicycles
SBT SBL SBR WBT WBL WBR NBT NBL NBR EBT EBL EBR
Interval Total
2:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 2 0 0 0 0 0 0 0 0 0 0 0 2
3:00 PM 0 0 0 0 0 0 2 0 0 0 0 0 2
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 1
4:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 1 1 0 0 0 0 0 2
5:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 1
5:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
Total 3 0 0 0 1 3 7 0 0 0 0 0 14
0 0 0 0 0 2 2 0 0 0 0 0
EBL 0

EBT 0
EBR 0
WBL 0
WBT 0
WBR 2
NBL 0
NBT 2
NBR 0
SBL 0
SBT 0
SBR 0
38 of 241
Direction Counted: Pedestrians
North Leg East Leg South Leg West Leg

Interval Total
2:00 PM 0 0 0 0 0
2:15 PM 0 0 0 0 0
2:30 PM 0 0 0 0 0
2:45 PM 0 1 0 0 1 EB 0
3:00 PM 0 2 0 0 2 WB 6
3:15 PM 0 0 0 0 0 NB 3
3:30 PM 2 0 0 0 2 SB 0
3:45 PM 0 0 0 0 0
4:00 PM 0 0 0 0 0
4:15 PM 1 1 0 0 2
4:30 PM 3 1 0 0 4
4:45 PM 3 2 0 0 5
5:00 PM 0 0 0 0 0
5:15 PM 0 0 0 0 0
5:30 PM 0 0 0 3 3
5:45 PM 0 0 1 1 2
Total 9 7 1 4 21

39 of 241
Location/Intersection: Gateway St & Game Farm Rd
2:00 PM 0 64 66 3 1 0 0 1 0 0 0 0 0 135
2:15 PM 0 57 55 1 1 0 0 0 0 0 0 0 0 114
2:30 PM 0 64 84 1 1 0 0 0 0 0 0 0 0 150
2:45 PM 0 68 57 1 2 0 0 0 0 0 0 0 0 128
3:00 PM 0 98 99 3 3 0 0 0 1 0 0 0 0 204
3:15 PM 0 63 76 2 4 0 0 0 0 0 0 0 0 145
3:30 PM 0 102 95 1 1 0 0 0 0 0 0 0 0 199
3:45 PM 0 68 84 1 3 0 0 1 0 0 0 0 0 157
4:00 PM 0 103 114 2 3 0 0 1 1 0 0 0 0 224
4:15 PM 0 79 89 1 3 0 0 0 0 0 0 0 0 172
4:30 PM 0 87 130 2 2 0 0 1 0 0 0 0 0 222
4:45 PM 0 91 99 0 0 0 0 0 1 0 0 0 0 191
5:00 PM 0 124 98 2 1 0 0 0 0 0 0 0 0 225
5:15 PM 0 90 96 1 2 1 0 0 0 0 0 0 0 190
5:30 PM 0 77 71 3 2 0 0 0 0 0 0 0 0 153
5:45 PM 0 64 64 0 1 0 0 1 0 0 0 0 0 130
Total 0 1299 1377 24 30 1 0 5 3 0 0 0 0
2739
% 0.00% 47.43% 50.27% 0.88% 1.10% 0.04% 0.00% 0.18% 0.11% 0.00% 0.00% 0.00% 0.00%

40 of 241
2:00 PM 0 7 14 0 0 0 0 0 0 0 0 0 0 21
2:15 PM 0 10 18 1 0 0 0 0 0 0 0 0 0 29
2:30 PM 0 11 9 0 0 0 0 0 0 0 0 0 0 20
2:45 PM 0 13 16 0 1 0 0 0 0 0 0 0 0 30
3:00 PM 0 15 13 0 0 0 0 0 0 0 0 0 0 28
3:15 PM 0 18 10 0 0 0 0 0 0 0 0 0 0 28
3:30 PM 0 17 11 0 0 0 0 0 0 0 0 0 0 28
3:45 PM 0 14 14 0 1 0 0 0 0 0 0 0 0 29
4:00 PM 0 14 17 0 1 0 0 0 0 0 0 0 0 32
4:15 PM 0 15 14 0 0 0 0 0 0 0 0 0 0 29
4:30 PM 0 10 14 0 0 0 0 0 0 0 0 0 0 24
4:45 PM 0 22 7 0 1 0 0 0 0 0 0 0 0 30
5:00 PM 0 20 16 0 0 0 0 0 0 0 0 0 0 36
5:15 PM 0 19 15 0 0 0 0 0 0 0 0 0 0 34
5:30 PM 0 20 16 0 0 0 0 0 0 0 0 0 0 36
5:45 PM 0 12 8 0 0 0 0 0 0 0 0 0 0 20
Total 0 237 212 1 4 0 0 0 0 0 0 0 0
454
% 0.00% 52.20% 46.70% 0.22% 0.88% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

41 of 241
2:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 2 1 0 0 0 0 0 0 0 0 0 0 3
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 3
3:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 2
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 6 10 0 1 0 0 0 0 0 0 0 0
17
% 0.00% 35.29% 58.82% 0.00% 5.88% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

42 of 241
Direction Counted: Southbound U-Turn
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
2:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 2 1 0 0 0 0 0 0 0 0 0 0
3
% 0.00% 66.67% 33.33% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

43 of 241
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
Total 0 7 5 0 0 0 0 0 0 0 0 0 0
12
% 0.00% 58.33% 41.67% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

44 of 241
2:00 PM 0 16 3 0 0 0 0 0 0 0 0 0 0 19
2:15 PM 0 11 4 0 0 0 0 0 0 0 0 0 0 15
2:30 PM 0 11 7 0 0 0 0 0 0 0 0 0 0 18
2:45 PM 0 12 6 0 0 0 0 0 0 0 0 0 0 18
3:00 PM 0 17 4 0 0 0 0 0 0 0 0 0 0 21
3:15 PM 0 11 9 0 0 0 0 0 0 0 0 0 0 20
3:30 PM 0 18 10 0 1 0 0 0 0 0 0 0 0 29
3:45 PM 0 13 14 0 0 0 0 0 0 0 0 0 0 27
4:00 PM 0 22 10 0 0 0 0 0 0 0 0 0 0 32
4:15 PM 0 15 10 0 0 0 0 0 0 0 0 0 0 25
4:30 PM 0 16 12 0 0 0 0 0 0 0 0 0 0 28
4:45 PM 0 18 12 0 0 0 0 0 0 0 0 0 0 30
5:00 PM 0 50 17 0 0 0 0 0 0 0 0 0 0 67
5:15 PM 0 19 15 0 0 0 0 0 0 0 0 0 0 34
5:30 PM 1 8 11 0 0 0 0 0 0 0 0 0 0 20
5:45 PM 0 10 8 0 0 0 0 0 0 0 0 0 0 18
Total 1 267 152 0 1 0 0 0 0 0 0 0 0
421
% 0.24% 63.42% 36.10% 0.00% 0.24% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

45 of 241
2:00 PM 0 9 4 0 0 0 0 0 0 0 0 0 0 13
2:15 PM 0 11 7 0 0 0 0 0 0 0 0 0 0 18
2:30 PM 0 10 6 0 1 0 0 0 0 0 0 0 0 17
2:45 PM 0 10 8 0 0 0 0 0 0 0 0 0 0 18
3:00 PM 0 11 7 0 1 0 0 0 0 0 0 0 0 19
3:15 PM 0 11 3 0 0 0 0 0 0 0 0 0 0 14
3:30 PM 0 16 6 0 0 0 0 0 0 0 0 0 0 22
3:45 PM 0 15 9 1 0 0 0 0 0 0 0 0 0 25
4:00 PM 0 15 4 0 0 0 0 0 0 0 0 0 0 19
4:15 PM 0 8 5 0 0 0 0 0 0 0 0 0 0 13
4:30 PM 0 11 12 0 0 0 0 0 0 0 0 0 0 23
4:45 PM 0 13 10 0 1 0 0 0 0 0 0 0 0 24
5:00 PM 0 12 5 0 0 0 0 0 0 0 0 0 0 17
5:15 PM 0 17 8 0 0 0 0 0 0 0 0 0 0 25
5:30 PM 0 17 12 0 1 0 0 0 0 0 0 0 0 30
5:45 PM 0 14 5 0 0 0 0 0 0 0 0 0 0 19
Total 0 200 111 1 4 0 0 0 0 0 0 0 0
316
% 0.00% 63.29% 35.13% 0.32% 1.27% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

46 of 241
2:00 PM 0 58 53 1 0 0 0 0 0 0 0 0 0 112
2:15 PM 0 55 68 2 3 1 0 0 1 0 0 0 0 130
2:30 PM 0 56 44 1 3 0 0 0 0 0 0 0 0 104
2:45 PM 0 51 49 2 1 0 0 0 0 0 0 0 0 103
3:00 PM 0 59 57 1 0 0 0 0 0 0 0 0 0 117
3:15 PM 0 63 48 1 2 0 0 0 0 0 0 0 0 114
3:30 PM 0 58 60 1 7 0 0 0 0 0 0 0 0 126
3:45 PM 0 48 58 2 4 0 0 1 0 0 0 0 0 113
4:00 PM 0 63 57 0 3 1 0 0 0 0 0 0 0 124
4:15 PM 0 54 44 2 3 0 0 0 0 0 0 0 0 103
4:30 PM 0 47 51 1 1 2 0 1 0 0 0 0 0 103
4:45 PM 0 66 50 1 1 0 0 0 1 0 0 0 0 119
5:00 PM 0 61 54 1 4 0 0 0 0 0 0 0 0 120
5:15 PM 0 71 72 1 1 0 0 0 0 0 0 0 0 145
5:30 PM 0 67 54 1 1 0 0 0 0 0 0 0 0 123
5:45 PM 0 53 49 2 0 0 0 0 0 1 0 0 0 105
Total 0 930 868 20 34 4 0 2 2 1 0 0 0
1861
% 0.00% 49.97% 46.64% 1.07% 1.83% 0.21% 0.00% 0.11% 0.11% 0.05% 0.00% 0.00% 0.00%

47 of 241
2:00 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
2:15 PM 0 2 4 0 0 0 0 0 0 0 0 0 0 6
2:30 PM 0 2 1 0 1 0 0 0 0 0 0 0 0 4
2:45 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
3:00 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
3:15 PM 0 3 5 0 0 0 0 0 0 0 0 0 0 8
3:30 PM 0 5 9 0 0 0 0 0 0 0 0 0 0 14
3:45 PM 0 5 1 0 1 0 0 0 0 0 0 0 0 7
4:00 PM 0 3 4 0 0 0 0 0 0 0 0 0 0 7
4:15 PM 0 8 5 0 0 0 0 0 0 0 0 0 0 13
4:30 PM 0 2 1 0 0 0 0 0 1 0 0 0 0 4
4:45 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
5:00 PM 0 11 6 0 0 0 0 0 0 0 0 0 0 17
5:15 PM 0 9 4 0 0 0 0 0 0 0 0 0 0 13
5:30 PM 0 7 6 0 0 0 0 0 0 0 0 0 0 13
5:45 PM 0 10 11 0 1 0 0 0 0 0 0 0 0 22
Total 0 83 68 0 3 0 0 0 1 0 0 0 0
155
% 0.00% 53.55% 43.87% 0.00% 1.94% 0.00% 0.00% 0.00% 0.65% 0.00% 0.00% 0.00% 0.00%

48 of 241
2:00 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
2:15 PM 0 5 5 0 0 0 0 0 0 0 0 0 0 10
2:30 PM 0 0 11 0 0 0 0 0 0 0 0 0 0 11
2:45 PM 0 7 6 0 0 0 0 0 0 0 0 0 0 13
3:00 PM 0 2 6 0 1 0 0 0 0 0 0 0 0 9
3:15 PM 0 5 6 0 0 0 0 0 0 0 0 0 0 11
3:30 PM 0 4 4 0 0 0 0 0 0 0 0 0 0 8
3:45 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
4:00 PM 0 4 3 0 1 0 0 0 0 0 0 0 0 8
4:15 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
4:30 PM 0 2 3 0 0 0 0 0 0 0 0 0 0 5
4:45 PM 0 3 5 0 0 0 0 0 0 0 0 0 0 8
5:00 PM 0 2 10 0 0 0 0 0 0 0 0 0 0 12
5:15 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
5:30 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
5:45 PM 0 4 4 0 0 0 0 0 0 0 0 0 0 8
Total 0 59 79 0 2 0 0 0 0 0 0 0 0
140
% 0.00% 42.14% 56.43% 0.00% 1.43% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

49 of 241
Direction Counted: Northbound U-Turn
2:00 PM 0 3 1 0 0 0 0 1 0 0 0 0 0 5
2:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 5 1 0 0 0 0 0 0 0 0 0 0 6
2:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
3:45 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
4:00 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
4:15 PM 0 3 1 0 0 0 0 0 0 0 0 0 0 4
4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
5:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 2 4 0 0 0 0 0 0 0 0 0 0 6
5:45 PM 0 1 2 0 0 0 0 0 0 0 0 0 0 3
Total 0 27 17 0 0 0 0 1 0 0 0 0 0
45
% 0.00% 60.00% 37.78% 0.00% 0.00% 0.00% 0.00% 2.22% 0.00% 0.00% 0.00% 0.00% 0.00%

50 of 241
2:00 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
2:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
3:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 10 3 0 0 0 0 0 0 0 0 0 0
13
% 0.00% 76.92% 23.08% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

51 of 241
2:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 3
5:15 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 4 10 0 0 0 0 0 0 0 0 0 0
14
% 0.00% 28.57% 71.43% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

52 of 241
2:00 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
2:15 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
2:30 PM 0 2 3 0 0 0 0 0 0 0 0 0 0 5
2:45 PM 0 1 3 0 0 0 0 0 0 0 0 0 0 4
3:00 PM 0 1 2 0 0 0 0 0 0 0 0 0 0 3
3:15 PM 0 2 6 0 0 0 0 0 0 0 0 0 0 8
3:30 PM 0 1 5 0 1 0 0 0 0 0 0 0 0 7
3:45 PM 0 3 1 0 0 0 0 0 0 0 0 0 0 4
4:00 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
4:15 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
4:30 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
4:45 PM 0 1 8 0 0 0 0 0 0 0 0 0 0 9
5:00 PM 0 7 10 0 0 0 0 0 0 0 0 0 0 17
5:15 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
5:30 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
5:45 PM 0 2 4 0 1 0 0 0 0 0 0 0 0 7
Total 0 43 62 0 2 0 0 0 0 0 0 0 0
107
% 0.00% 40.19% 57.94% 0.00% 1.87% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

53 of 241
Interval Total
2:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 1 0 0 0 0 0 3 0 0 0 0 0 4
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 1 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 3 1 0 0 0 1 6 0 0 0 0 0 11
0 0 0 0 0 1 1 0 0 0 0 0
EBL 0

EBT 0
EBR 0
WBL 0
WBT 0
WBR 1
NBL 0
NBT 1
NBR 0
NBU
SBL 0
SBT 0
SBR 0
SBU
54 of 241

Interval Total
2:00 PM 0 0 0 0 0
2:15 PM 0 0 0 0 0
2:30 PM 0 0 0 0 0
2:45 PM 0 1 0 0 1 EB 1
3:00 PM 0 1 0 0 1 WB 2
3:15 PM 0 1 0 0 1 NB 3
3:30 PM 0 0 0 0 0 SB 0
3:45 PM 0 0 1 0 1
4:00 PM 0 0 0 0 0
4:15 PM 0 1 0 0 1
4:30 PM 0 1 0 0 1
4:45 PM 2 2 0 0 4
5:00 PM 0 0 0 0 0
5:15 PM 0 0 1 0 1
5:30 PM 0 0 0 0 0
5:45 PM 0 0 0 0 0
Total 2 7 2 0 11

55 of 241
Location/Intersection: Maple Island Rd & Game Farm Rd
2:00 PM 0 4 8 0 0 0 0 0 0 0 0 0 0 12
2:15 PM 0 7 6 0 0 0 0 0 0 0 0 0 0 13
2:30 PM 0 4 9 0 1 0 0 0 0 0 0 0 0 14
2:45 PM 0 3 3 0 1 0 0 0 0 0 0 0 0 7
3:00 PM 0 13 12 0 0 0 0 0 0 0 0 0 0 25
3:15 PM 0 9 7 0 0 0 0 0 0 0 0 0 0 16
3:30 PM 0 4 9 0 0 0 0 0 0 0 0 0 0 13
3:45 PM 0 9 11 0 0 0 0 0 0 0 0 0 0 20
4:00 PM 0 11 20 0 0 0 0 0 0 0 0 0 0 31
4:15 PM 0 9 9 0 0 0 0 0 0 0 0 0 0 18
4:30 PM 0 13 8 0 1 0 0 0 0 0 0 0 0 22
4:45 PM 0 10 8 0 0 0 0 0 0 0 0 0 0 18
5:00 PM 0 26 28 0 0 0 0 0 0 0 0 0 0 54
5:15 PM 0 18 12 0 0 0 0 0 0 0 0 0 0 30
5:30 PM 0 18 9 0 0 0 0 0 0 0 0 0 0 27
5:45 PM 0 5 5 0 0 0 0 0 0 0 0 0 0 10
Total 0 163 164 0 3 0 0 0 0 0 0 0 0
330
% 0.00% 49.39% 49.70% 0.00% 0.91% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

56 of 241
2:00 PM 0 3 2 0 0 0 0 0 0 0 0 0 0 5
2:15 PM 0 1 3 0 0 0 0 0 0 0 0 0 0 4
2:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 3
3:00 PM 0 3 1 0 0 0 0 0 0 0 0 0 0 4
3:15 PM 0 2 1 0 0 0 0 0 0 0 0 0 0 3
3:30 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
3:45 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 3
4:00 PM 0 4 3 0 0 0 0 0 0 0 0 0 0 7
4:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
4:30 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
4:45 PM 0 2 4 0 0 0 0 0 0 0 0 0 0 6
5:00 PM 0 14 13 0 0 0 0 0 0 0 0 0 0 27
5:15 PM 0 8 5 0 0 0 0 0 0 0 0 0 0 13
5:30 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
5:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
Total 0 48 50 0 0 0 0 0 0 0 0 0 0
98
% 0.00% 48.98% 51.02% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

57 of 241
2:00 PM 0 6 10 0 1 0 0 0 0 0 0 0 0 17
2:15 PM 0 6 5 0 0 0 0 0 0 0 0 0 0 11
2:30 PM 0 8 10 0 0 0 0 0 0 0 0 0 0 18
2:45 PM 0 10 2 0 0 0 0 0 0 0 0 0 0 12
3:00 PM 0 9 10 0 1 0 0 0 0 0 0 0 0 20
3:15 PM 0 9 6 0 0 0 0 0 0 0 0 0 0 15
3:30 PM 0 21 9 0 0 0 0 0 0 0 0 0 0 30
3:45 PM 0 13 5 1 0 0 0 0 0 0 0 0 0 19
4:00 PM 0 19 7 0 0 0 0 0 0 0 0 0 0 26
4:15 PM 0 16 8 0 0 0 0 0 0 0 0 0 0 24
4:30 PM 0 10 16 0 0 0 0 0 0 0 0 0 0 26
4:45 PM 0 13 16 0 0 0 0 0 0 0 0 0 0 29
5:00 PM 0 16 12 0 0 0 0 0 0 0 0 0 0 28
5:15 PM 0 8 15 0 0 0 0 0 0 0 0 0 0 23
5:30 PM 0 11 15 0 1 0 0 0 0 0 0 0 0 27
5:45 PM 0 10 9 0 0 0 0 0 0 0 0 0 0 19
Total 0 185 155 1 3 0 0 0 0 0 0 0 0
344
% 0.00% 53.78% 45.06% 0.29% 0.87% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

58 of 241
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 1 0 0 0 0 0 0 0 0 0 0
1
% 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

59 of 241
2:00 PM 0 4 2 0 0 0 0 0 0 0 0 0 0 6
2:15 PM 0 2 3 0 2 0 0 0 0 0 0 0 0 7
2:30 PM 0 6 12 0 1 0 0 0 0 0 0 0 0 19
2:45 PM 0 7 4 0 0 0 0 0 0 0 0 0 0 11
3:00 PM 0 7 2 0 0 0 0 0 0 0 0 0 0 9
3:15 PM 0 4 3 0 0 0 0 0 0 0 0 0 0 7
3:30 PM 0 4 5 0 1 0 0 0 0 0 0 0 0 10
3:45 PM 0 4 2 0 1 0 0 0 0 0 0 0 0 7
4:00 PM 0 4 2 0 0 0 0 0 0 0 0 0 0 6
4:15 PM 0 7 4 0 0 0 0 0 0 0 0 0 0 11
4:30 PM 0 4 7 0 0 0 0 0 0 0 0 0 0 11
4:45 PM 0 2 5 0 0 0 0 0 0 0 0 0 0 7
5:00 PM 0 3 10 0 0 0 0 0 0 0 0 0 0 13
5:15 PM 0 6 3 0 0 0 0 0 0 0 0 0 0 9
5:30 PM 0 5 2 0 0 0 0 0 0 0 0 0 0 7
5:45 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
Total 0 72 69 0 5 0 0 0 0 0 0 0 0
146
% 0.00% 49.32% 47.26% 0.00% 3.42% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

60 of 241
Direction Counted: Westbound U-Turn
2:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 1 0 0 0 0 0 0 0 0 0 0
1
% 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

61 of 241
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 1 0 0 0 0 0 0 0 0 0 0
1
% 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

62 of 241
2:00 PM 0 10 16 0 1 0 0 0 0 0 0 0 0 27
2:15 PM 0 11 18 1 0 0 0 0 0 0 0 0 0 30
2:30 PM 0 10 11 0 0 0 0 0 0 0 0 0 0 21
2:45 PM 0 4 14 0 1 0 0 0 0 0 0 0 0 19
3:00 PM 0 16 18 0 0 0 0 0 0 0 0 0 0 34
3:15 PM 0 13 15 0 0 0 0 0 0 0 0 0 0 28
3:30 PM 0 14 20 0 0 0 0 0 0 0 0 0 0 34
3:45 PM 0 14 12 0 0 0 0 0 0 0 0 0 0 26
4:00 PM 0 10 19 0 2 0 0 0 0 0 0 0 0 31
4:15 PM 0 13 14 0 0 0 0 0 0 0 0 0 0 27
4:30 PM 0 7 17 0 0 0 0 0 0 0 0 0 0 24
4:45 PM 0 15 16 0 2 0 0 0 0 0 0 0 0 33
5:00 PM 0 17 27 0 0 0 0 0 0 0 0 0 0 44
5:15 PM 0 17 17 0 0 0 0 0 0 0 0 0 0 34
5:30 PM 0 20 19 0 0 0 0 0 0 0 0 0 0 39
5:45 PM 0 12 14 0 0 0 0 0 0 0 0 0 0 26
Total 0 203 267 1 6 0 0 0 0 0 0 0 0
477
% 0.00% 42.56% 55.97% 0.21% 1.26% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

63 of 241
2:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 1 4 0 0 0 0 0 0 0 0 0 0 5
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 2 2 0 0 0 0 0 0 0 0 0 0 4
3:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 7 10 0 0 0 0 0 0 0 0 0 0
17
% 0.00% 41.18% 58.82% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

64 of 241
Direction Counted: Eastbound U-Turn
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 1 2 0 0 0 0 0 0 0 0 0 0
3
% 0.00% 33.33% 66.67% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

65 of 241
Interval Total
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 1 0 0 0 0 0 0 0 0 1
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 2 0 0 0 0 0 0 0 0 2
0 0 0 1 0 0 0 0 0 0 0 0
EBL 0

EBT 0
EBR 0
EBU
WBL 0
WBT 1
WBR 0
WBU
NBL 0
NBT 0
NBR 0
SBL 0
SBT 0
SBR 0
66 of 241

Interval Total
2:00 PM 0 0 0 0 0
2:15 PM 0 0 0 0 0
2:30 PM 1 0 0 0 1
2:45 PM 0 0 0 0 0
3:00 PM 0 0 0 0 0 EB 0
3:15 PM 0 0 0 0 0 WB 0
3:30 PM 1 0 0 0 1 NB 0
3:45 PM 0 0 0 0 0 SB 1
4:00 PM 0 0 0 0 0
4:15 PM 0 0 0 0 0
4:30 PM 0 0 0 0 0
4:45 PM 0 0 0 1 1
5:00 PM 0 0 0 0 0
5:15 PM 0 0 0 0 0
5:30 PM 0 0 0 0 0
5:45 PM 0 0 0 0 0
Total 2 0 0 1 3

67 of 241
Location/Intersection: I-5 SB Ramps & Randy Papé Beltline
6:00 AM 0 5 3 0 0 0 0 0 1 0 0 0 0 9
6:15 AM 0 6 4 0 0 0 0 0 0 0 0 0 0 10
6:30 AM 0 14 8 0 2 0 0 0 0 0 0 0 0 24
6:45 AM 0 9 16 0 1 0 0 0 0 0 0 0 0 26
7:00 AM 0 9 13 0 1 0 0 0 0 0 0 0 0 23
7:15 AM 0 20 6 0 0 0 0 1 0 0 0 0 0 27
7:30 AM 0 20 20 0 0 0 0 0 2 0 0 0 0 42
7:45 AM 0 32 24 0 1 0 0 0 3 0 0 0 0 60
8:00 AM 0 23 17 0 0 0 0 0 1 0 0 0 0 41
8:15 AM 0 14 24 0 0 0 0 0 0 0 0 0 0 38
8:30 AM 0 11 14 0 1 0 0 1 1 0 0 0 0 28
8:45 AM 0 14 18 0 0 0 0 0 1 0 0 0 0 33
9:00 AM 0 5 10 0 1 0 0 1 0 0 0 0 0 17
9:15 AM 0 7 12 0 1 0 0 0 1 0 0 0 0 21
9:30 AM 0 14 11 0 0 0 0 1 1 0 0 0 0 27
9:45 AM 0 15 15 0 0 0 0 0 0 0 0 0 0 30
10:00 AM 0 9 18 0 0 0 0 0 5 0 0 0 0 32
10:15 AM 0 15 8 0 2 1 0 0 0 0 0 0 0 26
10:30 AM 0 7 17 0 0 0 0 0 0 0 0 0 0 24
10:45 AM 0 8 21 0 0 0 0 0 0 0 0 0 0 29
11:00 AM 0 9 14 0 3 0 0 1 0 0 0 0 0 27
11:15 AM 0 11 12 0 0 0 0 0 0 0 0 0 0 23
11:30 AM 0 12 8 0 0 0 0 0 0 0 0 0 0 20
11:45 AM 0 5 18 0 1 0 0 1 1 0 0 0 0 26
12:00 PM 0 13 19 0 2 0 0 0 1 0 0 0 0 35
12:15 PM 0 15 18 0 0 0 0 0 1 0 0 0 0 34
12:30 PM 0 14 24 0 1 0 0 0 0 0 0 0 0 39
12:45 PM 0 17 22 0 1 0 0 0 0 0 0 0 0 40
1:00 PM 0 9 11 0 1 0 0 0 0 0 0 0 0 21
1:15 PM 0 18 19 0 1 0 0 0 0 0 0 0 0 38
1:30 PM 0 13 19 0 3 0 0 0 0 0 0 0 0 35
1:45 PM 0 8 18 0 0 0 0 0 0 0 0 0 0 26
2:00 PM 0 12 8 0 2 0 1 0 0 0 0 0 0 23
2:15 PM 0 16 19 0 2 0 0 0 1 0 0 0 0 38
2:30 PM 0 13 21 0 1 0 0 0 2 0 0 0 0 37
2:45 PM 0 17 27 0 1 0 0 1 0 0 0 0 0 46
3:00 PM 0 17 18 0 1 0 0 0 0 0 0 0 0 36
3:15 PM 0 12 18 0 0 0 0 0 0 0 0 0 0 30
3:30 PM 0 15 16 0 0 0 1 0 0 0 0 0 0 32

3:45 PM 0 15 25 0 0 0 0 0 0 0 0 0 0 40
4:00 PM 0 13 29 0 1 0 0 0 1 0 0 0 0 44
4:15 PM 0 22 27 0 3 0 0 0 0 0 0 0 0 52
4:30 PM 0 18 13 0 1 0 0 0 1 0 0 0 0 33
4:45 PM 0 22 25 0 0 0 0 0 2 0 0 0 0 49
5:00 PM 0 17 27 0 2 0 0 0 0 0 0 0 0 46
5:15 PM 0 23 27 0 2 0 0 0 1 0 0 0 0 53
5:30 PM 0 18 25 0 0 0 0 0 1 0 0 0 0 44
5:45 PM 0 12 11 0 0 0 0 0 1 1 0 0 0 25
6:00 PM 1 16 14 0 0 0 0 0 0 0 0 0 0 31
6:15 PM 0 7 18 0 1 0 0 0 0 0 0 0 0 26
6:30 PM 0 22 12 0 1 0 0 0 0 0 0 0 0 35
6:45 PM 0 11 18 0 0 0 0 0 0 0 0 0 0 29
7:00 PM 0 16 14 0 1 0 0 0 1 0 0 0 0 32
7:15 PM 0 4 8 0 0 0 0 0 0 0 0 0 0 12
7:30 PM 0 8 15 0 1 0 0 0 0 0 0 0 0 24
7:45 PM 0 4 6 0 0 0 0 0 0 0 0 0 0 10
8:00 PM 0 6 7 0 1 0 0 0 0 0 0 0 0 14
8:15 PM 0 6 6 0 0 0 0 0 1 0 0 0 0 13
8:30 PM 0 11 4 0 0 0 0 0 0 0 0 0 0 15
8:45 PM 0 7 4 0 0 0 0 0 0 0 0 0 0 11
9:00 PM 0 7 7 0 1 0 0 0 0 0 0 0 0 15
9:15 PM 0 9 5 0 0 0 0 0 1 0 0 0 0 15
9:30 PM 0 8 8 0 0 0 0 0 0 0 0 0 0 16
9:45 PM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
Total 1 810 966 0 45 1 2 7 32 1 0 0 0
1865
% 0.05% 43.43% 51.80% 0.00% 2.41% 0.05% 0.11% 0.38% 1.72% 0.05% 0.00% 0.00% 0.00%
68 of 241
6:00 AM 0 18 8 0 0 2 0 0 5 0 0 0 0 33
6:15 AM 0 13 15 0 3 1 0 0 9 0 0 0 0 41
6:30 AM 0 12 18 0 0 1 0 0 5 0 0 0 0 36
6:45 AM 0 24 27 0 1 1 0 0 8 2 0 0 2 65
7:00 AM 0 19 26 0 2 0 0 0 8 0 0 0 1 56
7:15 AM 0 31 43 0 1 4 0 1 14 4 0 0 0 98
7:30 AM 0 32 41 0 4 1 0 0 11 1 0 0 0 90
7:45 AM 0 22 42 0 5 0 0 0 5 1 0 0 0 75
8:00 AM 0 22 36 0 7 0 0 0 9 2 0 0 0 76
8:15 AM 0 24 40 0 4 1 0 1 8 0 0 0 2 80
8:30 AM 0 17 41 0 6 1 0 0 7 0 0 0 1 73
8:45 AM 0 21 25 0 7 1 0 0 9 2 0 0 2 67
9:00 AM 0 17 24 0 6 1 0 0 9 0 0 0 0 57
9:15 AM 0 21 28 0 4 0 0 0 7 2 0 0 0 62
9:30 AM 0 17 27 0 3 1 0 0 5 7 0 0 0 60
9:45 AM 0 21 38 0 3 0 0 0 5 1 0 0 0 68
10:00 AM 0 11 28 0 7 1 0 1 4 0 0 0 0 52
10:15 AM 0 10 36 0 4 1 0 2 11 2 1 0 0 67
10:30 AM 0 21 36 0 4 2 0 1 6 1 0 0 1 72
10:45 AM 0 16 31 0 3 1 0 2 10 3 0 0 1 67
11:00 AM 0 17 29 0 5 0 0 0 4 3 0 0 1 59
11:15 AM 0 30 41 0 1 1 0 1 11 2 0 0 1 88
11:30 AM 0 24 28 0 4 2 0 0 6 4 0 0 0 68
11:45 AM 0 25 41 0 5 0 0 1 7 1 0 0 0 80
12:00 PM 0 20 26 0 3 0 0 2 4 5 0 0 0 60
12:15 PM 0 18 48 0 2 2 0 1 3 1 0 0 0 75
12:30 PM 0 16 29 0 6 0 0 0 7 0 1 0 0 59
12:45 PM 0 17 15 0 0 0 1 0 4 1 0 0 0 38
1:00 PM 0 11 31 0 5 1 0 1 3 5 0 0 0 57
1:15 PM 0 9 24 0 7 0 1 0 3 2 0 0 0 46
1:30 PM 0 9 38 0 6 0 0 0 4 3 0 0 0 60
1:45 PM 0 22 40 0 8 0 0 0 4 3 0 0 0 77
2:00 PM 0 22 27 0 5 1 0 0 1 2 1 0 0 59
2:15 PM 0 19 30 1 6 1 0 0 2 1 0 0 1 61
2:30 PM 0 19 52 0 0 1 0 0 4 1 0 1 1 79
2:45 PM 0 19 42 0 3 0 0 1 0 1 0 0 1 67
3:00 PM 0 28 41 0 1 0 0 0 0 1 0 0 0 71
3:15 PM 0 19 42 0 2 0 0 1 5 0 0 0 0 69
3:30 PM 0 27 50 0 3 1 0 0 2 2 0 0 0 85

3:45 PM 0 39 70 1 3 2 0 1 6 1 0 0 0 123
4:00 PM 0 31 46 2 1 0 0 0 1 0 0 0 0 81
4:15 PM 0 27 41 0 3 0 0 2 2 4 0 1 0 80
4:30 PM 0 30 50 0 3 0 0 0 2 3 0 0 0 88
4:45 PM 0 32 49 0 4 2 0 0 0 0 0 0 0 87
5:00 PM 0 32 49 0 0 0 0 0 2 1 0 0 0 84
5:15 PM 0 23 46 0 0 0 0 0 2 0 0 0 0 71
5:30 PM 0 29 50 0 0 0 0 0 2 0 0 0 0 81
5:45 PM 0 23 31 0 3 0 0 0 2 0 0 0 0 59
6:00 PM 0 25 46 0 2 0 0 1 4 0 0 0 0 78
6:15 PM 0 26 33 0 1 0 0 0 3 1 0 0 0 64
6:30 PM 0 39 29 0 1 0 0 0 4 0 0 0 0 73
6:45 PM 0 24 35 0 2 0 0 0 4 0 0 0 0 65
7:00 PM 0 14 28 0 4 0 1 0 1 0 0 0 0 48
7:15 PM 0 13 18 0 1 1 0 0 5 0 0 0 0 38
7:30 PM 0 25 21 0 1 0 0 0 5 1 0 0 0 53
7:45 PM 0 15 14 0 3 0 0 0 2 0 0 0 0 34
8:00 PM 0 11 7 0 1 0 0 0 5 0 0 0 0 24
8:15 PM 0 13 15 0 3 0 0 0 1 0 0 0 3 35
8:30 PM 0 14 8 0 0 0 0 0 3 0 0 0 0 25
8:45 PM 0 9 13 2 0 0 0 0 3 0 0 0 1 28
9:00 PM 0 13 15 0 3 0 0 0 0 0 0 0 0 31
9:15 PM 0 9 12 0 1 0 0 0 0 0 0 0 0 22
9:30 PM 0 16 13 0 0 0 0 0 3 0 0 0 1 33
9:45 PM 0 7 14 0 1 0 0 0 2 0 0 0 0 24
Total 0 1299 2037 6 187 35 3 20 293 77 3 2 20
3982
% 0.00% 32.62% 51.16% 0.15% 4.70% 0.88% 0.08% 0.50% 7.36% 1.93% 0.08% 0.05% 0.50%
69 of 241
6:00 AM 0 14 24 0 3 0 0 0 0 0 0 0 0 41
6:15 AM 0 20 29 0 1 0 0 2 0 0 0 0 0 52
6:30 AM 0 25 50 0 2 0 0 1 0 0 0 0 0 78
6:45 AM 0 24 47 0 1 0 0 0 0 0 0 0 0 72
7:00 AM 0 27 52 1 1 0 0 0 0 0 0 0 0 81
7:15 AM 1 35 43 0 1 0 0 0 0 0 0 0 0 80
7:30 AM 0 40 91 0 2 1 0 0 0 0 0 0 0 134
7:45 AM 0 51 64 0 4 0 0 0 0 0 0 0 0 119
8:00 AM 0 42 58 1 3 0 0 0 0 0 0 0 0 104
8:15 AM 0 40 48 0 1 0 0 0 0 0 0 0 0 89
8:30 AM 0 42 52 0 1 0 0 0 0 0 0 0 0 95
8:45 AM 0 42 49 0 1 0 0 0 1 0 0 0 0 93
9:00 AM 0 38 48 2 1 0 0 0 0 0 0 0 1 90
9:15 AM 0 48 58 0 8 0 0 1 0 0 0 0 0 115
9:30 AM 0 47 73 0 2 0 0 0 0 0 0 0 0 122
9:45 AM 1 44 80 0 3 1 0 1 0 0 0 0 0 130
10:00 AM 1 48 79 0 0 1 0 0 0 0 0 0 0 129
10:15 AM 0 50 83 0 4 0 0 0 0 0 0 0 0 137
10:30 AM 0 46 89 1 1 0 0 0 0 0 0 0 0 137
10:45 AM 0 53 104 0 4 1 0 1 0 0 0 0 0 163
11:00 AM 0 45 85 0 3 0 0 0 0 0 0 0 0 133
11:15 AM 0 50 95 0 1 0 0 0 0 0 0 0 0 146
11:30 AM 0 58 109 1 2 0 0 0 1 0 0 0 0 171
11:45 AM 1 62 97 0 2 0 0 1 0 0 0 0 0 163
12:00 PM 0 58 110 2 4 0 0 0 0 0 0 0 0 174
12:15 PM 0 77 105 0 1 0 0 1 1 0 0 0 0 185
12:30 PM 0 58 96 0 4 0 0 0 0 0 0 0 0 158
12:45 PM 0 67 105 1 2 0 0 0 0 0 0 0 0 175
1:00 PM 0 78 95 0 1 0 0 0 0 0 0 0 0 174
1:15 PM 0 82 102 1 2 0 0 0 0 0 0 0 0 187
1:30 PM 0 89 101 1 4 0 0 0 0 0 0 0 0 195
1:45 PM 0 84 109 0 5 0 0 0 1 0 0 0 0 199
2:00 PM 0 92 132 1 1 0 0 1 0 0 0 0 0 227
2:15 PM 1 69 87 2 3 0 0 0 0 0 0 0 0 162
2:30 PM 0 87 108 1 3 1 0 0 0 0 0 0 0 200
2:45 PM 0 71 101 4 2 0 0 0 0 0 0 0 0 178
3:00 PM 0 96 129 1 2 0 0 0 0 0 0 0 0 228
3:15 PM 0 88 120 1 2 0 0 0 0 0 0 0 0 211
3:30 PM 1 97 144 0 1 0 0 0 0 0 0 0 0 243

3:45 PM 0 85 137 0 1 0 0 0 0 0 0 0 0 223
4:00 PM 0 94 145 0 4 0 0 0 1 0 0 0 0 244
4:15 PM 0 90 113 0 2 0 0 1 0 0 0 0 0 206
4:30 PM 0 94 119 0 1 0 0 0 0 0 0 0 0 214
4:45 PM 0 75 113 2 1 0 0 1 0 0 0 0 0 192
5:00 PM 0 102 120 0 1 0 0 0 0 0 0 0 0 223
5:15 PM 0 108 133 0 1 0 0 0 0 0 0 0 0 242
5:30 PM 0 86 113 0 2 0 0 0 0 0 0 0 0 201
5:45 PM 0 74 100 0 0 0 0 0 0 0 0 0 0 174
6:00 PM 0 107 111 0 1 0 0 0 0 0 0 0 0 219
6:15 PM 0 104 89 0 4 0 0 0 0 1 0 0 0 198
6:30 PM 0 58 86 0 2 0 0 1 1 0 0 0 0 148
6:45 PM 0 57 73 0 1 0 0 0 0 0 0 0 0 131
7:00 PM 0 65 70 0 0 0 0 0 0 0 0 0 0 135
7:15 PM 0 59 60 0 1 0 0 0 0 0 0 0 0 120
7:30 PM 1 67 68 0 0 0 0 0 0 0 0 0 0 136
7:45 PM 0 54 59 0 1 0 0 0 0 0 0 0 0 114
8:00 PM 0 85 57 0 1 0 0 0 0 0 0 0 0 143
8:15 PM 0 53 40 0 1 0 0 0 0 0 0 0 0 94
8:30 PM 0 63 46 0 1 0 0 0 0 0 0 0 0 110
8:45 PM 0 38 48 0 2 0 0 0 0 0 0 0 0 88
9:00 PM 0 36 34 0 0 0 0 0 0 0 0 0 0 70
9:15 PM 0 48 33 0 1 0 0 0 0 0 0 0 0 82
9:30 PM 0 47 44 0 0 0 0 0 0 1 0 0 0 92
9:45 PM 0 30 35 0 3 0 0 0 0 0 0 0 0 68
Total 7 3963 5297 23 121 5 0 12 6 2 0 0 1
9437
% 0.07% 41.99% 56.13% 0.24% 1.28% 0.05% 0.00% 0.13% 0.06% 0.02% 0.00% 0.00% 0.01%
70 of 241
6:00 AM 0 9 5 0 0 0 0 0 0 0 0 0 0 14
6:15 AM 0 16 8 0 0 3 0 0 2 0 0 0 0 29
6:30 AM 0 38 14 0 0 2 0 1 1 0 0 0 0 56
6:45 AM 0 25 11 0 1 2 0 0 1 0 0 0 0 40
7:00 AM 0 34 12 0 2 0 0 0 0 0 0 0 0 48
7:15 AM 1 43 8 0 1 0 0 0 0 0 0 0 0 53
7:30 AM 0 77 19 0 1 0 0 0 0 0 0 0 0 97
7:45 AM 0 64 22 0 0 0 0 0 0 0 0 0 0 86
8:00 AM 0 51 25 0 5 0 0 0 2 0 0 0 0 83
8:15 AM 0 41 13 0 3 0 0 0 0 0 0 0 0 57
8:30 AM 0 51 19 0 5 2 0 0 1 0 0 0 0 78
8:45 AM 0 50 16 1 2 0 0 0 0 0 0 0 0 69
9:00 AM 0 35 14 0 1 0 0 0 1 0 0 0 0 51
9:15 AM 0 44 26 0 6 0 0 0 0 0 0 0 0 76
9:30 AM 0 54 13 1 5 1 0 0 0 0 0 0 0 74
9:45 AM 0 57 20 0 1 0 0 1 1 0 0 0 0 80
10:00 AM 0 49 15 0 3 0 0 0 0 0 0 0 0 67
10:15 AM 0 55 24 0 0 0 0 1 2 0 0 0 0 82
10:30 AM 0 52 26 0 2 1 0 0 0 0 0 0 0 81
10:45 AM 0 46 17 0 0 0 0 0 0 0 0 0 0 63
11:00 AM 0 48 25 2 0 0 0 0 2 0 0 0 0 77
11:15 AM 0 49 30 1 1 0 0 0 0 0 0 0 0 81
11:30 AM 0 74 25 0 2 0 0 0 1 0 0 0 0 102
11:45 AM 0 67 26 0 1 0 0 0 0 0 0 0 0 94
12:00 PM 0 49 43 0 1 0 0 0 0 0 0 0 0 93
12:15 PM 0 55 25 0 2 0 0 0 1 0 0 0 0 83
12:30 PM 0 64 43 1 1 0 0 0 0 0 0 0 0 109
12:45 PM 0 64 27 0 0 0 0 0 1 0 0 0 0 92
1:00 PM 0 65 36 2 1 0 0 0 0 0 0 0 0 104
1:15 PM 0 80 28 1 3 0 0 1 0 0 0 0 0 113
1:30 PM 0 83 37 1 2 0 0 0 0 0 0 0 0 123
1:45 PM 0 83 46 0 1 0 0 0 0 0 0 0 0 130
2:00 PM 0 97 32 0 2 0 0 0 0 0 0 0 0 131
2:15 PM 0 85 21 0 1 0 0 0 0 0 0 0 0 107
2:30 PM 0 88 34 1 0 0 0 0 0 0 0 0 0 123
2:45 PM 0 65 45 0 2 0 0 0 0 0 0 0 0 112
3:00 PM 0 100 45 0 6 0 0 3 0 0 0 0 0 154
3:15 PM 0 91 40 0 3 0 0 0 0 0 0 0 0 134
3:30 PM 1 99 50 0 0 0 0 0 1 0 0 0 0 151

3:45 PM 1 104 57 0 0 0 0 0 1 0 0 0 0 163
4:00 PM 1 113 50 0 1 0 0 0 0 0 0 0 0 165
4:15 PM 0 85 74 0 0 0 0 1 0 0 0 0 0 160
4:30 PM 0 88 98 0 2 0 0 0 1 0 0 0 0 189
4:45 PM 0 98 84 0 3 0 0 0 0 0 0 0 0 185
5:00 PM 0 125 77 0 0 0 0 0 2 0 0 0 0 204
5:15 PM 0 100 88 0 0 0 0 0 0 0 0 0 0 188
5:30 PM 0 93 56 1 0 0 0 0 0 1 0 0 0 151
5:45 PM 0 78 41 0 0 0 0 0 1 0 0 0 0 120
6:00 PM 0 122 69 0 5 0 0 0 1 0 0 0 0 197
6:15 PM 0 69 33 0 1 0 0 0 0 0 0 0 0 103
6:30 PM 0 55 44 0 0 1 0 0 0 0 0 0 0 100
6:45 PM 0 51 30 0 3 0 0 0 0 0 0 0 0 84
7:00 PM 0 30 56 0 1 0 0 0 0 0 0 0 0 87
7:15 PM 0 30 52 0 0 0 0 0 0 0 0 0 0 82
7:30 PM 0 39 46 0 1 0 0 0 0 0 0 0 0 86
7:45 PM 0 34 38 0 1 0 0 0 0 0 0 0 0 73
8:00 PM 0 16 45 1 0 0 0 0 0 0 0 0 0 62
8:15 PM 0 20 42 0 0 0 0 0 0 0 0 0 0 62
8:30 PM 0 26 44 0 1 0 0 0 0 0 0 0 0 71
8:45 PM 0 18 31 0 0 0 0 0 0 0 0 0 0 49
9:00 PM 0 20 27 0 0 0 0 0 0 0 0 0 0 47
9:15 PM 0 15 33 0 1 0 0 0 0 0 0 0 0 49
9:30 PM 0 24 25 0 0 0 0 0 1 0 0 0 0 50
9:45 PM 0 15 18 0 0 0 0 0 0 0 0 0 0 33
Total 4 3765 2243 13 87 12 0 8 24 1 0 0 0
6157
% 0.06% 61.15% 36.43% 0.21% 1.41% 0.19% 0.00% 0.13% 0.39% 0.02% 0.00% 0.00% 0.00%
71 of 241
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 2 1 0 0 0 0 0 0 0 0 0 0
3
% 0.00% 66.67% 33.33% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
72 of 241
6:00 AM 0 60 27 0 1 0 0 0 0 0 0 0 0 88
6:15 AM 1 70 66 0 0 0 0 0 0 0 0 0 0 137
6:30 AM 0 73 84 0 2 1 0 0 0 0 0 0 0 160
6:45 AM 0 88 102 1 2 0 0 0 1 0 0 0 0 194
7:00 AM 0 74 74 0 2 0 0 0 0 0 0 0 0 150
7:15 AM 0 106 119 0 2 0 0 0 1 0 0 0 0 228
7:30 AM 0 129 119 0 0 0 0 0 0 0 0 0 0 248
7:45 AM 1 134 122 0 4 0 0 0 0 0 0 0 0 261
8:00 AM 1 101 105 0 7 0 0 0 0 0 0 0 0 214
8:15 AM 0 89 103 1 2 1 0 0 1 0 0 0 0 197
8:30 AM 0 88 88 1 1 0 0 0 0 0 0 0 0 178
8:45 AM 1 71 112 0 3 0 0 1 2 0 0 0 0 190
9:00 AM 0 55 88 0 4 1 0 1 0 0 0 0 0 149
9:15 AM 0 58 83 0 2 1 0 0 0 0 0 0 0 144
9:30 AM 0 73 80 0 3 1 0 0 1 0 0 0 0 158
9:45 AM 0 52 90 0 3 0 0 1 0 0 0 0 0 146
10:00 AM 0 59 68 0 8 0 0 0 0 0 0 0 0 135
10:15 AM 0 50 80 0 1 0 0 0 0 0 0 0 0 131
10:30 AM 0 57 82 1 2 0 0 0 0 0 0 0 0 142
10:45 AM 1 78 77 0 2 0 0 0 0 0 0 0 0 158
11:00 AM 0 58 70 2 6 2 0 0 0 0 0 0 0 138
11:15 AM 1 79 79 1 1 0 0 1 0 0 0 0 0 162
11:30 AM 0 76 103 1 5 0 0 0 0 0 0 0 0 185
11:45 AM 0 78 108 0 6 0 0 0 0 0 0 0 0 192
12:00 PM 0 68 113 0 5 0 0 0 1 0 0 0 0 187
12:15 PM 0 73 102 1 8 0 0 0 0 0 0 0 0 184
12:30 PM 0 73 101 2 5 0 0 0 1 0 0 0 0 182
12:45 PM 0 73 109 2 3 0 0 0 1 0 0 0 0 188
1:00 PM 0 81 101 1 2 0 0 0 1 0 0 0 0 186
1:15 PM 1 60 114 0 6 0 0 0 0 0 0 0 0 181
1:30 PM 0 81 91 3 9 0 0 0 0 0 0 0 0 184
1:45 PM 0 74 112 0 8 0 0 0 0 0 0 0 0 194
2:00 PM 0 68 97 1 8 0 0 0 0 0 0 0 0 174
2:15 PM 0 79 93 2 4 0 0 1 0 0 0 0 0 179
2:30 PM 1 68 136 1 5 1 0 0 0 0 0 0 0 212
2:45 PM 0 68 110 1 5 0 0 0 0 0 0 0 0 184
3:00 PM 0 76 98 3 1 0 0 0 0 0 0 0 0 178
3:15 PM 0 64 110 1 4 0 0 0 0 0 0 0 0 179
3:30 PM 0 80 122 0 10 0 0 0 0 1 0 0 0 213

3:45 PM 0 87 105 1 4 0 0 0 0 0 0 0 0 197
4:00 PM 1 83 98 0 4 0 0 2 0 0 0 0 0 188
4:15 PM 0 81 119 0 8 0 0 0 0 0 0 0 0 208
4:30 PM 0 106 105 0 4 0 0 0 0 1 0 0 0 216
4:45 PM 0 97 103 0 2 0 0 1 1 0 0 0 0 204
5:00 PM 0 81 129 0 7 1 0 0 0 0 0 0 0 218
5:15 PM 0 130 96 0 3 0 0 1 0 2 0 0 0 232
5:30 PM 0 94 112 0 5 0 0 0 2 0 0 0 0 213
5:45 PM 0 82 97 0 2 0 0 1 0 0 0 0 0 182
6:00 PM 0 67 85 0 3 0 0 0 0 0 0 0 0 155
6:15 PM 0 62 77 0 3 0 0 0 0 0 0 0 0 142
6:30 PM 0 67 75 0 1 0 0 0 0 0 0 0 0 143
6:45 PM 0 56 58 0 1 0 0 0 0 0 0 0 0 115
7:00 PM 0 47 65 0 0 0 0 0 0 0 0 0 0 112
7:15 PM 0 54 59 0 2 0 0 0 0 0 0 0 0 115
7:30 PM 0 44 48 0 2 0 0 0 0 0 0 0 0 94
7:45 PM 0 38 38 0 2 0 0 0 0 0 0 0 0 78
8:00 PM 0 44 37 0 0 0 0 0 0 0 0 0 0 81
8:15 PM 0 41 35 0 0 0 0 0 1 0 0 0 0 77
8:30 PM 0 26 23 0 2 0 0 0 0 0 0 0 0 51
8:45 PM 0 33 25 0 0 0 0 0 1 0 0 0 0 59
9:00 PM 0 28 33 0 2 0 0 0 0 0 0 0 0 63
9:15 PM 0 36 23 0 1 0 0 0 0 0 0 0 0 60
9:30 PM 0 35 30 0 0 0 0 0 0 0 0 0 0 65
9:45 PM 0 26 22 0 0 0 0 0 0 0 0 0 0 48
Total 9 4487 5435 27 210 9 0 10 15 4 0 0 0
10206
% 0.09% 43.96% 53.25% 0.26% 2.06% 0.09% 0.00% 0.10% 0.15% 0.04% 0.00% 0.00% 0.00%
73 of 241
6:00 AM 0 13 31 0 4 0 0 0 3 2 0 0 0 53
6:15 AM 0 21 48 0 4 0 0 0 2 1 0 0 0 76
6:30 AM 0 28 51 0 0 0 0 0 1 1 0 0 0 81
6:45 AM 0 30 46 0 1 3 0 0 2 3 0 0 0 85
7:00 AM 0 34 44 0 0 0 0 0 1 3 0 0 0 82
7:15 AM 0 31 30 0 5 0 0 0 0 2 0 0 0 68
7:30 AM 0 20 38 1 1 1 0 0 0 2 0 0 0 63
7:45 AM 0 30 41 0 0 1 0 0 2 0 0 0 0 74
8:00 AM 0 21 36 0 4 1 1 1 3 2 0 0 1 70
8:15 AM 0 23 28 0 2 1 0 1 1 3 0 0 0 59
8:30 AM 0 17 37 0 5 0 0 0 3 5 0 0 0 67
8:45 AM 0 19 31 0 4 0 0 1 5 3 0 0 0 63
9:00 AM 0 19 30 0 6 2 0 3 9 3 0 0 1 73
9:15 AM 0 19 30 0 4 0 0 2 4 2 0 0 1 62
9:30 AM 0 13 29 0 3 2 0 0 3 6 1 0 1 58
9:45 AM 0 22 15 0 5 1 0 1 4 3 1 0 1 53
10:00 AM 0 13 25 0 4 1 0 0 5 3 0 0 0 51
10:15 AM 0 16 22 0 4 0 0 0 7 1 0 0 1 51
10:30 AM 0 15 34 0 3 3 0 1 2 5 0 0 0 63
10:45 AM 0 19 29 1 4 2 0 0 2 3 0 0 2 62
11:00 AM 0 14 20 0 2 0 0 2 5 5 0 0 0 48
11:15 AM 0 18 28 0 3 2 0 1 5 5 0 0 0 62
11:30 AM 0 16 29 0 1 1 0 0 5 4 0 0 0 56
11:45 AM 0 19 28 0 6 0 0 0 4 1 0 0 0 58
12:00 PM 0 22 29 0 6 1 0 0 8 4 0 0 0 70
12:15 PM 0 21 24 0 4 0 0 0 1 2 0 0 1 53
12:30 PM 0 16 47 0 3 0 0 0 4 3 0 0 0 73
12:45 PM 0 22 42 2 6 0 0 1 7 2 0 0 0 82
1:00 PM 0 13 46 1 6 0 1 0 6 4 0 0 0 77
1:15 PM 0 22 26 1 3 1 0 0 3 0 0 0 0 56
1:30 PM 0 15 31 0 4 1 0 1 2 5 0 0 0 59
1:45 PM 0 21 39 0 2 1 0 0 3 1 0 0 0 67
2:00 PM 0 11 27 0 1 1 0 1 5 2 0 0 2 50
2:15 PM 0 19 25 0 6 1 0 0 2 2 0 0 0 55
2:30 PM 0 21 40 1 4 1 1 1 5 3 0 0 0 77
2:45 PM 0 27 39 0 1 2 2 0 0 3 0 0 0 74
3:00 PM 0 18 30 0 1 4 0 1 3 1 1 0 0 59
3:15 PM 0 16 42 0 0 1 0 0 4 1 0 0 0 64
3:30 PM 0 26 45 0 3 0 0 0 1 1 0 0 1 77

3:45 PM 0 17 34 0 1 2 0 1 2 2 0 0 0 59
4:00 PM 0 16 37 0 4 1 0 1 6 1 0 0 1 67
4:15 PM 0 24 35 0 2 1 0 0 0 1 0 0 0 63
4:30 PM 0 13 40 0 4 1 0 0 0 2 0 0 0 60
4:45 PM 0 24 42 0 1 1 0 0 2 1 1 0 1 73
5:00 PM 0 17 47 0 4 1 0 0 2 0 0 0 0 71
5:15 PM 0 21 46 0 1 0 0 0 1 2 0 0 0 71
5:30 PM 0 14 34 0 1 0 0 0 1 2 0 0 0 52
5:45 PM 0 9 31 0 2 0 0 0 2 0 1 0 1 46
6:00 PM 0 9 29 0 2 0 0 0 3 1 0 0 1 45
6:15 PM 0 12 25 0 2 0 0 0 0 2 0 0 0 41
6:30 PM 0 10 22 0 2 0 0 0 1 1 0 0 0 36
6:45 PM 0 8 14 0 0 0 0 0 0 0 0 0 0 22
7:00 PM 0 7 23 0 0 0 0 0 1 0 0 0 0 31
7:15 PM 0 11 13 0 1 0 0 0 1 0 0 0 0 26
7:30 PM 0 7 7 0 0 1 0 0 1 0 0 0 1 17
7:45 PM 0 13 10 0 0 0 0 0 1 0 0 0 1 25
8:00 PM 0 7 26 0 2 0 0 0 3 0 0 0 0 38
8:15 PM 0 13 16 0 0 0 0 0 2 0 0 0 1 32
8:30 PM 0 8 8 0 1 0 0 0 1 0 0 0 1 19
8:45 PM 0 5 18 0 0 0 0 0 1 0 0 0 0 24
9:00 PM 0 7 8 0 0 0 0 0 2 0 0 0 0 17
9:15 PM 0 2 7 0 2 0 0 0 1 0 0 0 0 12
9:30 PM 0 6 7 0 0 0 0 0 1 0 0 0 0 14
9:45 PM 0 5 7 0 0 0 0 0 1 0 0 0 0 13
Total 0 1065 1898 7 157 43 5 20 168 117 5 0 20
3505
% 0.00% 30.39% 54.15% 0.20% 4.48% 1.23% 0.14% 0.57% 4.79% 3.34% 0.14% 0.00% 0.57%
74 of 241
6:00 AM 0 35 35 0 2 1 0 0 4 3 0 0 0 80
6:15 AM 0 36 46 0 2 0 1 0 1 2 0 0 0 88
6:30 AM 0 42 73 0 9 3 0 1 3 4 0 0 0 135
6:45 AM 0 52 83 0 6 1 1 0 4 5 0 1 0 153
7:00 AM 0 62 93 0 4 5 0 1 4 7 0 0 0 176
7:15 AM 0 86 117 2 6 7 4 0 6 4 0 0 0 232
7:30 AM 0 109 128 2 4 6 3 0 1 9 0 0 1 263
7:45 AM 0 92 126 0 11 2 1 3 3 10 0 0 0 248
8:00 AM 0 75 99 0 9 4 3 0 3 2 0 0 1 196
8:15 AM 1 85 85 1 7 5 1 0 2 4 0 0 1 192
8:30 AM 1 77 85 0 9 6 1 0 3 6 0 0 0 188
8:45 AM 0 64 90 1 8 5 2 1 2 4 0 0 1 178
9:00 AM 0 47 69 2 9 6 0 0 3 4 0 0 0 140
9:15 AM 0 54 76 2 5 2 2 0 6 4 0 0 2 153
9:30 AM 0 71 100 1 7 4 1 0 3 4 0 0 1 192
9:45 AM 1 65 76 0 7 5 1 0 4 5 0 0 1 165
10:00 AM 0 32 76 0 11 3 1 1 2 4 0 0 0 130
10:15 AM 0 54 81 0 7 5 2 0 6 2 0 0 1 158
10:30 AM 0 44 88 0 5 7 0 0 4 2 0 0 0 150
10:45 AM 0 51 72 0 9 8 0 0 4 4 0 0 0 148
11:00 AM 0 48 83 0 12 7 1 0 7 2 0 0 0 160
11:15 AM 0 73 98 2 9 6 2 0 6 3 0 0 2 201
11:30 AM 2 53 104 6 8 7 0 1 9 5 0 0 0 195
11:45 AM 0 55 100 1 1 4 0 1 3 0 0 0 0 165
12:00 PM 0 74 80 2 4 8 3 0 2 7 0 0 1 181
12:15 PM 0 65 73 1 6 3 2 2 6 3 0 0 1 162
12:30 PM 0 90 85 0 6 1 2 0 5 5 0 0 2 196
12:45 PM 0 76 83 0 5 3 4 0 5 2 0 0 0 178
1:00 PM 1 64 99 0 2 3 1 1 7 2 0 0 1 181
1:15 PM 0 82 96 0 7 4 1 0 4 5 0 0 0 199
1:30 PM 0 94 82 0 6 8 1 2 8 4 0 0 1 206
1:45 PM 0 75 101 1 12 6 1 0 6 5 0 0 1 208
2:00 PM 0 69 114 1 3 3 3 0 5 4 0 1 1 204
2:15 PM 0 77 107 0 9 10 1 0 2 2 0 0 0 208
2:30 PM 0 70 131 3 5 2 1 0 4 2 0 0 0 218
2:45 PM 0 73 145 0 7 16 0 3 2 3 0 0 0 249
3:00 PM 0 77 160 0 3 6 0 0 3 2 0 0 0 251
3:15 PM 0 58 161 3 10 4 0 1 1 2 0 0 0 240
3:30 PM 0 78 179 0 8 7 1 0 1 5 0 0 0 279

3:45 PM 0 77 192 1 6 10 4 0 1 2 0 0 0 293
4:00 PM 0 79 179 0 5 4 1 0 2 2 0 1 1 274
4:15 PM 0 68 177 0 7 5 0 1 2 3 0 1 0 264
4:30 PM 0 92 191 2 5 0 0 0 7 1 0 1 0 299
4:45 PM 0 98 207 0 5 3 1 0 0 1 0 0 0 315
5:00 PM 0 134 194 0 7 2 0 0 3 3 0 1 1 345
5:15 PM 0 129 183 1 3 0 0 1 3 1 0 1 0 322
5:30 PM 0 106 151 0 5 1 0 0 0 1 0 0 1 265
5:45 PM 0 83 152 1 4 0 0 0 0 2 0 1 0 243
6:00 PM 0 84 110 0 6 0 0 0 0 2 0 0 0 202
6:15 PM 0 78 112 1 4 0 0 1 1 1 0 0 0 198
6:30 PM 0 54 90 0 3 0 0 0 1 3 0 0 0 151
6:45 PM 0 57 58 1 2 0 0 0 1 0 0 0 1 120
7:00 PM 0 54 63 1 1 0 0 0 1 0 0 0 2 122
7:15 PM 0 35 44 0 1 0 0 0 0 0 0 0 1 81
7:30 PM 0 51 36 0 1 0 0 0 2 0 0 0 2 92
7:45 PM 0 31 36 1 1 0 0 0 0 0 0 0 0 69
8:00 PM 0 64 26 0 0 0 0 0 0 0 0 0 0 90
8:15 PM 0 68 21 0 1 0 0 0 1 0 0 0 1 92
8:30 PM 0 54 13 0 1 0 0 0 1 0 0 0 1 70
8:45 PM 0 48 10 0 1 0 0 0 1 0 0 0 3 63
9:00 PM 0 48 6 1 2 0 0 0 2 0 0 0 0 59
9:15 PM 0 54 6 1 0 0 0 0 0 0 0 0 0 61
9:30 PM 1 43 7 0 0 0 0 0 0 0 0 0 2 53
9:45 PM 0 35 0 0 0 0 0 0 0 0 0 0 0 35
Total 7 4308 6043 42 331 218 54 21 183 174 0 8 35
11424
% 0.06% 37.71% 52.90% 0.37% 2.90% 1.91% 0.47% 0.18% 1.60% 1.52% 0.00% 0.07% 0.31%
75 of 241
Interval Total
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 1 0 0 1
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 1 0 0 1
76 of 241

Interval Total
6:00 AM 0 0 0 0 0
6:15 AM 0 0 0 0 0
6:30 AM 0 0 0 0 0
6:45 AM 0 0 0 0 0
7:00 AM 0 0 0 0 0
7:15 AM 0 0 0 0 0
7:30 AM 0 0 0 0 0 PM
7:45 AM 0 0 0 0 0
8:00 AM 0 0 0 0 0
8:15 AM 0 0 0 0 0 EB 0
8:30 AM 0 0 0 0 0 WB 0
8:45 AM 0 0 0 0 0 NB 0
9:00 AM 0 0 0 0 0 SB 0
9:15 AM 0 0 0 0 0
9:30 AM 0 0 0 0 0
9:45 AM 0 0 0 0 0
10:00 AM 0 0 0 0 0 AM
10:15 AM 0 0 0 0 0
10:30 AM 0 0 0 0 0
10:45 AM 0 0 0 0 0 EB 0
11:00 AM 0 0 0 0 0 WB 0
11:15 AM 0 0 0 0 0 NB 0
11:30 AM 0 0 0 0 0 SB 0
11:45 AM 0 0 0 0 0
12:00 PM 0 0 0 0 0
12:15 PM 0 0 0 0 0
12:30 PM 0 0 0 0 0
12:45 PM 0 0 0 0 0
1:00 PM 0 0 0 0 0
1:15 PM 0 0 0 0 0
1:30 PM 0 0 0 0 0
1:45 PM 0 0 0 0 0
2:00 PM 0 0 0 0 0
2:15 PM 0 0 0 0 0
2:30 PM 0 0 0 0 0
2:45 PM 0 0 0 0 0
3:00 PM 0 0 0 0 0
3:15 PM 0 0 0 0 0

3:30 PM 0 0 0 0 0
3:45 PM 0 0 0 0 0
4:00 PM 0 0 0 0 0
4:15 PM 0 0 0 0 0
4:30 PM 0 0 0 0 0
4:45 PM 0 0 0 0 0
5:00 PM 0 0 0 0 0
5:15 PM 0 0 0 0 0
5:30 PM 0 0 0 0 0
5:45 PM 0 0 0 0 0
6:00 PM 0 0 0 0 0
6:15 PM 0 0 0 0 0
6:30 PM 0 0 0 0 0
6:45 PM 0 0 0 0 0
7:00 PM 0 0 0 0 0
7:15 PM 0 0 0 0 0
7:30 PM 0 0 0 0 0
7:45 PM 0 0 0 0 0
8:00 PM 0 0 0 0 0
8:15 PM 0 0 0 0 0
8:30 PM 0 0 0 0 0
8:45 PM 0 0 0 0 0
9:00 PM 0 0 0 0 0
9:15 PM 0 0 0 0 0
9:30 PM 0 0 0 0 0
9:45 PM 0 0 0 0 0
Total 0 0 0 0 0
77 of 241
Location/Intersection: I-5 NB Ramps & Randy Papé Beltline
6:00 AM 0 27 32 0 1 1 0 0 0 0 0 0 0 61
6:15 AM 0 36 46 0 3 2 0 2 2 0 0 0 0 91
6:30 AM 1 55 76 0 3 0 0 2 1 0 0 0 0 138
6:45 AM 0 41 70 0 4 1 0 0 1 0 0 0 0 117
7:00 AM 0 48 77 1 2 1 0 0 0 0 0 0 0 129
7:15 AM 1 55 78 0 3 0 0 0 0 0 0 0 0 137
7:30 AM 0 96 135 0 3 1 0 0 0 0 0 0 0 235
7:45 AM 0 94 120 0 5 0 0 0 0 0 0 0 0 219
8:00 AM 1 70 107 1 6 1 0 0 2 0 0 0 0 188
8:15 AM 0 74 78 0 4 0 0 0 0 0 0 0 0 156
8:30 AM 0 88 86 0 3 3 0 0 1 0 0 0 0 181
8:45 AM 0 73 85 1 6 0 0 0 1 0 0 0 0 166
9:00 AM 0 58 72 2 2 0 0 0 1 0 0 0 1 136
9:15 AM 0 78 97 0 18 1 0 1 0 0 0 0 0 195
9:30 AM 0 94 112 2 6 0 0 0 0 0 0 0 0 214
9:45 AM 0 75 121 0 2 1 0 2 1 0 0 0 0 202
10:00 AM 1 103 100 0 2 1 0 0 0 0 0 0 0 207
10:15 AM 0 86 118 0 5 0 0 1 2 0 0 0 0 212
10:30 AM 0 87 144 1 4 0 0 0 0 0 0 0 0 236
10:45 AM 0 87 140 1 5 1 0 1 0 0 0 0 0 235
11:00 AM 0 88 126 2 2 0 0 0 2 0 0 0 0 220
11:15 AM 0 81 148 1 3 0 0 0 0 0 0 0 0 233
11:30 AM 0 119 167 1 2 1 0 0 2 0 0 0 0 292
11:45 AM 1 108 149 0 3 0 0 1 1 0 0 0 0 263
12:00 PM 0 106 148 2 6 0 0 0 0 0 0 0 0 262
12:15 PM 0 114 157 0 5 0 0 1 2 0 0 0 0 279
12:30 PM 0 105 163 0 7 0 0 0 0 0 0 0 0 275
12:45 PM 0 123 153 2 3 0 0 0 1 0 0 0 0 282
1:00 PM 0 122 158 1 3 0 0 0 0 0 0 0 0 284
1:15 PM 0 150 147 1 6 0 0 1 0 0 0 0 0 305
1:30 PM 0 147 175 1 5 1 0 0 0 0 0 0 0 329
1:45 PM 0 147 177 1 6 1 0 0 1 0 0 0 0 333
2:00 PM 0 166 182 2 4 0 0 1 1 0 0 0 0 356
2:15 PM 1 109 153 1 3 0 0 0 0 0 0 0 0 267
2:30 PM 0 155 170 2 5 1 0 0 1 0 0 0 0 334
2:45 PM 0 123 160 4 4 0 0 0 0 0 0 0 0 291
3:00 PM 0 176 214 1 9 0 0 3 0 0 0 0 0 403
3:15 PM 1 167 185 1 4 0 0 0 0 0 0 0 0 358
3:30 PM 1 204 209 0 1 0 0 1 0 0 0 0 0 416

3:45 PM 0 176 222 0 3 0 0 0 0 0 0 0 0 401
4:00 PM 0 204 234 0 5 0 0 0 1 0 0 0 0 444
4:15 PM 0 166 184 0 5 0 0 2 0 0 0 0 0 357
4:30 PM 0 192 222 0 2 0 0 0 2 0 0 0 0 418
4:45 PM 0 170 202 2 5 0 0 0 0 0 0 0 0 379
5:00 PM 0 228 216 0 2 0 0 0 2 0 0 0 0 448
5:15 PM 0 197 228 0 2 0 0 0 0 0 0 0 0 427
5:30 PM 0 123 217 1 2 0 0 0 0 1 0 0 0 344
5:45 PM 0 104 189 0 1 0 0 0 1 0 0 0 0 295
6:00 PM 1 156 222 0 5 0 0 0 0 0 0 0 0 384
6:15 PM 1 117 165 0 4 0 0 0 0 1 0 0 0 288
6:30 PM 0 83 165 0 4 0 0 1 1 0 0 0 0 254
6:45 PM 0 73 135 0 4 0 0 0 0 0 0 0 0 212
7:00 PM 0 92 140 0 1 0 0 0 0 0 0 0 0 233
7:15 PM 0 85 118 0 1 0 0 0 0 0 0 0 0 204
7:30 PM 1 100 115 0 3 0 0 0 0 0 0 0 0 219
7:45 PM 0 90 95 0 1 0 0 0 0 0 0 0 0 186
8:00 PM 0 104 99 1 1 0 0 0 0 0 0 0 0 205
8:15 PM 0 80 83 0 1 0 0 0 0 0 0 0 0 164
8:30 PM 0 90 97 0 3 0 0 0 0 0 0 0 0 190
8:45 PM 0 75 55 0 2 0 0 0 0 0 0 0 0 132
9:00 PM 0 64 54 0 2 0 0 0 0 0 0 0 0 120
9:15 PM 0 82 52 0 2 0 0 0 0 0 0 0 0 136
9:30 PM 0 87 60 0 0 0 0 0 1 1 0 0 0 149
9:45 PM 0 52 55 0 2 0 0 0 0 0 0 0 0 109
Total 11 6925 8659 36 231 18 0 20 31 3 0 0 1
15935
% 0.07% 43.46% 54.34% 0.23% 1.45% 0.11% 0.00% 0.13% 0.19% 0.02% 0.00% 0.00% 0.01%
78 of 241
6:00 AM 0 10 12 0 0 0 0 0 0 0 0 0 0 22
6:15 AM 0 16 8 0 1 0 0 0 0 0 0 0 0 25
6:30 AM 0 17 15 0 0 0 0 0 1 0 0 0 0 33
6:45 AM 1 20 14 0 0 2 0 0 0 0 0 0 0 37
7:00 AM 0 17 22 0 5 0 0 0 0 0 0 0 0 44
7:15 AM 0 17 10 0 0 0 0 0 2 0 0 0 0 29
7:30 AM 0 17 14 0 0 0 0 0 1 0 0 0 0 32
7:45 AM 0 15 21 1 0 0 0 1 0 0 0 0 0 38
8:00 AM 0 19 12 0 2 0 0 0 0 0 0 0 0 33
8:15 AM 0 14 15 0 1 0 0 1 0 0 0 0 0 31
8:30 AM 0 15 14 0 1 0 0 0 1 0 0 0 0 31
8:45 AM 0 7 24 0 2 0 0 1 1 0 0 0 0 35
9:00 AM 0 9 13 0 1 0 0 0 1 0 0 0 0 24
9:15 AM 0 14 16 0 1 0 0 0 0 0 0 0 0 31
9:30 AM 0 12 13 0 1 0 0 0 1 0 0 0 0 27
9:45 AM 0 8 7 0 0 1 0 1 0 0 0 0 0 17
10:00 AM 1 13 11 0 1 0 0 0 0 0 0 0 0 26
10:15 AM 1 16 13 0 2 0 0 0 0 0 0 0 0 32
10:30 AM 0 22 10 0 1 0 0 0 2 0 0 0 0 35
10:45 AM 0 13 18 0 0 0 0 0 1 0 0 0 0 32
11:00 AM 0 15 15 0 1 0 0 0 0 0 0 0 0 31
11:15 AM 0 15 9 0 1 1 0 0 1 0 0 0 0 27
11:30 AM 0 25 25 0 0 0 0 1 0 0 0 0 0 51
11:45 AM 0 15 26 0 0 0 0 0 0 0 0 0 0 41
12:00 PM 0 18 18 0 0 0 0 0 0 0 0 0 0 36
12:15 PM 0 28 25 0 2 0 0 2 1 0 0 0 0 58
12:30 PM 0 29 29 0 0 0 0 0 1 0 0 0 0 59
12:45 PM 0 32 21 0 2 0 0 1 1 0 0 0 0 57
1:00 PM 0 18 13 0 2 0 0 1 1 0 0 0 0 35
1:15 PM 0 29 19 0 0 0 0 0 2 0 0 0 0 50
1:30 PM 0 15 24 0 1 1 0 0 1 0 0 0 0 42
1:45 PM 0 22 14 0 1 1 0 0 1 0 0 0 0 39
2:00 PM 0 26 17 0 1 0 0 0 0 0 0 0 0 44
2:15 PM 0 13 18 0 2 0 0 0 1 0 0 0 0 34
2:30 PM 0 10 22 0 0 0 0 0 0 0 0 0 0 32
2:45 PM 0 19 24 0 1 0 0 1 0 0 0 0 0 45
3:00 PM 0 26 25 0 1 1 0 1 1 0 0 0 0 55
3:15 PM 0 22 27 0 1 0 0 0 0 0 0 0 0 50
3:30 PM 0 26 29 0 0 0 0 1 0 0 0 0 0 56

3:45 PM 0 21 20 0 3 0 0 0 2 0 0 0 0 46
4:00 PM 0 27 27 0 2 0 0 0 1 0 0 0 0 57
4:15 PM 0 26 30 0 2 0 0 0 0 0 0 0 0 58
4:30 PM 0 37 19 0 1 0 0 0 1 0 0 0 0 58
4:45 PM 0 21 24 0 0 0 0 1 0 0 0 0 0 46
5:00 PM 0 38 19 0 0 0 0 0 1 0 0 0 0 58
5:15 PM 0 31 23 0 1 1 0 0 0 0 0 0 0 56
5:30 PM 0 16 28 0 0 0 0 0 2 0 0 0 0 46
5:45 PM 0 16 23 0 0 1 0 1 0 0 0 0 0 41
6:00 PM 0 11 27 0 0 0 0 0 0 0 0 0 0 38
6:15 PM 0 18 16 0 0 0 0 0 1 0 0 0 0 35
6:30 PM 1 5 20 0 0 0 0 0 1 0 0 0 0 27
6:45 PM 0 7 16 0 1 0 0 0 1 0 0 0 0 25
7:00 PM 0 11 18 1 0 0 0 0 0 0 0 0 0 30
7:15 PM 0 11 11 0 0 0 0 0 1 0 0 0 0 23
7:30 PM 0 13 6 0 0 0 0 0 0 0 0 0 0 19
7:45 PM 0 20 9 0 1 0 0 1 0 0 0 0 0 31
8:00 PM 0 13 5 0 0 0 0 0 2 0 0 0 0 20
8:15 PM 0 14 5 0 1 0 0 0 0 0 0 0 0 20
8:30 PM 0 18 3 0 0 0 0 0 1 0 0 0 0 22
8:45 PM 0 19 6 0 1 0 0 0 1 0 0 0 0 27
9:00 PM 0 16 6 0 0 0 0 0 0 0 0 0 0 22
9:15 PM 0 7 2 0 1 0 0 0 1 0 0 0 0 11
9:30 PM 0 12 1 0 0 0 0 0 0 0 0 0 0 13
9:45 PM 0 11 1 0 1 0 0 0 0 0 0 0 0 13
Total 4 1133 1047 2 50 9 0 15 38 0 0 0 0
2298
% 0.17% 49.30% 45.56% 0.09% 2.18% 0.39% 0.00% 0.65% 1.65% 0.00% 0.00% 0.00% 0.00%
79 of 241
6:00 AM 0 27 24 0 0 0 0 0 0 0 0 0 0 51
6:15 AM 0 42 37 0 0 1 0 0 1 0 0 0 0 81
6:30 AM 0 47 31 0 0 1 0 0 0 0 0 0 0 79
6:45 AM 0 52 67 1 1 0 0 0 0 0 0 0 0 121
7:00 AM 0 24 52 0 3 1 0 0 0 0 0 0 0 80
7:15 AM 0 51 52 0 1 0 0 0 0 0 0 0 0 104
7:30 AM 0 68 58 0 2 0 0 0 0 0 0 0 0 128
7:45 AM 0 96 102 0 2 0 0 1 0 0 0 0 0 201
8:00 AM 0 57 60 0 2 1 0 0 0 0 0 0 0 120
8:15 AM 0 73 76 0 2 1 0 0 0 0 0 0 0 152
8:30 AM 0 56 59 0 0 1 0 0 0 0 0 0 0 116
8:45 AM 0 43 38 0 1 0 0 0 0 0 0 0 0 82
9:00 AM 0 32 34 0 1 1 0 1 0 0 0 0 0 69
9:15 AM 0 34 36 1 4 0 0 0 0 0 0 0 0 75
9:30 AM 1 30 34 0 1 0 0 0 0 0 0 0 0 66
9:45 AM 0 23 29 0 2 0 0 1 0 0 0 0 0 55
10:00 AM 0 32 38 1 2 0 0 0 1 0 0 0 0 74
10:15 AM 0 32 38 0 4 0 0 2 0 0 0 0 0 76
10:30 AM 0 33 34 1 0 0 0 0 1 0 0 0 0 69
10:45 AM 0 34 44 0 0 0 0 0 0 0 0 0 0 78
11:00 AM 0 21 21 1 0 0 0 0 0 0 0 0 0 43
11:15 AM 0 19 23 1 0 0 0 0 0 0 0 0 0 43
11:30 AM 0 28 26 0 0 0 0 0 0 0 0 0 0 54
11:45 AM 0 31 38 1 0 0 0 0 0 0 0 0 0 70
12:00 PM 0 34 38 0 2 0 0 0 0 0 0 0 0 74
12:15 PM 0 25 42 0 1 0 0 0 1 0 0 0 0 69
12:30 PM 0 17 41 0 0 0 0 0 0 0 0 0 0 58
12:45 PM 0 26 48 1 0 0 0 0 1 0 0 0 0 76
1:00 PM 0 27 47 0 2 0 0 0 0 0 0 0 0 76
1:15 PM 0 22 42 0 0 0 0 0 0 0 0 0 0 64
1:30 PM 0 35 41 0 0 0 0 0 1 0 0 0 0 77
1:45 PM 0 36 22 0 1 0 0 0 0 0 0 0 0 59
2:00 PM 0 22 48 0 2 0 0 0 0 0 0 0 0 72
2:15 PM 0 36 43 0 0 1 0 0 0 0 0 0 0 80
2:30 PM 0 37 33 0 2 0 0 0 0 0 0 0 0 72
2:45 PM 0 42 49 0 1 0 0 0 0 0 0 0 0 92
3:00 PM 0 22 28 0 0 0 0 0 0 0 0 0 0 50
3:15 PM 0 28 32 0 1 0 0 0 0 0 0 0 0 61
3:30 PM 0 34 48 0 5 0 0 0 0 0 0 0 0 87

3:45 PM 0 29 30 0 3 0 0 0 0 0 0 0 0 62
4:00 PM 0 31 45 0 1 0 0 0 0 0 0 0 0 77
4:15 PM 0 24 32 0 1 1 0 0 0 0 0 0 0 58
4:30 PM 0 17 24 0 0 1 0 1 1 0 0 0 0 44
4:45 PM 0 21 30 0 1 0 0 0 0 0 0 0 0 52
5:00 PM 0 27 30 0 2 0 0 0 0 0 0 0 0 59
5:15 PM 0 38 41 0 0 0 0 0 0 0 0 0 0 79
5:30 PM 0 40 31 0 0 0 0 0 0 0 0 0 0 71
5:45 PM 0 31 33 0 4 0 0 0 0 0 0 0 0 68
6:00 PM 0 14 24 0 2 0 0 0 0 0 0 0 0 40
6:15 PM 0 8 14 0 0 0 0 0 0 0 0 0 0 22
6:30 PM 0 15 15 0 0 0 0 0 0 0 0 0 0 30
6:45 PM 0 23 26 0 0 0 0 0 0 0 0 0 0 49
7:00 PM 0 10 19 0 1 0 0 0 0 0 0 0 0 30
7:15 PM 0 10 7 0 1 0 0 0 0 0 0 0 0 18
7:30 PM 0 18 10 0 0 0 0 0 0 0 0 0 0 28
7:45 PM 0 10 11 0 0 0 0 0 0 0 0 0 0 21
8:00 PM 0 6 4 0 1 0 0 0 0 0 0 0 0 11
8:15 PM 1 5 8 0 1 0 0 0 0 0 0 0 0 15
8:30 PM 0 14 8 0 2 0 0 0 0 0 0 0 0 24
8:45 PM 0 13 8 0 1 0 0 0 0 0 0 0 0 22
9:00 PM 0 9 8 0 0 0 0 0 0 0 0 0 0 17
9:15 PM 0 7 11 0 0 0 0 0 0 0 0 0 0 18
9:30 PM 0 10 8 0 1 0 0 0 0 0 0 0 0 19
9:45 PM 0 13 10 0 0 0 0 0 0 0 0 0 0 23
Total 2 1871 2140 8 67 10 0 6 7 0 0 0 0
4111
% 0.05% 45.51% 52.06% 0.19% 1.63% 0.24% 0.00% 0.15% 0.17% 0.00% 0.00% 0.00% 0.00%
80 of 241
6:00 AM 0 56 35 0 0 0 0 0 1 0 0 0 0 92
6:15 AM 1 60 83 0 0 0 0 0 0 0 0 0 0 144
6:30 AM 0 89 88 0 4 1 0 0 0 0 0 0 0 182
6:45 AM 0 107 109 1 3 0 0 0 1 0 0 0 0 221
7:00 AM 0 83 90 0 2 0 0 0 0 0 0 0 0 175
7:15 AM 0 126 125 0 2 0 0 1 1 0 0 0 0 255
7:30 AM 0 144 139 0 0 0 0 1 1 0 0 0 0 285
7:45 AM 1 160 148 0 4 0 0 0 3 0 0 0 0 316
8:00 AM 1 127 121 0 7 0 0 0 1 0 0 0 0 257
8:15 AM 0 112 125 1 1 1 0 0 1 0 0 0 0 241
8:30 AM 0 108 92 1 0 0 0 1 1 0 0 0 0 203
8:45 AM 1 100 122 0 1 0 0 1 3 0 0 0 0 228
9:00 AM 0 78 89 0 2 1 0 2 0 0 0 0 0 172
9:15 AM 0 86 75 0 0 1 0 0 1 0 0 0 0 163
9:30 AM 0 101 75 0 2 1 0 1 2 0 0 0 0 182
9:45 AM 0 84 96 0 0 0 0 1 0 0 0 0 0 181
10:00 AM 0 69 90 0 1 0 0 0 4 0 0 0 0 164
10:15 AM 0 71 84 0 1 1 0 0 0 0 0 0 0 157
10:30 AM 0 81 87 1 0 0 0 0 1 0 0 0 0 170
10:45 AM 1 101 82 0 1 0 0 0 0 0 0 0 0 185
11:00 AM 0 80 77 2 7 2 0 1 0 0 0 0 0 169
11:15 AM 1 94 86 1 0 0 0 1 0 0 0 0 0 183
11:30 AM 0 93 104 1 0 0 0 0 0 0 0 0 0 198
11:45 AM 0 103 113 0 4 0 0 1 2 0 0 0 0 223
12:00 PM 0 95 116 0 3 0 0 0 2 0 0 0 0 216
12:15 PM 0 102 119 1 3 0 0 0 1 0 0 0 0 226
12:30 PM 0 102 122 2 0 0 0 0 1 0 0 0 0 227
12:45 PM 0 108 114 2 3 0 0 0 1 0 0 0 0 228
1:00 PM 0 111 111 1 1 0 0 0 1 0 0 0 0 225
1:15 PM 1 93 121 0 4 0 0 0 0 0 0 0 0 219
1:30 PM 0 100 107 3 6 0 0 0 0 0 0 0 0 216
1:45 PM 0 100 121 0 1 0 0 0 0 0 0 0 0 222
2:00 PM 0 96 97 1 2 0 1 0 0 0 0 0 0 197
2:15 PM 0 106 109 1 4 0 0 1 1 0 0 0 0 222
2:30 PM 1 107 129 1 3 1 0 0 2 0 0 0 0 244
2:45 PM 0 96 136 1 0 0 0 0 0 0 0 0 0 233
3:00 PM 0 100 107 3 1 0 0 0 0 0 0 0 0 211
3:15 PM 0 86 117 1 3 0 0 0 0 0 0 0 0 207
3:30 PM 0 100 134 0 9 0 1 0 0 0 0 0 0 244

3:45 PM 0 99 130 1 4 0 0 0 0 0 0 0 0 234
4:00 PM 1 108 124 0 5 0 0 2 1 0 0 0 0 241
4:15 PM 0 107 142 0 11 0 0 0 0 0 0 0 0 260
4:30 PM 0 123 121 0 5 0 0 0 1 1 0 0 0 251
4:45 PM 0 123 123 0 2 0 0 1 3 0 0 0 0 252
5:00 PM 0 94 153 0 7 1 0 0 0 0 0 0 0 255
5:15 PM 0 155 125 0 1 0 0 1 1 2 0 0 0 285
5:30 PM 0 119 134 0 2 0 0 0 3 0 0 0 0 258
5:45 PM 0 97 107 0 1 0 0 1 1 1 0 0 0 208
6:00 PM 1 99 88 0 0 0 0 0 0 0 0 0 0 188
6:15 PM 0 94 74 0 2 0 0 0 0 0 0 0 0 170
6:30 PM 0 101 76 0 1 0 0 0 0 0 0 0 0 178
6:45 PM 0 80 64 0 1 0 0 0 0 0 0 0 0 145
7:00 PM 0 79 64 0 1 0 0 0 1 0 0 0 0 145
7:15 PM 0 77 51 0 0 0 0 0 0 0 0 0 0 128
7:30 PM 0 60 55 0 0 0 0 0 0 0 0 0 0 115
7:45 PM 0 50 38 1 0 0 0 0 0 0 0 0 0 89
8:00 PM 0 53 34 0 0 0 0 0 0 0 0 0 0 87
8:15 PM 0 65 32 0 0 0 0 0 2 0 0 0 0 99
8:30 PM 1 57 10 0 0 0 0 0 0 0 0 0 0 68
8:45 PM 0 49 19 0 1 0 0 0 0 1 0 0 0 70
9:00 PM 0 56 22 0 3 0 0 0 0 0 0 0 0 81
9:15 PM 0 57 17 0 1 0 0 0 1 0 0 0 0 76
9:30 PM 0 49 33 0 0 0 0 0 1 0 0 0 0 83
9:45 PM 1 46 10 0 0 0 0 0 0 0 0 0 0 57
Total 12 5912 5941 27 133 10 2 17 47 5 0 0 0
12106
% 0.10% 48.84% 49.07% 0.22% 1.10% 0.08% 0.02% 0.14% 0.39% 0.04% 0.00% 0.00% 0.00%
81 of 241
Interval Total
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 1 0 0 1
82 of 241

Interval Total
6:00 AM 0 0 0 0 0
6:15 AM 0 0 0 0 0
6:30 AM 0 0 0 0 0 PM
6:45 AM 0 0 0 0 0
7:00 AM 0 0 0 0 0
7:15 AM 0 0 0 0 0 EB 0
7:30 AM 0 0 0 0 0 WB 0
7:45 AM 0 0 0 0 0 NB 0
8:00 AM 0 0 0 0 0 SB 0
8:15 AM 0 0 0 0 0
8:30 AM 0 0 0 0 0
8:45 AM 0 0 0 0 0
9:00 AM 0 0 0 0 0 AM
9:15 AM 0 0 0 0 0
9:30 AM 0 0 0 0 0
9:45 AM 0 0 0 0 0 EB 0
10:00 AM 0 0 0 0 0 WB 0
10:15 AM 0 0 0 0 0 NB 0
10:30 AM 0 0 0 0 0 SB 0
10:45 AM 0 0 0 0 0
11:00 AM 0 0 0 0 0
11:15 AM 0 0 0 0 0
11:30 AM 0 0 0 0 0
11:45 AM 0 0 0 0 0
12:00 PM 0 0 0 0 0
12:15 PM 0 0 0 0 0
12:30 PM 0 0 0 0 0
12:45 PM 0 0 0 0 0
1:00 PM 0 0 0 0 0
1:15 PM 0 0 0 0 0
1:30 PM 0 0 0 0 0
1:45 PM 0 0 0 0 0
2:00 PM 0 0 0 0 0
2:15 PM 0 0 0 0 0
2:30 PM 0 0 0 0 0
2:45 PM 0 0 0 0 0
3:00 PM 0 0 0 0 0
3:15 PM 0 0 0 0 0

3:30 PM 0 0 0 0 0
3:45 PM 0 0 0 0 0
4:00 PM 0 0 0 0 0
4:15 PM 0 0 0 0 0
4:30 PM 0 0 0 0 0
4:45 PM 0 0 0 0 0
5:00 PM 0 0 0 0 0
5:15 PM 0 0 0 0 0
5:30 PM 0 0 0 0 0
5:45 PM 0 0 0 0 0
6:00 PM 0 0 0 0 0
6:15 PM 0 0 0 0 0
6:30 PM 0 0 0 0 0
6:45 PM 0 0 0 0 0
7:00 PM 0 0 0 0 0
7:15 PM 0 0 0 0 0
7:30 PM 0 0 0 0 0
7:45 PM 0 0 0 0 0
8:00 PM 0 0 0 0 0
8:15 PM 0 0 0 0 0
8:30 PM 0 0 0 0 0
8:45 PM 0 0 0 0 0
9:00 PM 0 0 0 0 0
9:15 PM 0 0 0 0 0
9:30 PM 0 0 0 0 0
9:45 PM 0 0 0 0 0
Total 0 0 0 0 0
83 of 241
Location/Intersection: Gateway St & Randy Papé Beltline
6:00 AM 0 4 3 1 0 0 0 0 0 0 0 0 0 8
6:15 AM 0 10 5 1 1 0 0 0 0 0 0 0 0 17
6:30 AM 0 13 4 1 1 0 0 0 0 0 0 0 0 19
6:45 AM 0 14 20 1 0 0 0 0 0 0 0 0 0 35
7:00 AM 0 14 12 2 0 0 0 0 0 0 0 0 0 28
7:15 AM 0 14 12 2 0 0 0 0 0 0 0 0 0 28
7:30 AM 0 13 20 1 1 0 0 0 0 0 0 0 0 35
7:45 AM 0 19 18 1 1 0 0 1 0 0 0 0 0 40
8:00 AM 0 11 17 1 0 0 0 0 0 0 0 0 0 29
8:15 AM 0 8 29 3 0 0 0 0 0 0 0 0 0 40
8:30 AM 0 18 16 1 1 0 0 0 0 0 0 0 0 36
8:45 AM 0 12 30 1 0 0 0 0 0 0 0 0 0 43
9:00 AM 0 18 25 1 0 0 0 0 0 0 0 0 0 44
9:15 AM 0 18 24 2 2 0 0 0 0 0 0 0 0 46
9:30 AM 0 20 25 2 2 0 0 0 0 0 0 0 0 49
9:45 AM 0 15 27 1 0 0 0 0 0 0 0 0 0 43
10:00 AM 0 12 25 1 1 0 0 0 0 0 0 0 0 39
10:15 AM 0 26 29 2 0 0 0 0 0 0 0 0 0 57
10:30 AM 0 25 22 1 0 0 0 0 0 0 0 0 0 48
10:45 AM 0 29 31 1 0 0 0 0 0 0 0 0 0 61
11:00 AM 0 41 38 0 1 0 0 1 0 0 0 0 0 81
11:15 AM 0 37 30 1 0 0 0 0 0 0 0 0 0 68
11:30 AM 0 43 36 0 0 0 0 0 0 0 0 0 0 79
11:45 AM 0 45 39 2 0 0 0 0 0 0 0 0 0 86
12:00 PM 0 55 47 2 2 0 0 0 0 0 0 0 0 106
12:15 PM 0 38 33 2 0 0 0 0 0 0 0 0 0 73
12:30 PM 0 40 42 1 1 0 0 0 0 0 0 0 0 84
12:45 PM 0 41 44 1 3 1 0 1 0 0 0 0 0 91
1:00 PM 0 27 27 2 0 0 0 0 0 0 0 0 0 56
1:15 PM 0 41 37 1 1 0 0 0 0 0 0 0 0 80
1:30 PM 1 28 36 2 1 0 0 0 0 0 0 0 0 68
1:45 PM 0 29 33 0 3 0 0 0 0 0 0 0 0 65
2:00 PM 0 32 33 3 0 0 0 1 0 0 0 0 0 69
2:15 PM 0 37 34 1 1 0 0 0 0 0 0 0 0 73
2:30 PM 0 22 32 1 0 0 0 0 0 0 0 0 0 55
2:45 PM 0 35 28 1 0 0 0 0 0 0 0 0 0 64
3:00 PM 0 26 39 2 0 0 0 0 0 0 0 0 0 67
3:15 PM 0 23 43 3 1 0 0 0 0 0 0 0 0 70
3:30 PM 0 32 46 1 1 0 0 0 0 0 0 0 0 80

3:45 PM 0 25 26 0 1 0 0 1 0 0 0 0 0 53
4:00 PM 0 25 41 2 0 0 0 0 0 0 0 0 0 68
4:15 PM 0 37 51 1 0 0 0 0 0 0 0 0 0 89
4:30 PM 0 28 39 2 0 0 0 0 0 0 0 0 0 69
4:45 PM 0 43 45 0 0 0 0 0 1 0 0 0 0 89
5:00 PM 0 45 40 2 1 0 0 0 0 0 0 0 0 88
5:15 PM 0 46 39 1 0 0 0 0 0 0 0 0 0 86
5:30 PM 0 27 26 2 0 0 0 0 0 0 0 0 0 55
5:45 PM 0 20 29 0 1 0 0 0 0 0 0 0 0 50
6:00 PM 0 19 24 2 0 0 0 0 0 0 0 0 0 45
6:15 PM 1 23 29 2 0 0 0 0 0 0 0 0 0 55
6:30 PM 0 24 29 1 0 0 0 0 0 0 0 0 0 54
6:45 PM 0 17 20 1 0 0 0 0 0 0 0 0 0 38
7:00 PM 0 15 33 1 0 0 0 0 0 0 0 0 0 49
7:15 PM 0 18 10 2 0 0 0 0 0 0 0 0 0 30
7:30 PM 0 15 7 0 0 0 0 0 0 0 0 0 0 22
7:45 PM 0 12 6 1 0 0 0 0 0 0 0 0 0 19
8:00 PM 0 21 15 1 0 0 0 0 0 0 0 0 0 37
8:15 PM 0 15 7 1 0 0 0 0 0 0 0 0 0 23
8:30 PM 0 12 12 0 0 0 0 1 0 0 0 0 0 25
8:45 PM 0 13 9 1 0 0 0 0 0 0 0 0 0 23
9:00 PM 0 6 9 1 0 0 0 0 0 0 0 0 0 16
9:15 PM 0 4 6 1 0 0 0 0 0 0 0 0 0 11
9:30 PM 0 6 5 0 0 0 0 0 0 0 0 0 0 11
9:45 PM 0 7 3 0 0 0 0 0 0 0 0 0 0 10
Total 2 1508 1651 78 28 1 0 6 1 0 0 0 0
3275
% 0.06% 46.05% 50.41% 2.38% 0.85% 0.03% 0.00% 0.18% 0.03% 0.00% 0.00% 0.00% 0.00%
84 of 241
6:00 AM 0 4 2 0 0 0 0 0 0 0 0 0 0 6
6:15 AM 0 1 5 0 0 0 0 0 0 0 0 0 0 6
6:30 AM 0 3 7 0 0 0 0 0 0 0 0 0 0 10
6:45 AM 0 4 13 0 0 0 0 0 0 0 0 0 0 17
7:00 AM 0 8 6 1 0 0 0 0 0 0 0 0 0 15
7:15 AM 0 10 7 0 0 0 0 0 0 0 0 0 0 17
7:30 AM 0 10 16 0 0 0 0 0 0 0 0 0 0 26
7:45 AM 1 15 14 0 0 0 0 0 0 0 0 0 0 30
8:00 AM 0 9 10 1 0 0 0 0 0 0 0 0 0 20
8:15 AM 0 10 13 0 1 0 0 0 0 0 0 0 0 24
8:30 AM 0 3 4 0 0 0 0 0 0 0 0 0 0 7
8:45 AM 0 6 14 0 0 0 0 0 0 0 0 0 0 20
9:00 AM 0 9 9 0 1 0 0 0 0 0 0 0 0 19
9:15 AM 0 4 12 0 1 0 0 0 0 0 0 0 0 17
9:30 AM 0 6 13 0 2 0 0 0 0 0 0 0 0 21
9:45 AM 0 4 17 0 0 0 0 0 0 0 0 0 0 21
10:00 AM 0 8 14 0 0 0 0 0 0 0 0 0 0 22
10:15 AM 0 4 9 0 1 0 0 0 0 0 0 0 0 14
10:30 AM 0 8 14 1 1 0 0 0 0 0 0 0 0 24
10:45 AM 0 10 9 0 0 0 0 0 0 0 0 0 0 19
11:00 AM 1 6 16 0 0 0 0 0 0 0 0 0 0 23
11:15 AM 0 10 14 0 2 0 0 0 0 0 0 0 0 26
11:30 AM 0 7 23 0 1 0 0 0 0 0 0 0 0 31
11:45 AM 0 12 23 0 0 0 0 0 0 0 0 0 0 35
12:00 PM 0 5 13 0 0 0 0 0 0 0 0 0 0 18
12:15 PM 0 8 10 1 2 0 0 0 0 0 0 0 0 21
12:30 PM 0 8 20 0 1 0 0 0 0 0 0 0 0 29
12:45 PM 0 7 10 0 1 0 0 0 0 0 0 0 0 18
1:00 PM 0 12 20 0 2 0 0 0 0 0 0 0 0 34
1:15 PM 0 19 16 0 0 0 0 0 0 0 0 0 0 35
1:30 PM 0 7 21 0 0 0 0 1 0 0 0 0 0 29
1:45 PM 0 9 18 0 1 0 0 0 0 0 0 0 0 28
2:00 PM 0 9 14 0 1 0 0 0 0 0 0 0 0 24
2:15 PM 0 6 9 0 0 0 0 0 0 0 0 0 0 15
2:30 PM 0 14 13 0 0 0 0 0 0 0 0 0 0 27
2:45 PM 0 15 14 0 0 0 0 0 0 0 0 0 0 29
3:00 PM 0 14 17 0 2 0 0 0 0 0 0 0 0 33
3:15 PM 0 13 14 0 0 0 0 1 0 0 0 0 0 28
3:30 PM 0 8 23 0 1 0 0 0 0 0 0 0 0 32

3:45 PM 0 7 15 1 1 0 0 0 0 0 0 0 0 24
4:00 PM 0 13 19 0 0 0 0 0 1 0 0 0 0 33
4:15 PM 0 10 16 0 1 0 0 0 0 0 0 0 0 27
4:30 PM 0 17 25 0 0 0 0 1 0 0 0 0 0 43
4:45 PM 0 3 20 0 1 0 0 0 0 0 0 0 0 24
5:00 PM 0 13 17 0 0 0 0 0 0 0 0 0 0 30
5:15 PM 0 14 23 0 0 0 0 0 0 0 0 0 0 37
5:30 PM 0 14 21 0 1 0 0 0 0 0 0 0 0 36
5:45 PM 0 13 23 0 0 0 0 0 0 0 0 0 0 36
6:00 PM 0 12 12 0 1 0 0 0 0 0 0 0 0 25
6:15 PM 0 4 17 0 0 0 0 0 0 0 0 0 0 21
6:30 PM 0 5 7 0 0 0 0 0 0 0 0 0 0 12
6:45 PM 0 7 8 0 0 0 0 0 0 0 0 0 0 15
7:00 PM 0 7 6 0 0 0 0 0 0 0 0 0 0 13
7:15 PM 0 8 7 0 0 0 0 0 0 0 0 0 0 15
7:30 PM 0 5 6 0 1 0 0 0 0 0 0 0 0 12
7:45 PM 0 6 7 0 0 0 0 0 0 0 0 0 0 13
8:00 PM 0 5 12 0 1 0 0 0 0 0 0 0 0 18
8:15 PM 0 6 11 0 1 0 0 0 0 0 0 0 0 18
8:30 PM 0 6 5 0 1 0 0 0 0 0 0 0 0 12
8:45 PM 0 5 7 0 0 0 0 0 0 0 0 0 0 12
9:00 PM 0 4 2 0 0 0 0 0 0 0 0 0 0 6
9:15 PM 0 2 10 0 0 0 0 0 0 0 0 0 0 12
9:30 PM 0 4 5 0 0 0 0 0 0 0 0 0 0 9
9:45 PM 0 3 3 0 0 0 0 0 0 0 0 0 0 6
Total 2 518 820 5 30 0 0 3 1 0 0 0 0
1379
% 0.15% 37.56% 59.46% 0.36% 2.18% 0.00% 0.00% 0.22% 0.07% 0.00% 0.00% 0.00% 0.00%
85 of 241
6:00 AM 0 9 5 0 0 0 0 0 0 0 0 0 0 14
6:15 AM 0 18 4 0 1 0 0 0 0 0 0 0 0 23
6:30 AM 0 22 4 0 0 0 0 1 1 0 0 0 0 28
6:45 AM 0 20 10 0 3 2 0 0 0 0 0 0 0 35
7:00 AM 0 20 8 0 0 0 0 0 0 0 0 0 0 28
7:15 AM 0 25 17 0 1 0 0 0 1 0 0 0 0 44
7:30 AM 0 38 18 0 1 0 0 0 0 0 0 0 0 57
7:45 AM 0 37 25 0 1 0 0 0 0 0 0 0 0 63
8:00 AM 0 33 24 0 0 1 0 0 0 0 0 0 0 58
8:15 AM 0 30 14 0 1 0 0 1 0 0 0 0 0 46
8:30 AM 0 35 26 0 1 0 0 0 0 0 0 0 0 62
8:45 AM 0 20 23 1 1 0 0 1 0 0 0 0 0 46
9:00 AM 0 16 20 0 1 0 0 0 0 0 0 0 0 37
9:15 AM 0 26 38 0 14 1 0 0 0 0 0 0 0 79
9:30 AM 0 21 26 0 4 0 0 0 1 0 0 0 0 52
9:45 AM 0 19 20 0 0 0 0 1 1 0 0 0 0 41
10:00 AM 0 22 23 0 4 0 0 0 0 0 0 0 0 49
10:15 AM 0 18 31 0 0 0 0 0 0 0 0 0 0 49
10:30 AM 0 26 26 0 1 1 0 0 0 0 0 0 0 54
10:45 AM 0 21 32 0 1 0 0 0 0 0 0 0 0 54
11:00 AM 0 28 20 0 0 0 0 0 1 0 0 0 0 49
11:15 AM 0 25 21 0 1 0 0 0 0 0 0 0 0 47
11:30 AM 0 34 31 1 0 0 0 0 0 0 0 0 0 66
11:45 AM 0 28 39 0 0 0 0 1 0 0 0 0 0 68
12:00 PM 0 39 36 0 0 0 0 0 0 0 0 0 0 75
12:15 PM 0 31 27 0 0 0 0 0 0 0 0 0 0 58
12:30 PM 0 39 32 0 2 0 0 0 0 0 0 0 0 73
12:45 PM 0 44 30 1 1 0 0 0 0 0 0 0 0 76
1:00 PM 0 38 25 0 1 0 0 0 0 0 0 0 0 64
1:15 PM 0 50 38 0 1 0 0 0 1 0 0 0 0 90
1:30 PM 0 42 39 0 1 0 0 0 1 0 0 0 0 83
1:45 PM 0 29 36 0 2 1 0 0 0 0 0 0 0 68
2:00 PM 0 47 28 0 2 0 0 0 0 0 0 0 0 77
2:15 PM 0 29 23 0 0 0 0 0 0 0 0 0 0 52
2:30 PM 0 38 52 0 1 0 0 0 0 0 0 0 0 91
2:45 PM 0 32 31 0 1 0 0 0 0 0 0 0 0 64
3:00 PM 0 67 68 0 1 0 0 0 1 0 0 0 0 137
3:15 PM 0 33 48 0 1 0 0 0 0 0 0 0 0 82
3:30 PM 0 79 49 0 0 0 0 0 0 0 0 0 0 128

3:45 PM 0 53 60 0 2 0 0 0 0 0 0 0 0 115
4:00 PM 0 76 64 0 2 0 0 0 0 0 0 0 0 142
4:15 PM 0 64 53 0 3 0 0 1 0 0 0 0 0 121
4:30 PM 0 55 83 0 3 0 0 0 0 0 0 0 0 141
4:45 PM 0 56 68 0 0 0 0 0 0 0 0 0 0 124
5:00 PM 0 97 88 0 0 0 0 0 0 0 0 0 0 185
5:15 PM 0 59 65 0 2 1 0 0 0 0 0 0 0 127
5:30 PM 0 40 59 1 1 0 0 0 0 0 0 0 0 101
5:45 PM 0 29 42 0 1 0 0 1 0 0 0 0 0 73
6:00 PM 1 52 46 0 0 0 0 0 0 0 0 0 0 99
6:15 PM 1 39 28 0 0 0 0 0 0 0 0 0 0 68
6:30 PM 0 13 21 0 1 0 0 0 0 0 0 0 0 35
6:45 PM 0 15 11 0 1 0 0 0 0 0 0 0 0 27
7:00 PM 0 23 25 0 1 0 0 0 0 0 0 0 0 49
7:15 PM 0 20 19 0 1 0 0 0 0 0 0 0 0 40
7:30 PM 0 20 10 0 1 0 0 0 0 0 0 0 0 31
7:45 PM 0 18 9 0 1 0 0 0 0 0 0 0 0 28
8:00 PM 0 25 0 0 0 0 0 0 0 0 0 0 0 25
8:15 PM 0 16 2 0 1 0 0 0 0 0 0 0 0 19
8:30 PM 0 33 5 0 0 0 0 0 0 0 0 0 0 38
8:45 PM 0 3 1 0 1 0 0 0 0 0 0 0 0 5
9:00 PM 0 17 2 0 0 0 0 0 0 0 0 0 0 19
9:15 PM 0 14 3 0 0 0 0 0 0 0 0 0 0 17
9:30 PM 0 9 3 0 0 0 0 0 0 0 0 0 0 12
9:45 PM 0 19 4 0 0 0 0 0 0 0 0 0 0 23
Total 2 2093 1838 4 72 7 0 7 8 0 0 0 0
4031
% 0.05% 51.92% 45.60% 0.10% 1.79% 0.17% 0.00% 0.17% 0.20% 0.00% 0.00% 0.00% 0.00%
86 of 241
Direction Counted: Southbound U-Turn
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
11:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
11:45 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
7:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
7:30 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
9:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 6 11 0 0 0 0 0 0 0 0 0 0
17
% 0.00% 35.29% 64.71% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
87 of 241
6:00 AM 0 9 21 0 3 0 0 0 0 0 0 0 0 33
6:15 AM 0 17 16 0 1 1 0 0 0 0 0 0 0 35
6:30 AM 1 29 26 0 7 0 0 0 0 0 0 0 0 63
6:45 AM 0 18 22 0 1 1 0 0 0 0 0 0 0 42
7:00 AM 0 18 30 0 3 1 0 0 0 0 0 0 0 52
7:15 AM 1 24 32 0 2 0 0 0 1 0 0 0 0 60
7:30 AM 0 53 61 0 0 0 0 0 1 0 0 0 0 115
7:45 AM 0 48 46 0 1 0 0 0 0 0 0 0 0 95
8:00 AM 0 36 36 1 3 0 0 0 0 0 0 0 0 76
8:15 AM 0 28 32 0 4 0 0 0 0 0 0 0 0 64
8:30 AM 0 27 27 0 0 2 0 0 0 0 0 0 0 56
8:45 AM 0 31 33 0 4 0 0 0 1 0 0 0 0 69
9:00 AM 0 32 27 1 1 0 0 0 1 0 0 0 0 62
9:15 AM 0 32 39 0 2 1 0 0 0 0 0 0 0 74
9:30 AM 0 36 61 2 1 1 0 0 0 0 0 0 0 101
9:45 AM 0 36 42 0 2 0 0 0 0 0 0 0 0 80
10:00 AM 1 40 42 0 1 0 0 0 0 0 0 0 0 84
10:15 AM 0 33 43 0 6 0 0 0 0 0 0 0 0 82
10:30 AM 0 39 68 1 2 0 0 1 0 0 0 0 0 111
10:45 AM 0 39 49 1 2 1 0 0 1 0 0 0 0 93
11:00 AM 0 30 54 2 2 0 0 0 0 0 0 0 0 88
11:15 AM 0 33 40 1 0 1 0 0 1 0 0 0 0 76
11:30 AM 0 47 60 0 1 0 0 1 0 0 0 0 0 109
11:45 AM 0 49 37 0 3 0 0 0 0 0 0 0 0 89
12:00 PM 0 42 54 1 4 0 0 0 0 0 0 0 0 101
12:15 PM 0 38 55 0 2 0 0 1 0 0 0 0 0 96
12:30 PM 0 48 56 0 4 0 0 0 0 0 0 0 0 108
12:45 PM 0 35 49 1 3 0 0 0 1 0 0 0 0 89
1:00 PM 0 40 46 0 3 0 0 1 1 0 0 0 0 91
1:15 PM 0 64 56 0 1 0 0 0 0 0 0 0 0 121
1:30 PM 0 40 51 1 4 0 0 0 0 0 0 0 0 96
1:45 PM 0 48 52 1 3 0 0 0 0 0 0 0 0 104
2:00 PM 0 70 69 0 3 0 0 1 0 0 0 0 0 143
2:15 PM 1 45 61 0 2 0 0 0 0 0 0 0 0 109
2:30 PM 0 63 47 2 2 0 0 0 0 0 0 0 0 114
2:45 PM 0 53 63 3 0 0 0 0 0 0 0 0 0 119
3:00 PM 0 57 70 1 3 0 0 1 0 0 0 0 0 132
3:15 PM 0 78 93 0 0 0 0 0 0 0 0 0 0 171
3:30 PM 1 84 101 0 0 0 0 1 0 0 0 0 0 187

3:45 PM 0 64 113 0 2 0 0 0 0 0 0 0 0 179
4:00 PM 0 79 94 0 2 0 0 0 1 0 0 0 0 176
4:15 PM 0 66 71 0 0 0 0 0 0 0 0 0 0 137
4:30 PM 0 95 91 0 1 0 0 0 1 0 0 0 0 188
4:45 PM 0 74 77 2 1 0 0 0 0 0 0 0 0 154
5:00 PM 0 98 92 0 2 0 0 0 1 0 0 0 0 193
5:15 PM 0 72 92 0 1 0 0 0 0 0 0 0 0 165
5:30 PM 0 57 71 0 1 0 0 0 1 1 0 0 0 131
5:45 PM 0 56 58 0 0 0 0 0 0 0 0 0 0 114
6:00 PM 0 59 49 0 7 0 0 0 0 0 0 0 0 115
6:15 PM 0 58 51 0 2 0 0 0 0 1 0 0 0 112
6:30 PM 1 53 60 0 4 0 0 0 0 0 0 0 0 118
6:45 PM 0 27 45 0 0 0 0 0 0 0 0 0 0 72
7:00 PM 0 36 44 0 1 0 0 0 0 0 0 0 0 81
7:15 PM 0 36 39 0 0 0 0 0 1 0 0 0 0 76
7:30 PM 0 43 55 0 2 0 0 0 0 0 0 0 0 100
7:45 PM 0 30 34 0 2 0 0 0 0 0 0 0 0 66
8:00 PM 0 45 25 0 2 0 0 0 0 0 0 0 0 72
8:15 PM 0 32 26 0 1 0 0 0 0 0 0 0 0 59
8:30 PM 0 38 24 0 2 0 0 0 0 0 0 0 0 64
8:45 PM 0 33 18 0 3 0 0 0 0 0 0 0 0 54
9:00 PM 0 28 16 0 0 0 0 0 0 0 0 0 0 44
9:15 PM 0 24 19 0 0 0 0 0 0 0 0 0 0 43
9:30 PM 0 24 13 0 1 0 0 0 0 0 0 0 0 38
9:45 PM 0 13 8 0 3 0 0 0 0 0 0 0 0 24
Total 6 2829 3152 21 126 9 0 7 13 2 0 0 0
6165
% 0.10% 45.89% 51.13% 0.34% 2.04% 0.15% 0.00% 0.11% 0.21% 0.03% 0.00% 0.00% 0.00%
88 of 241
6:00 AM 0 3 1 0 0 0 0 0 1 0 0 0 0 5
6:15 AM 0 4 3 0 0 0 0 0 1 0 0 0 0 8
6:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
6:45 AM 0 2 1 0 0 0 0 0 0 0 0 0 0 3
7:00 AM 0 5 1 0 0 0 0 0 0 0 0 0 0 6
7:15 AM 0 2 7 0 0 0 0 0 0 0 0 0 0 9
7:30 AM 0 7 4 0 0 0 0 0 0 0 0 0 0 11
7:45 AM 0 3 6 0 0 0 0 0 0 0 0 0 0 9
8:00 AM 0 6 8 0 1 0 0 0 0 0 0 0 0 15
8:15 AM 0 6 5 0 0 0 0 0 0 0 0 0 0 11
8:30 AM 1 2 12 0 0 0 0 0 0 0 0 0 0 15
8:45 AM 0 8 7 0 0 0 0 1 0 0 0 0 0 16
9:00 AM 0 4 12 0 0 0 0 1 0 0 0 0 0 17
9:15 AM 0 3 8 0 0 0 0 0 0 0 0 0 0 11
9:30 AM 0 6 8 0 0 0 0 1 0 0 0 0 0 15
9:45 AM 0 10 16 0 0 0 0 0 0 0 0 0 0 26
10:00 AM 0 12 16 0 0 0 0 0 0 0 0 0 0 28
10:15 AM 0 11 10 0 0 0 0 0 0 0 0 0 0 21
10:30 AM 0 11 18 0 2 0 0 1 0 0 0 0 0 32
10:45 AM 0 18 13 0 0 0 0 0 0 0 0 0 0 31
11:00 AM 0 20 13 0 0 0 0 0 0 0 0 0 0 33
11:15 AM 0 14 22 0 0 0 0 0 0 0 0 0 0 36
11:30 AM 0 17 18 0 0 0 0 0 0 0 0 0 0 35
11:45 AM 0 16 25 0 0 0 0 0 0 0 0 0 0 41
12:00 PM 0 24 28 0 1 0 0 0 0 0 0 0 0 53
12:15 PM 0 22 25 0 0 0 0 0 0 0 0 0 0 47
12:30 PM 0 20 26 0 0 0 0 0 0 0 0 0 0 46
12:45 PM 0 23 16 0 0 1 0 0 0 0 0 0 0 40
1:00 PM 0 26 13 0 0 0 0 0 0 0 0 0 0 39
1:15 PM 0 16 22 0 0 0 0 0 0 0 0 0 0 38
1:30 PM 0 24 12 0 0 0 0 0 0 0 0 0 0 36
1:45 PM 0 14 15 0 1 0 0 0 0 0 0 0 0 30
2:00 PM 0 16 23 0 0 0 0 0 0 0 0 0 0 39
2:15 PM 1 19 19 0 0 0 0 0 0 0 0 0 0 39
2:30 PM 0 16 15 0 0 0 0 0 0 0 0 0 0 31
2:45 PM 0 12 20 0 1 0 0 0 0 0 0 0 0 33
3:00 PM 0 19 16 0 2 0 0 0 0 0 0 0 0 37
3:15 PM 0 13 11 0 0 0 0 0 0 0 0 0 0 24
3:30 PM 0 24 18 0 0 0 0 0 0 0 0 0 0 42

3:45 PM 0 18 20 0 0 0 0 0 0 0 0 0 0 38
4:00 PM 0 8 23 0 0 0 0 0 0 0 0 0 0 31
4:15 PM 0 22 29 0 0 0 0 0 0 0 0 0 0 51
4:30 PM 0 12 13 1 0 0 0 0 0 0 0 0 0 26
4:45 PM 0 15 14 0 1 0 0 0 0 0 0 0 0 30
5:00 PM 0 23 19 0 0 0 0 0 0 0 0 0 0 42
5:15 PM 0 17 24 0 0 0 0 0 0 0 0 0 0 41
5:30 PM 0 13 19 0 1 0 0 0 0 0 0 0 0 33
5:45 PM 0 15 7 0 0 0 0 0 0 0 0 0 0 22
6:00 PM 0 14 3 0 0 0 0 0 0 0 0 0 0 17
6:15 PM 0 9 11 0 0 0 0 0 0 0 0 0 0 20
6:30 PM 0 18 22 0 0 0 0 0 0 0 0 0 0 40
6:45 PM 0 11 9 0 0 0 0 0 0 0 0 0 0 20
7:00 PM 0 10 9 0 0 0 0 0 0 0 0 0 0 19
7:15 PM 0 5 6 0 0 0 0 0 0 0 0 0 0 11
7:30 PM 0 7 13 0 0 0 0 0 0 0 0 0 0 20
7:45 PM 0 12 3 0 0 0 0 0 0 0 0 0 0 15
8:00 PM 0 9 7 0 0 0 0 0 0 0 0 0 0 16
8:15 PM 0 10 1 0 0 0 0 0 0 0 0 0 0 11
8:30 PM 0 11 2 0 0 0 0 0 0 0 0 0 0 13
8:45 PM 0 7 2 0 2 0 0 0 0 0 0 0 0 11
9:00 PM 0 11 2 0 0 0 0 0 1 0 0 0 0 14
9:15 PM 0 6 2 0 0 0 0 0 0 0 0 0 0 8
9:30 PM 0 6 3 0 0 0 0 0 0 0 0 0 0 9
9:45 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
Total 2 773 780 1 12 1 0 4 3 0 0 0 0
1576
% 0.13% 49.05% 49.49% 0.06% 0.76% 0.06% 0.00% 0.25% 0.19% 0.00% 0.00% 0.00% 0.00%
89 of 241
6:00 AM 0 5 3 0 0 0 0 0 0 0 0 0 0 8
6:15 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 3
6:30 AM 0 4 5 0 0 0 0 0 0 0 0 0 0 9
6:45 AM 0 7 5 0 2 0 0 0 0 0 0 0 0 14
7:00 AM 0 4 6 0 0 0 0 0 0 0 0 0 0 10
7:15 AM 0 1 10 0 0 0 0 0 0 0 0 0 0 11
7:30 AM 0 10 10 0 1 0 0 0 0 0 0 0 0 21
7:45 AM 0 12 19 0 1 0 0 0 0 0 0 0 0 32
8:00 AM 0 5 11 0 0 1 0 0 0 0 0 0 0 17
8:15 AM 0 8 10 0 1 1 0 0 0 0 0 0 0 20
8:30 AM 0 5 10 0 0 0 0 0 0 0 0 0 0 15
8:45 AM 0 1 15 0 0 1 0 0 0 0 0 0 0 17
9:00 AM 0 3 12 0 1 0 0 0 0 0 0 0 0 16
9:15 AM 0 2 6 0 0 0 0 0 0 0 0 0 0 8
9:30 AM 0 1 10 0 0 1 0 0 0 0 0 0 0 12
9:45 AM 0 9 13 0 1 0 0 0 0 0 0 0 0 23
10:00 AM 0 10 6 0 0 0 0 0 0 0 0 0 0 16
10:15 AM 0 6 10 0 1 1 0 1 0 0 0 0 0 19
10:30 AM 0 7 11 0 0 0 0 0 0 0 0 0 0 18
10:45 AM 0 8 14 0 1 0 0 0 0 0 0 0 0 23
11:00 AM 0 3 2 0 1 0 0 0 0 0 0 0 0 6
11:15 AM 0 10 8 0 0 0 0 0 0 0 0 0 0 18
11:30 AM 0 5 7 0 0 0 0 0 0 0 0 0 0 12
11:45 AM 0 4 9 0 0 1 0 0 0 0 0 0 0 14
12:00 PM 0 8 12 0 3 0 0 0 0 0 0 0 0 23
12:15 PM 0 4 9 0 0 0 0 0 0 0 0 0 0 13
12:30 PM 0 8 4 0 0 0 0 0 0 0 0 0 0 12
12:45 PM 0 5 11 0 1 0 0 1 0 0 0 0 0 18
1:00 PM 0 10 12 0 0 1 0 0 0 0 0 0 0 23
1:15 PM 0 11 18 0 0 0 0 0 0 0 0 0 0 29
1:30 PM 0 5 11 0 1 0 0 0 0 0 0 0 0 17
1:45 PM 0 16 9 0 0 1 0 0 0 0 0 0 0 26
2:00 PM 0 9 4 0 0 0 0 0 0 0 0 0 0 13
2:15 PM 0 10 9 1 0 0 0 0 0 0 0 0 0 20
2:30 PM 0 7 13 0 2 0 0 0 0 0 0 0 0 22
2:45 PM 0 3 6 0 1 0 0 0 0 0 0 0 0 10
3:00 PM 0 6 13 0 0 0 0 0 0 0 0 0 0 19
3:15 PM 0 14 9 0 0 0 0 0 0 0 0 0 0 23
3:30 PM 0 8 17 0 1 0 0 0 0 0 0 0 0 26

3:45 PM 0 5 8 0 0 0 0 1 0 0 0 0 0 14
4:00 PM 0 13 6 0 0 0 0 0 0 0 0 0 0 19
4:15 PM 0 8 9 0 1 0 0 0 0 0 0 0 0 18
4:30 PM 0 5 13 0 0 0 0 0 0 0 0 0 0 18
4:45 PM 0 11 11 0 0 0 0 0 0 0 0 0 0 22
5:00 PM 0 11 14 0 0 0 0 0 0 0 0 0 0 25
5:15 PM 0 9 11 0 0 0 0 0 0 0 0 0 0 20
5:30 PM 0 11 12 0 0 0 0 0 0 0 0 0 0 23
5:45 PM 0 8 14 0 0 0 0 0 0 0 0 0 0 22
6:00 PM 0 6 20 0 0 0 0 0 0 0 0 0 0 26
6:15 PM 0 4 9 0 0 0 0 0 0 0 0 0 0 13
6:30 PM 0 5 5 0 0 0 0 0 0 0 0 0 0 10
6:45 PM 0 7 10 0 0 0 0 0 0 0 0 0 0 17
7:00 PM 0 9 6 0 0 0 0 0 0 0 0 0 0 15
7:15 PM 0 4 5 0 0 0 0 0 0 0 0 0 0 9
7:30 PM 0 5 10 0 0 0 0 0 0 0 0 0 0 15
7:45 PM 0 7 8 0 0 0 0 0 0 0 0 0 0 15
8:00 PM 0 4 8 0 0 0 0 0 0 0 0 0 0 12
8:15 PM 0 5 2 0 0 0 0 0 0 0 0 0 0 7
8:30 PM 0 4 3 0 0 0 0 0 0 0 0 0 0 7
8:45 PM 0 12 7 0 0 0 0 0 0 0 0 0 0 19
9:00 PM 0 1 3 0 0 0 0 0 0 0 0 0 0 4
9:15 PM 0 2 3 0 0 0 0 0 0 0 0 0 0 5
9:30 PM 0 3 0 0 0 0 0 0 0 0 0 0 0 3
9:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
Total 0 414 570 1 20 8 0 3 0 0 0 0 0
1016
% 0.00% 40.75% 56.10% 0.10% 1.97% 0.79% 0.00% 0.30% 0.00% 0.00% 0.00% 0.00% 0.00%
90 of 241
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:00 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 2 1 0 0 0 0 0 0 0 0 0 0 3
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:30 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 1
11:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
1:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1

3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 10 9 0 1 0 0 0 0 0 0 0 0
20
% 0.00% 50.00% 45.00% 0.00% 5.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
91 of 241
6:00 AM 0 12 7 1 0 0 0 0 0 0 0 0 0 20
6:15 AM 0 10 10 1 0 0 0 0 0 0 0 0 0 21
6:30 AM 0 18 12 2 0 0 0 0 0 0 0 0 0 32
6:45 AM 0 20 19 0 0 0 0 0 0 0 0 0 0 39
7:00 AM 0 14 18 2 0 0 0 0 0 0 0 0 0 34
7:15 AM 0 31 28 0 1 0 0 0 0 0 0 0 0 60
7:30 AM 0 34 28 2 0 0 0 0 0 0 0 0 0 64
7:45 AM 0 46 30 2 0 0 0 0 0 0 0 0 0 78
8:00 AM 0 20 27 1 0 0 0 0 0 0 0 0 0 48
8:15 AM 0 33 31 1 0 0 0 0 0 0 0 0 0 65
8:30 AM 1 19 27 1 1 0 0 0 0 0 0 0 0 49
8:45 AM 0 22 23 2 0 0 0 0 0 0 0 0 0 47
9:00 AM 0 18 18 0 0 0 0 0 0 0 0 0 0 36
9:15 AM 0 24 24 2 1 0 0 0 0 0 0 0 0 51
9:30 AM 0 17 16 1 1 0 0 0 0 0 0 0 0 35
9:45 AM 0 22 30 2 1 0 0 0 0 0 0 0 0 55
10:00 AM 0 22 30 1 1 0 0 1 0 0 0 0 0 55
10:15 AM 0 25 22 1 1 0 0 0 0 0 0 0 0 49
10:30 AM 0 16 20 1 0 0 0 1 0 0 0 0 0 38
10:45 AM 0 15 30 2 1 0 0 0 0 0 0 0 0 48
11:00 AM 0 31 28 1 0 0 0 0 0 0 0 0 0 60
11:15 AM 0 28 31 1 0 0 0 0 0 0 0 0 0 60
11:30 AM 0 44 30 1 1 0 0 0 0 0 0 0 0 76
11:45 AM 0 35 36 2 0 0 0 0 0 0 0 0 0 73
12:00 PM 0 25 48 0 0 0 0 1 0 0 0 0 0 74
12:15 PM 0 63 41 2 1 0 0 0 0 0 0 0 0 107
12:30 PM 0 48 38 1 0 0 0 0 1 0 0 0 0 88
12:45 PM 0 50 59 2 0 0 0 0 0 0 0 0 0 111
1:00 PM 0 42 44 1 1 0 0 0 0 0 0 0 0 88
1:15 PM 0 49 38 1 1 0 0 0 0 0 0 0 0 89
1:30 PM 0 33 45 1 1 1 0 0 0 0 0 0 0 81
1:45 PM 0 37 36 2 1 0 0 0 0 0 0 0 0 76
2:00 PM 0 30 35 1 1 0 0 0 0 0 0 0 0 67
2:15 PM 1 35 42 1 1 0 0 0 0 0 0 0 0 80
2:30 PM 0 22 34 1 1 0 0 0 0 0 0 0 0 58
2:45 PM 0 27 33 2 0 0 0 0 0 0 0 0 0 62
3:00 PM 0 30 37 1 0 0 0 0 0 0 0 0 0 68
3:15 PM 0 29 33 1 0 0 0 0 0 0 0 0 0 63
3:30 PM 0 28 31 1 1 1 0 0 0 0 0 0 0 62

3:45 PM 0 29 43 2 0 0 0 0 0 0 0 0 0 74
4:00 PM 0 30 36 0 2 1 0 0 0 0 0 0 0 69
4:15 PM 0 24 27 2 0 0 0 0 0 0 0 0 0 53
4:30 PM 0 24 31 1 0 0 0 0 0 0 0 0 0 56
4:45 PM 0 37 35 1 0 0 0 0 0 0 0 0 0 73
5:00 PM 0 35 26 1 0 0 0 0 0 0 0 0 0 62
5:15 PM 0 34 46 1 0 0 0 0 0 0 0 0 0 81
5:30 PM 0 36 33 1 0 0 0 0 0 0 0 0 0 70
5:45 PM 0 27 28 2 0 0 0 0 0 0 0 0 0 57
6:00 PM 0 18 30 1 0 0 0 0 1 0 0 0 0 50
6:15 PM 0 27 28 1 0 0 0 0 0 0 0 0 0 56
6:30 PM 0 21 23 1 0 0 0 0 0 0 0 0 0 45
6:45 PM 0 20 30 2 0 0 0 0 0 0 0 0 0 52
7:00 PM 0 19 25 1 0 0 0 0 0 0 0 0 0 45
7:15 PM 0 13 21 1 0 0 0 0 0 0 0 0 0 35
7:30 PM 0 15 18 0 0 0 0 0 0 0 0 0 0 33
7:45 PM 0 19 26 1 0 0 0 0 0 0 0 0 0 46
8:00 PM 0 16 31 2 0 0 0 0 0 0 0 0 0 49
8:15 PM 0 6 16 1 0 0 0 0 0 0 0 0 0 23
8:30 PM 0 11 10 1 0 0 0 0 0 0 0 0 0 22
8:45 PM 0 9 16 0 0 0 0 0 0 0 0 0 0 25
9:00 PM 0 7 18 2 0 0 0 0 0 0 0 0 0 27
9:15 PM 0 12 11 0 0 0 0 0 0 0 0 0 0 23
9:30 PM 0 9 10 1 0 0 0 0 0 0 0 0 0 20
9:45 PM 0 5 7 0 1 0 0 0 0 0 0 0 0 13
Total 2 1627 1794 74 21 3 0 3 2 0 0 0 0
3526
% 0.06% 46.14% 50.88% 2.10% 0.60% 0.09% 0.00% 0.09% 0.06% 0.00% 0.00% 0.00% 0.00%
92 of 241
6:00 AM 0 26 9 0 0 1 0 0 0 0 0 0 0 36
6:15 AM 0 31 19 0 6 0 0 2 2 0 0 0 0 60
6:30 AM 1 34 42 0 3 0 0 1 1 0 0 0 0 82
6:45 AM 1 39 30 0 4 0 0 0 1 0 0 0 0 75
7:00 AM 0 40 41 1 6 0 0 0 0 0 0 0 0 88
7:15 AM 0 30 32 0 1 0 0 0 0 0 0 0 0 63
7:30 AM 0 49 42 0 2 0 0 0 1 0 0 0 0 94
7:45 AM 0 46 46 1 3 0 0 1 0 0 0 0 0 97
8:00 AM 1 38 44 0 6 0 0 0 2 0 0 0 0 91
8:15 AM 0 34 33 0 3 0 0 0 0 0 0 0 0 70
8:30 AM 0 42 37 0 5 0 0 0 3 0 0 0 0 87
8:45 AM 0 31 48 0 7 0 0 1 1 0 0 0 0 88
9:00 AM 0 25 26 1 2 0 0 0 1 0 0 0 1 56
9:15 AM 0 36 35 0 2 0 0 1 0 0 0 0 0 74
9:30 AM 0 42 43 0 4 0 0 1 0 0 0 0 0 90
9:45 AM 0 34 50 0 2 1 0 1 1 0 0 0 0 89
10:00 AM 0 45 52 0 1 1 0 0 0 0 0 0 0 99
10:15 AM 1 50 56 0 3 0 0 1 2 0 0 0 0 113
10:30 AM 0 42 64 0 2 0 0 0 2 0 0 0 0 110
10:45 AM 0 42 64 0 4 0 0 0 0 0 0 0 0 110
11:00 AM 0 47 64 0 0 0 0 0 1 0 0 0 0 112
11:15 AM 0 51 77 0 2 0 0 0 0 0 0 0 0 130
11:30 AM 1 81 81 0 3 0 0 0 2 0 0 0 0 168
11:45 AM 1 58 88 0 2 0 0 0 0 0 0 0 0 149
12:00 PM 0 48 75 1 2 1 0 0 0 0 0 0 0 127
12:15 PM 0 84 82 0 5 0 0 2 2 0 0 0 0 175
12:30 PM 0 64 82 0 2 0 0 0 1 0 0 0 0 149
12:45 PM 0 75 93 0 2 0 0 1 1 0 0 0 0 172
1:00 PM 0 78 76 1 5 0 0 1 0 0 0 0 0 161
1:15 PM 0 67 62 1 5 0 0 0 1 0 0 0 0 136
1:30 PM 0 80 105 0 2 2 0 0 0 0 0 0 0 189
1:45 PM 0 101 97 0 4 0 0 0 2 0 0 0 0 204
2:00 PM 0 86 87 1 3 0 0 0 0 0 0 0 0 177
2:15 PM 0 57 74 1 2 0 0 0 1 0 0 0 0 135
2:30 PM 0 76 87 0 1 1 0 0 0 0 0 0 0 165
2:45 PM 0 65 80 1 4 0 0 1 0 0 0 0 0 151
3:00 PM 0 77 95 0 8 2 0 2 0 0 0 0 0 184
3:15 PM 0 67 74 1 3 0 0 0 0 0 0 0 0 145
3:30 PM 0 72 84 0 1 0 0 1 0 0 0 0 0 158

3:45 PM 0 78 79 0 2 0 0 0 2 0 0 0 0 161
4:00 PM 0 84 98 0 3 0 0 0 1 0 0 0 0 186
4:15 PM 0 66 79 0 3 0 0 1 0 0 0 0 0 149
4:30 PM 0 76 72 0 1 0 0 0 2 0 0 0 0 151
4:45 PM 0 67 65 0 4 0 0 1 0 0 0 0 0 137
5:00 PM 0 62 66 0 2 0 0 0 2 0 0 0 0 132
5:15 PM 0 102 87 0 0 0 0 0 0 0 0 0 0 189
5:30 PM 0 67 83 0 0 0 0 0 1 0 0 0 0 151
5:45 PM 0 79 69 0 1 0 0 0 1 0 0 0 0 150
6:00 PM 0 112 95 0 0 0 0 0 0 0 0 0 0 207
6:15 PM 0 66 69 0 2 0 0 0 1 0 0 0 0 138
6:30 PM 0 52 70 0 0 0 0 1 2 0 0 0 0 125
6:45 PM 0 68 67 0 3 1 0 0 1 0 0 0 0 140
7:00 PM 0 63 66 1 0 0 0 0 0 0 0 0 0 130
7:15 PM 0 56 51 0 0 0 0 0 0 0 0 0 0 107
7:30 PM 1 56 49 0 0 0 0 0 0 0 0 0 0 106
7:45 PM 0 73 54 0 1 0 0 0 1 0 0 0 0 129
8:00 PM 0 79 41 1 0 0 0 0 2 0 0 0 0 123
8:15 PM 0 73 28 0 1 0 0 0 0 0 0 0 0 102
8:30 PM 0 72 37 1 0 0 0 0 1 0 0 0 0 111
8:45 PM 0 68 32 0 0 0 0 0 1 0 0 0 0 101
9:00 PM 0 48 29 0 2 0 0 0 0 0 0 0 0 79
9:15 PM 0 56 23 0 3 0 0 0 1 0 0 0 0 83
9:30 PM 0 86 26 0 0 0 0 0 1 1 0 0 0 114
9:45 PM 0 49 27 0 0 0 0 0 0 0 0 0 0 76
Total 7 3848 3838 13 150 10 0 20 48 1 0 0 1
7936
% 0.09% 48.49% 48.36% 0.16% 1.89% 0.13% 0.00% 0.25% 0.60% 0.01% 0.00% 0.00% 0.01%
93 of 241
6:00 AM 0 4 0 0 0 0 0 0 0 0 0 0 0 4
6:15 AM 0 5 0 0 0 0 0 0 0 0 0 0 0 5
6:30 AM 0 7 7 0 0 0 0 0 0 0 0 0 0 14
6:45 AM 0 8 6 0 1 0 0 0 0 0 0 0 0 15
7:00 AM 0 6 9 0 0 0 0 0 0 0 0 0 0 15
7:15 AM 0 11 8 0 0 0 0 0 0 0 0 0 0 19
7:30 AM 0 9 5 1 0 0 0 0 1 0 0 0 0 16
7:45 AM 0 8 7 0 0 0 0 0 0 0 0 0 0 15
8:00 AM 0 5 11 0 0 0 0 0 0 0 0 0 0 16
8:15 AM 0 8 14 0 0 0 0 0 0 0 0 0 0 22
8:30 AM 0 6 8 0 0 0 0 0 0 0 0 0 0 14
8:45 AM 0 8 10 0 0 0 0 0 0 0 0 0 0 18
9:00 AM 0 8 8 0 0 0 0 0 0 0 0 0 0 16
9:15 AM 0 4 8 0 0 0 0 0 0 0 0 0 0 12
9:30 AM 0 7 14 0 2 0 0 0 0 0 0 0 0 23
9:45 AM 0 6 7 0 1 0 0 1 0 0 0 0 0 15
10:00 AM 0 12 10 0 0 0 0 0 0 0 0 0 0 22
10:15 AM 0 13 9 0 0 0 0 0 0 0 0 0 0 22
10:30 AM 0 4 10 0 0 0 0 0 0 0 0 0 0 14
10:45 AM 0 14 7 0 0 0 0 0 0 0 0 0 0 21
11:00 AM 0 12 7 0 0 0 0 2 0 0 0 0 0 21
11:15 AM 0 10 15 0 0 0 0 0 0 0 0 0 0 25
11:30 AM 0 10 10 0 1 0 0 0 0 0 0 0 0 21
11:45 AM 0 16 14 0 0 0 0 0 0 0 0 0 0 30
12:00 PM 0 10 18 0 0 0 0 1 0 0 0 0 0 29
12:15 PM 0 19 12 0 2 0 0 0 0 0 0 0 0 33
12:30 PM 1 16 11 0 0 0 0 0 0 0 0 0 0 28
12:45 PM 0 8 13 0 2 0 0 0 0 0 0 0 0 23
1:00 PM 0 13 14 0 1 0 0 0 0 0 0 0 0 28
1:15 PM 0 15 11 2 0 0 0 0 0 0 0 0 0 28
1:30 PM 0 13 21 1 0 0 0 0 0 0 0 0 0 35
1:45 PM 0 7 10 0 0 0 0 0 0 0 0 0 0 17
2:00 PM 0 19 12 0 0 0 0 0 0 0 0 0 0 31
2:15 PM 0 15 14 0 0 0 0 0 0 0 0 0 0 29
2:30 PM 0 10 6 0 0 0 0 0 0 0 0 0 0 16
2:45 PM 0 8 10 0 0 0 0 0 0 0 0 0 0 18
3:00 PM 0 11 14 0 1 0 0 0 0 0 0 0 0 26
3:15 PM 0 7 21 0 0 0 0 0 0 0 0 0 0 28
3:30 PM 0 7 13 1 0 0 0 0 0 0 0 0 0 21

3:45 PM 0 11 5 0 1 0 0 0 0 0 0 0 0 17
4:00 PM 0 9 11 0 0 0 0 0 0 0 0 0 0 20
4:15 PM 0 7 20 1 0 0 0 0 0 0 0 0 0 28
4:30 PM 0 8 15 0 0 0 0 0 0 0 0 0 0 23
4:45 PM 0 10 10 0 0 0 0 0 0 0 0 0 0 20
5:00 PM 0 11 13 0 0 0 0 0 0 0 0 0 0 24
5:15 PM 0 8 12 1 0 0 0 0 0 0 0 0 0 21
5:30 PM 0 10 13 0 0 0 0 0 0 0 0 0 0 23
5:45 PM 0 10 8 0 1 0 0 0 0 0 0 0 0 19
6:00 PM 0 8 11 0 0 0 0 0 0 0 0 0 0 19
6:15 PM 0 9 12 0 0 0 0 0 0 0 0 0 0 21
6:30 PM 0 14 12 0 0 0 0 0 0 0 0 0 0 26
6:45 PM 0 5 7 0 0 0 0 0 0 0 0 0 0 12
7:00 PM 0 17 7 0 0 0 0 0 0 0 0 0 0 24
7:15 PM 0 9 7 0 0 0 0 0 0 0 0 0 0 16
7:30 PM 0 11 7 0 0 0 0 0 0 0 0 0 0 18
7:45 PM 0 10 5 0 0 0 0 0 0 0 0 0 0 15
8:00 PM 0 8 4 0 0 0 0 0 0 0 0 0 0 12
8:15 PM 0 10 3 0 0 0 0 0 0 0 0 0 0 13
8:30 PM 0 9 6 0 0 0 0 0 0 0 0 0 0 15
8:45 PM 0 8 3 0 0 0 0 0 0 0 0 0 0 11
9:00 PM 0 8 3 0 0 0 0 0 0 0 0 0 0 11
9:15 PM 0 7 4 0 0 0 0 0 0 0 0 0 0 11
9:30 PM 0 4 3 0 0 0 0 0 0 0 0 0 0 7
9:45 PM 0 6 3 0 0 0 0 0 0 0 0 0 0 9
Total 1 606 608 7 13 0 0 4 1 0 0 0 0
1240
% 0.08% 48.87% 49.03% 0.56% 1.05% 0.00% 0.00% 0.32% 0.08% 0.00% 0.00% 0.00% 0.00%
94 of 241
6:00 AM 0 49 18 0 0 0 0 0 0 0 0 0 0 67
6:15 AM 1 62 51 0 1 0 0 0 0 0 0 0 0 115
6:30 AM 0 85 50 0 3 1 0 0 0 0 0 0 0 139
6:45 AM 0 93 114 1 1 1 0 0 0 0 0 0 0 210
7:00 AM 0 58 77 0 3 1 0 0 0 0 0 0 0 139
7:15 AM 0 75 82 0 1 0 0 0 0 0 0 0 0 158
7:30 AM 0 88 90 0 0 0 0 0 0 0 0 0 0 178
7:45 AM 1 112 116 0 1 0 0 0 1 0 0 0 0 231
8:00 AM 1 93 91 0 1 1 0 0 0 0 0 0 0 187
8:15 AM 0 90 60 1 1 1 0 0 0 0 0 0 0 153
8:30 AM 0 62 73 1 1 0 0 0 0 0 0 0 0 137
8:45 AM 0 65 65 0 2 0 0 0 1 0 0 0 0 133
9:00 AM 0 52 38 0 2 1 0 2 1 0 0 0 0 96
9:15 AM 0 58 48 1 2 0 0 0 1 0 0 0 0 110
9:30 AM 1 65 44 0 1 0 0 0 0 0 0 0 0 111
9:45 AM 0 39 35 0 3 0 0 1 0 0 0 0 0 78
10:00 AM 0 42 41 1 2 0 0 0 1 0 0 0 0 87
10:15 AM 0 41 40 0 1 1 0 0 0 0 0 0 0 83
10:30 AM 0 53 49 1 0 0 0 0 0 0 0 0 0 103
10:45 AM 1 62 45 0 0 0 0 0 0 0 0 0 0 108
11:00 AM 0 36 41 3 2 1 0 0 0 0 0 0 0 83
11:15 AM 0 38 30 1 0 0 0 1 0 0 0 0 0 70
11:30 AM 0 46 47 1 3 0 0 0 0 0 0 0 0 97
11:45 AM 0 58 61 1 3 0 0 0 0 0 0 0 0 123
12:00 PM 0 36 55 0 3 0 0 0 0 0 0 0 0 94
12:15 PM 0 46 57 1 1 0 0 0 0 0 0 0 0 105
12:30 PM 0 44 54 2 1 0 0 0 1 0 0 0 0 102
12:45 PM 0 52 72 2 1 0 0 0 1 0 0 0 0 128
1:00 PM 0 51 63 0 3 0 0 0 0 0 0 0 0 117
1:15 PM 1 35 74 0 2 0 0 0 0 0 0 0 0 112
1:30 PM 0 54 59 2 5 0 0 0 1 0 0 0 0 121
1:45 PM 0 41 66 0 2 0 0 0 0 0 0 0 0 109
2:00 PM 0 47 55 1 4 0 0 0 0 0 0 0 0 107
2:15 PM 0 67 70 1 1 0 0 0 0 0 0 0 0 139
2:30 PM 1 54 78 1 5 1 0 0 0 0 0 0 0 140
2:45 PM 0 63 79 0 2 0 0 0 0 0 0 0 0 144
3:00 PM 0 42 61 0 4 0 0 0 0 0 0 0 0 107
3:15 PM 0 39 65 1 0 0 0 0 0 0 0 0 0 105
3:30 PM 0 52 66 0 3 0 0 0 0 0 0 0 0 121

3:45 PM 0 66 77 1 6 0 0 0 0 0 0 0 0 150
4:00 PM 1 46 65 0 3 0 0 1 0 0 0 0 0 116
4:15 PM 0 54 63 0 5 0 0 0 0 0 0 0 0 122
4:30 PM 0 58 61 0 4 0 0 0 1 1 0 0 0 125
4:45 PM 0 57 55 0 1 0 0 0 1 0 0 0 0 114
5:00 PM 0 71 73 0 2 0 0 0 0 0 0 0 0 146
5:15 PM 0 74 63 0 3 0 0 0 0 0 0 0 0 140
5:30 PM 0 50 56 0 1 0 0 0 1 0 0 0 0 108
5:45 PM 0 44 57 0 3 0 0 0 0 0 0 0 0 104
6:00 PM 0 39 35 0 3 0 0 0 0 0 0 0 0 77
6:15 PM 0 30 48 0 2 0 0 0 0 0 0 0 0 80
6:30 PM 0 53 35 0 0 0 0 0 0 0 0 0 0 88
6:45 PM 0 47 30 0 1 0 0 0 0 0 0 0 0 78
7:00 PM 0 21 30 0 1 0 0 0 0 0 0 0 0 52
7:15 PM 0 21 20 0 2 0 0 0 0 0 0 0 0 43
7:30 PM 0 28 35 0 1 0 0 0 0 0 0 0 0 64
7:45 PM 1 16 17 1 0 0 0 0 0 0 0 0 0 35
8:00 PM 0 25 19 0 0 0 0 0 0 0 0 0 0 44
8:15 PM 0 23 23 0 1 0 0 0 0 0 0 0 0 47
8:30 PM 0 17 15 0 2 0 0 0 0 0 0 0 0 34
8:45 PM 0 17 21 0 0 0 0 0 0 0 0 0 0 38
9:00 PM 0 14 18 0 1 0 0 0 0 0 0 0 0 33
9:15 PM 0 20 17 0 2 0 0 0 0 0 0 0 0 39
9:30 PM 0 22 22 0 0 0 0 0 0 0 0 0 0 44
9:45 PM 1 7 17 0 1 0 0 0 0 0 0 0 0 26
Total 10 3165 3352 25 116 9 0 5 11 1 0 0 0
6694
% 0.15% 47.28% 50.07% 0.37% 1.73% 0.13% 0.00% 0.07% 0.16% 0.01% 0.00% 0.00% 0.00%
95 of 241
6:00 AM 0 33 16 0 0 0 0 1 0 0 0 0 0 50
6:15 AM 0 62 20 0 0 0 0 0 0 0 0 0 0 82
6:30 AM 0 33 22 0 1 0 0 0 0 0 0 0 0 56
6:45 AM 0 52 38 1 0 0 0 0 0 0 0 0 0 91
7:00 AM 0 32 41 0 2 0 0 0 0 0 0 0 0 75
7:15 AM 0 67 54 0 1 0 0 0 0 0 0 0 0 122
7:30 AM 0 73 66 0 3 0 0 0 1 0 0 0 0 143
7:45 AM 0 102 98 0 2 0 0 0 0 0 0 0 0 202
8:00 AM 0 74 59 0 3 0 0 1 0 0 0 0 0 137
8:15 AM 0 71 44 0 3 1 0 0 0 0 0 0 0 119
8:30 AM 0 58 49 0 0 1 0 1 0 0 0 0 0 109
8:45 AM 0 53 34 0 2 0 0 0 1 0 0 0 0 90
9:00 AM 0 32 31 0 1 0 0 0 1 0 0 0 0 65
9:15 AM 0 31 30 0 4 1 0 0 0 0 0 0 0 66
9:30 AM 0 36 15 0 1 0 0 0 1 0 0 0 0 53
9:45 AM 0 32 33 0 2 0 0 0 0 0 0 0 0 67
10:00 AM 0 25 41 0 3 0 0 0 0 0 0 0 0 69
10:15 AM 0 28 31 0 2 0 0 2 0 0 0 0 0 63
10:30 AM 0 29 23 1 1 0 0 0 1 0 0 0 0 55
10:45 AM 0 28 46 0 0 0 0 0 0 0 0 0 0 74
11:00 AM 0 17 15 0 3 0 0 0 0 0 0 0 0 35
11:15 AM 0 19 32 0 1 0 0 0 0 0 0 0 0 52
11:30 AM 0 21 35 0 1 0 0 0 0 0 0 0 0 57
11:45 AM 0 23 34 0 0 0 0 1 0 0 0 0 0 58
12:00 PM 0 31 42 0 1 0 0 0 0 0 0 0 0 74
12:15 PM 0 21 38 0 2 0 0 0 1 0 0 0 0 62
12:30 PM 0 35 38 0 1 0 0 0 0 0 0 0 0 74
12:45 PM 0 25 42 1 1 0 0 0 1 0 0 0 0 70
1:00 PM 0 29 38 1 2 0 0 0 0 0 0 0 0 70
1:15 PM 0 26 31 0 3 0 0 0 0 0 0 0 0 60
1:30 PM 0 38 37 1 1 0 0 0 0 0 0 0 0 77
1:45 PM 0 28 28 0 0 0 0 0 0 0 0 0 0 56
2:00 PM 0 23 34 0 2 0 0 1 0 0 0 0 0 60
2:15 PM 0 23 38 0 4 0 0 0 1 0 0 0 0 66
2:30 PM 0 26 34 0 2 0 0 0 0 0 0 0 0 62
2:45 PM 0 31 41 0 0 0 0 0 0 0 0 0 0 72
3:00 PM 0 24 27 0 0 0 0 0 0 0 0 0 0 51
3:15 PM 0 19 38 0 1 0 0 0 0 0 0 0 0 58
3:30 PM 0 33 43 0 7 0 0 0 0 0 0 0 0 83

3:45 PM 0 28 21 0 4 0 0 0 0 0 0 0 0 53
4:00 PM 0 24 37 0 2 0 0 0 0 0 0 0 0 63
4:15 PM 0 46 35 0 3 1 0 0 0 0 0 0 0 85
4:30 PM 0 19 20 0 2 1 0 1 1 0 0 0 0 44
4:45 PM 0 28 31 0 1 0 0 0 1 0 0 0 0 61
5:00 PM 0 34 42 0 5 0 0 0 0 0 0 0 0 81
5:15 PM 0 25 43 0 2 0 0 0 0 2 0 0 0 72
5:30 PM 0 41 43 0 1 0 0 0 0 0 0 0 0 85
5:45 PM 0 30 37 0 2 0 0 0 0 1 0 0 0 70
6:00 PM 0 15 33 0 2 0 0 0 0 0 0 0 0 50
6:15 PM 0 11 21 0 1 0 0 0 0 0 0 0 0 33
6:30 PM 0 13 16 0 0 0 0 0 0 0 0 0 0 29
6:45 PM 0 16 23 0 1 0 0 0 0 0 0 0 0 40
7:00 PM 0 13 12 0 1 0 0 0 0 0 0 0 0 26
7:15 PM 0 12 14 0 0 0 0 0 0 0 0 0 0 26
7:30 PM 0 18 14 0 0 0 0 0 0 0 0 0 0 32
7:45 PM 0 12 7 0 1 0 0 0 0 0 0 0 0 20
8:00 PM 0 6 7 0 0 0 0 0 0 0 0 0 0 13
8:15 PM 0 8 15 0 0 0 0 0 0 0 0 0 0 23
8:30 PM 0 7 16 0 0 0 0 0 0 0 0 0 0 23
8:45 PM 0 12 7 0 1 0 0 0 0 0 0 0 0 20
9:00 PM 0 9 11 0 0 0 0 0 0 0 0 0 0 20
9:15 PM 0 4 9 0 0 0 0 0 0 0 0 0 0 13
9:30 PM 0 8 6 0 1 0 0 0 0 0 0 0 0 15
9:45 PM 0 11 9 0 0 0 0 0 0 0 0 0 0 20
Total 0 1893 1985 5 93 5 0 8 10 3 0 0 0
4002
% 0.00% 47.30% 49.60% 0.12% 2.32% 0.12% 0.00% 0.20% 0.25% 0.07% 0.00% 0.00% 0.00%
96 of 241
6:00 AM 0 9 8 0 0 0 0 0 1 0 0 0 0 18
6:15 AM 0 18 13 0 0 0 0 0 0 0 0 0 0 31
6:30 AM 0 17 15 0 1 0 0 0 0 0 0 0 0 33
6:45 AM 0 21 32 0 2 0 0 0 0 0 0 0 0 55
7:00 AM 0 17 31 0 1 0 0 0 0 0 0 0 0 49
7:15 AM 0 38 32 0 0 0 0 1 1 0 0 0 0 72
7:30 AM 0 26 34 0 0 0 0 0 1 0 0 0 0 61
7:45 AM 0 48 33 0 3 0 0 0 3 0 0 0 0 87
8:00 AM 0 34 34 0 6 0 0 0 0 0 0 0 0 74
8:15 AM 0 34 60 0 0 0 0 0 1 0 0 0 0 95
8:30 AM 0 39 37 0 0 0 0 0 1 0 0 0 0 77
8:45 AM 1 34 50 0 1 0 0 0 1 0 0 0 0 87
9:00 AM 0 27 37 0 1 1 0 0 0 0 0 0 0 66
9:15 AM 0 23 38 0 0 0 0 0 0 0 0 0 0 61
9:30 AM 0 37 36 0 1 1 0 2 1 0 0 0 0 78
9:45 AM 0 33 40 0 0 0 0 1 0 0 0 0 0 74
10:00 AM 0 35 44 0 1 0 0 0 4 0 0 0 0 84
10:15 AM 0 40 39 0 2 0 0 0 0 0 0 0 0 81
10:30 AM 0 38 43 0 2 0 0 0 0 0 0 0 0 83
10:45 AM 0 43 43 0 1 0 0 0 0 0 0 0 0 87
11:00 AM 0 33 52 0 3 1 0 1 0 0 0 0 0 90
11:15 AM 1 52 41 1 0 0 0 0 0 0 0 0 0 95
11:30 AM 0 43 44 0 2 0 0 0 0 0 0 0 0 89
11:45 AM 0 48 59 0 2 0 0 0 1 0 0 0 0 110
12:00 PM 0 54 71 0 2 0 0 0 2 0 0 0 0 129
12:15 PM 0 56 47 0 4 0 0 0 1 0 0 0 0 108
12:30 PM 0 50 50 1 3 0 0 0 0 0 0 0 0 104
12:45 PM 0 56 54 0 0 0 0 1 0 0 0 0 0 111
1:00 PM 0 48 51 1 0 0 0 0 1 0 0 0 0 101
1:15 PM 0 47 66 0 2 0 0 0 0 0 0 0 0 115
1:30 PM 0 45 40 0 2 0 0 0 0 0 0 0 0 87
1:45 PM 0 47 58 0 1 0 0 0 0 0 0 0 0 106
2:00 PM 0 41 50 0 1 0 1 0 0 0 0 0 0 93
2:15 PM 0 42 52 0 1 0 0 2 0 0 0 0 0 97
2:30 PM 0 40 48 0 2 0 0 0 2 0 0 0 0 92
2:45 PM 0 42 63 1 3 0 0 0 0 0 0 0 0 109
3:00 PM 0 51 45 0 0 0 0 0 0 0 0 0 0 96
3:15 PM 0 47 50 1 2 0 0 0 0 0 0 0 0 100
3:30 PM 0 46 50 0 0 0 1 0 0 0 0 0 0 97

3:45 PM 0 44 63 0 4 0 0 0 0 0 0 0 0 111
4:00 PM 0 55 59 0 1 0 0 1 1 0 0 0 0 117
4:15 PM 0 43 61 0 2 0 0 0 0 0 0 0 0 106
4:30 PM 0 62 56 0 2 0 0 0 0 0 0 0 0 120
4:45 PM 0 65 58 0 1 0 0 1 1 0 0 0 0 126
5:00 PM 0 46 60 0 1 1 0 0 0 0 0 0 0 108
5:15 PM 0 80 52 0 0 0 0 1 1 0 0 0 0 134
5:30 PM 0 48 64 0 2 0 0 0 2 0 0 0 0 116
5:45 PM 0 53 54 0 1 0 0 1 1 0 0 0 0 110
6:00 PM 1 41 53 0 0 0 0 0 0 0 0 0 0 95
6:15 PM 0 41 47 0 0 0 0 0 0 0 0 0 0 88
6:30 PM 0 47 45 0 1 0 0 0 0 0 0 0 0 93
6:45 PM 1 33 46 0 0 0 0 0 0 0 0 0 0 80
7:00 PM 0 40 38 0 0 0 0 0 1 0 0 0 0 79
7:15 PM 0 37 37 0 0 0 0 0 0 0 0 0 0 74
7:30 PM 0 27 26 0 0 0 0 0 0 0 0 0 0 53
7:45 PM 0 23 23 0 1 0 0 0 0 0 0 0 0 47
8:00 PM 0 20 18 0 0 0 0 0 0 0 0 0 0 38
8:15 PM 0 21 19 0 0 0 0 0 1 0 0 0 0 41
8:30 PM 0 29 9 0 0 0 0 0 1 0 0 0 0 39
8:45 PM 0 24 8 0 0 0 0 0 0 1 0 0 0 33
9:00 PM 0 22 15 0 1 0 0 0 0 0 0 0 0 38
9:15 PM 0 25 12 0 0 0 0 0 1 0 0 0 0 38
9:30 PM 0 19 17 0 0 0 0 0 1 0 0 0 0 37
9:45 PM 0 29 6 0 0 0 0 0 0 0 0 0 0 35
Total 4 2473 2636 5 69 4 2 12 32 1 0 0 0
5238
% 0.08% 47.21% 50.32% 0.10% 1.32% 0.08% 0.04% 0.23% 0.61% 0.02% 0.00% 0.00% 0.00%
97 of 241
Direction Counted: Eastbound Right (from I-5 NB Off Ramp)
6:00 AM 0 5 8 0 0 0 0 0 0 0 0 0 0 13
6:15 AM 0 8 8 0 0 0 0 0 0 0 0 0 0 16
6:30 AM 0 10 13 0 2 0 0 0 0 0 0 0 0 25
6:45 AM 0 27 22 1 0 0 0 1 0 0 0 0 0 51
7:00 AM 0 12 12 1 2 0 0 0 0 0 0 0 0 27
7:15 AM 0 19 18 0 1 0 0 1 0 0 0 0 0 39
7:30 AM 0 25 26 0 4 0 0 0 1 0 0 0 0 56
7:45 AM 0 32 36 0 1 0 0 0 0 0 0 0 0 69
8:00 AM 0 33 27 0 4 1 0 0 0 0 0 0 0 65
8:15 AM 0 41 34 1 0 0 0 0 0 0 0 0 0 76
8:30 AM 0 25 33 1 3 0 0 0 0 0 0 0 0 62
8:45 AM 0 42 51 0 1 0 0 2 0 0 0 0 0 96
9:00 AM 0 22 26 0 1 0 0 0 0 0 0 0 0 49
9:15 AM 0 19 33 0 1 0 0 1 0 0 0 0 0 54
9:30 AM 0 24 36 0 1 1 0 1 0 0 0 0 0 63
9:45 AM 0 48 36 0 1 1 0 0 2 0 0 0 0 88
10:00 AM 0 29 49 0 0 0 0 0 0 0 0 0 0 78
10:15 AM 0 26 28 0 1 0 0 0 0 0 0 0 0 55
10:30 AM 0 22 48 0 1 0 0 0 0 0 0 0 0 71
10:45 AM 0 41 49 0 1 0 0 0 1 0 0 0 0 92
11:00 AM 0 27 45 0 0 0 0 0 0 0 0 0 0 72
11:15 AM 1 29 51 0 0 0 0 0 0 0 0 0 0 81
11:30 AM 0 31 62 1 3 0 0 0 0 0 0 0 0 97
11:45 AM 0 27 51 0 1 0 0 0 0 0 0 0 0 79
12:00 PM 0 55 55 0 2 0 0 0 0 0 0 0 0 112
12:15 PM 0 40 66 0 2 0 0 0 0 0 0 0 0 108
12:30 PM 0 40 65 0 1 0 0 0 0 0 0 0 0 106
12:45 PM 0 52 62 0 1 0 1 0 0 0 0 0 0 116
1:00 PM 1 39 54 0 2 0 0 0 0 0 0 0 0 96
1:15 PM 0 48 45 0 0 0 0 1 0 0 0 0 0 94
1:30 PM 0 38 50 0 0 0 0 0 0 0 0 0 0 88
1:45 PM 0 38 41 1 2 0 0 0 0 0 0 0 0 82
2:00 PM 0 24 40 0 1 0 0 0 1 0 0 0 0 66
2:15 PM 0 44 41 1 5 0 0 0 0 0 0 0 0 91
2:30 PM 0 46 40 0 1 0 0 0 0 0 0 0 0 87
2:45 PM 0 48 39 0 2 0 0 0 0 0 0 0 0 89
3:00 PM 0 30 42 0 1 0 0 0 0 0 0 0 0 73
3:15 PM 0 42 39 1 1 0 0 0 1 0 0 0 0 84
3:30 PM 0 29 47 0 2 0 0 0 2 0 0 0 0 80

3:45 PM 0 58 48 0 2 0 0 0 0 0 0 0 0 108
4:00 PM 0 37 63 0 2 0 0 0 0 0 0 0 0 102
4:15 PM 0 39 47 0 0 0 0 0 0 0 0 0 0 86
4:30 PM 0 47 44 0 2 0 0 0 1 0 0 0 0 94
4:45 PM 0 41 49 0 0 0 0 0 1 0 0 0 0 91
5:00 PM 0 38 49 0 1 0 0 1 0 0 0 0 0 89
5:15 PM 0 42 54 0 3 0 0 1 1 0 0 0 0 101
5:30 PM 1 46 51 0 2 0 0 0 1 0 0 0 0 101
5:45 PM 0 49 55 0 4 0 0 0 2 0 0 0 0 110
6:00 PM 0 42 44 1 2 1 0 0 1 0 0 0 0 91
6:15 PM 0 35 38 0 1 0 0 0 2 0 0 0 0 76
6:30 PM 0 24 40 0 0 0 0 0 0 0 0 0 0 64
6:45 PM 0 33 41 0 0 0 0 1 0 0 0 0 0 75
7:00 PM 0 25 36 0 1 0 0 0 0 0 0 0 0 62
7:15 PM 0 27 28 0 0 0 0 0 0 0 0 0 0 55
7:30 PM 0 34 25 0 0 0 0 0 3 0 0 0 0 62
7:45 PM 0 20 21 1 1 0 0 0 0 0 0 0 0 43
8:00 PM 0 24 17 0 0 0 0 0 1 0 0 0 0 42
8:15 PM 0 22 21 0 1 0 0 0 0 0 0 0 0 44
8:30 PM 0 21 17 0 0 0 0 0 0 0 0 0 0 38
8:45 PM 0 18 15 0 1 0 0 0 0 0 0 0 0 34
9:00 PM 0 22 10 0 0 0 0 0 0 0 0 0 0 32
9:15 PM 0 17 8 0 0 0 0 0 0 0 0 0 0 25
9:30 PM 0 10 12 0 1 0 0 0 0 0 0 0 0 23
9:45 PM 0 15 5 0 1 0 0 0 0 0 0 0 0 21
Total 3 2023 2366 10 77 4 1 10 21 0 0 0 0
4515
% 0.07% 44.81% 52.40% 0.22% 1.71% 0.09% 0.02% 0.22% 0.47% 0.00% 0.00% 0.00% 0.00%
98 of 241
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
11:15 AM 0 2 0 0 0 0 0 0 0 0 0 0 0 2
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0

3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
7:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 6 6 0 0 0 0 0 0 0 0 0 0
12
% 0.00% 50.00% 50.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
99 of 241
Interval Total
6:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 1
7:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 1
7:30 AM 1 0 0 0 0 0 2 0 0 0 0 0 3
7:45 AM 1 0 0 0 0 0 0 0 0 0 0 0 1
8:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 1
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 1
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 AM 0 0 0 0 0 0 3 0 0 0 0 0 3
10:00 AM 1 0 0 0 0 0 0 0 0 0 0 0 1
10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
10:30 AM 0 0 0 0 0 0 0 0 1 0 0 0 1
10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 1
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 1 0 0 0 0 1 0 0 0 0 0 0 2
12:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 1
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
1:15 PM 1 0 0 0 0 0 2 0 0 0 0 0 3
1:30 PM 1 0 0 0 0 0 1 0 0 0 0 0 2
1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
2:15 PM 1 0 0 0 1 0 1 0 0 0 0 0 3
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 1 0 0 0 0 0 2 0 0 0 0 0 3
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0

3:30 PM 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 1 0 0 0 1 0 0 0 0 0 0 0 2
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 2 0 0 0 0 0 0 0 0 0 0 0 2
5:45 PM 1 0 0 0 0 0 1 0 1 0 0 0 3
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
7:45 PM 0 0 0 0 1 0 1 0 0 0 0 0 2
8:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
9:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 1
9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
9:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 14 0 0 0 3 1 22 0 2 0 0 1 43
100 of 241

Interval Total
6:00 AM 0 0 0 0 0
6:15 AM 0 0 0 0 0
6:30 AM 0 1 0 0 1
6:45 AM 0 0 1 0 1
7:00 AM 0 0 0 0 0
7:15 AM 0 2 0 0 2
7:30 AM 1 0 0 0 1 PM
7:45 AM 2 1 1 0 4
8:00 AM 0 1 0 0 1
8:15 AM 0 1 1 0 2 EB 0
8:30 AM 0 0 0 0 0 WB 0
8:45 AM 0 2 0 0 2 NB 4
9:00 AM 0 1 0 0 1 SB 0
9:15 AM 0 1 0 0 1
9:30 AM 0 2 0 0 2
9:45 AM 0 3 0 0 3
10:00 AM 0 0 0 0 0 AM
10:15 AM 0 2 0 0 2
10:30 AM 2 0 0 0 2
10:45 AM 0 7 2 0 9 EB 2
11:00 AM 0 3 0 0 3 WB 3
11:15 AM 0 2 0 0 2 NB 3
11:30 AM 0 0 0 0 0 SB 0
11:45 AM 0 3 0 0 3
12:00 PM 0 0 0 0 0
12:15 PM 0 1 2 0 3
12:30 PM 0 1 0 0 1
12:45 PM 0 6 1 0 7
1:00 PM 0 3 0 0 3
1:15 PM 0 2 0 0 2
1:30 PM 0 1 0 0 1
1:45 PM 0 2 0 0 2
2:00 PM 0 0 0 0 0
2:15 PM 0 0 0 0 0
2:30 PM 1 5 0 0 6
2:45 PM 1 3 0 0 4
3:00 PM 0 1 0 0 1
3:15 PM 0 1 0 0 1

3:30 PM 0 1 0 0 1
3:45 PM 0 0 0 0 0
4:00 PM 0 1 0 0 1
4:15 PM 0 1 0 0 1
4:30 PM 0 1 0 0 1
4:45 PM 0 2 0 0 2
5:00 PM 0 1 0 0 1
5:15 PM 0 0 0 0 0
5:30 PM 0 2 0 0 2
5:45 PM 0 0 0 0 0
6:00 PM 2 2 2 0 6
6:15 PM 0 4 0 0 4
6:30 PM 0 4 1 0 5
6:45 PM 0 2 0 0 2
7:00 PM 0 2 0 0 2
7:15 PM 3 2 1 0 6
7:30 PM 0 2 0 0 2
7:45 PM 2 2 2 0 6
8:00 PM 0 5 0 0 5
8:15 PM 4 4 1 0 9
8:30 PM 0 2 0 0 2
8:45 PM 0 3 1 0 4
9:00 PM 1 1 0 0 2
9:15 PM 3 4 0 0 7
9:30 PM 0 0 0 0 0
9:45 PM 0 0 0 0 0
Total 22 106 16 0 144
101 of 241
Location/Intersection: Game Farm Rd & Beltline Rd
2:00 PM 0 19 22 0 1 0 0 0 0 0 0 0 0 42
2:15 PM 0 23 23 2 1 0 0 0 0 0 0 0 0 49
2:30 PM 0 21 22 0 0 0 0 0 0 0 0 0 0 43
2:45 PM 0 7 14 0 3 0 0 0 0 0 0 0 0 24
3:00 PM 0 26 32 0 0 0 0 0 0 0 0 0 0 58
3:15 PM 0 37 20 0 0 0 0 0 0 0 0 0 0 57
3:30 PM 0 22 29 0 0 0 0 0 0 0 0 0 0 51
3:45 PM 0 24 29 0 0 0 0 0 0 0 0 0 0 53
4:00 PM 0 33 38 0 2 0 0 0 0 0 0 0 0 73
4:15 PM 0 23 31 0 0 0 0 0 0 0 0 0 0 54
4:30 PM 0 37 32 0 1 0 0 0 0 0 0 0 0 70
4:45 PM 0 33 25 0 1 0 0 0 0 0 0 0 0 59
5:00 PM 0 56 59 0 0 0 0 0 0 0 0 0 0 115
5:15 PM 0 39 35 0 0 0 0 0 0 0 0 0 0 74
5:30 PM 0 44 30 0 0 0 0 0 0 0 0 0 0 74
5:45 PM 0 21 21 0 0 0 0 0 0 0 0 0 0 42
Total 0 465 462 2 9 0 0 0 0 0 0 0 0
938
% 0.00% 49.57% 49.25% 0.21% 0.96% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

102 of 241
2:00 PM 0 6 7 0 1 0 0 0 0 0 0 0 0 14
2:15 PM 0 8 2 0 0 0 0 0 0 0 0 0 0 10
2:30 PM 0 8 6 0 0 0 0 0 0 0 0 0 0 14
2:45 PM 0 1 5 1 1 0 0 0 0 0 0 0 0 8
3:00 PM 0 2 5 0 0 0 0 0 0 0 0 0 0 7
3:15 PM 0 5 5 0 0 0 0 0 0 0 0 0 0 10
3:30 PM 0 12 9 0 0 0 0 0 0 0 0 0 0 21
3:45 PM 0 7 12 0 0 0 0 0 0 0 0 0 0 19
4:00 PM 0 13 11 0 0 0 0 0 0 0 0 0 0 24
4:15 PM 0 12 3 0 0 0 0 0 0 0 0 0 0 15
4:30 PM 0 17 7 0 0 0 0 0 0 0 0 0 0 24
4:45 PM 0 10 11 0 0 0 0 0 0 0 0 0 0 21
5:00 PM 0 19 13 0 0 0 0 0 0 0 0 0 0 32
5:15 PM 0 12 11 0 0 0 0 0 0 0 0 0 0 23
5:30 PM 0 7 7 0 0 0 0 0 0 0 0 0 0 14
5:45 PM 0 11 3 0 0 0 0 0 0 0 0 0 0 14
Total 0 150 117 1 2 0 0 0 0 0 0 0 0
270
% 0.00% 55.56% 43.33% 0.37% 0.74% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

103 of 241
2:00 PM 0 74 72 0 1 0 0 0 1 0 0 0 0 148
2:15 PM 1 62 67 1 3 0 0 0 0 0 0 0 0 134
2:30 PM 0 74 63 3 1 0 0 0 0 0 0 0 0 141
2:45 PM 0 53 70 1 0 0 0 0 0 0 0 0 0 124
3:00 PM 0 87 68 1 2 0 0 0 0 0 0 0 0 158
3:15 PM 1 96 91 0 0 0 0 0 0 0 0 0 0 188
3:30 PM 1 99 118 0 1 0 0 0 1 0 0 0 0 220
3:45 PM 0 90 96 0 2 0 0 0 0 0 0 0 0 188
4:00 PM 0 93 79 0 1 0 0 0 0 0 0 0 0 173
4:15 PM 0 78 96 0 0 0 0 0 0 0 0 0 0 174
4:30 PM 0 75 96 2 0 0 0 0 1 0 0 0 0 174
4:45 PM 0 75 82 1 1 0 0 0 0 0 0 0 0 159
5:00 PM 0 98 108 0 1 0 0 0 0 0 0 0 0 207
5:15 PM 0 72 98 0 0 0 0 0 0 0 0 0 0 170
5:30 PM 0 62 87 0 1 0 0 0 0 0 0 0 0 150
5:45 PM 0 45 62 0 1 0 0 0 0 0 0 0 0 108
Total 3 1233 1353 9 15 0 0 0 3 0 0 0 0
2616
% 0.11% 47.13% 51.72% 0.34% 0.57% 0.00% 0.00% 0.00% 0.11% 0.00% 0.00% 0.00% 0.00%

104 of 241
2:00 PM 0 7 15 0 1 0 0 0 0 0 0 0 0 23
2:15 PM 0 11 10 0 2 0 0 0 0 0 0 0 0 23
2:30 PM 0 9 34 0 1 0 0 0 0 0 0 0 0 44
2:45 PM 0 17 12 0 0 0 0 0 0 0 0 0 0 29
3:00 PM 0 9 17 1 3 0 0 0 0 0 0 0 0 30
3:15 PM 0 11 28 0 0 0 0 0 0 0 0 0 0 39
3:30 PM 0 14 18 1 2 0 0 0 0 0 0 0 0 35
3:45 PM 0 15 10 0 1 0 0 0 0 0 0 0 0 26
4:00 PM 0 14 6 0 0 0 0 0 0 0 0 0 0 20
4:15 PM 0 14 15 0 0 0 0 0 0 0 0 0 0 29
4:30 PM 0 9 27 0 0 0 0 0 0 0 0 0 0 36
4:45 PM 0 14 22 0 0 0 0 0 0 0 0 0 0 36
5:00 PM 0 16 23 0 1 0 0 0 0 0 0 0 0 40
5:15 PM 0 12 21 0 0 0 0 0 0 0 0 0 0 33
5:30 PM 0 22 12 0 1 0 0 0 0 0 0 0 0 35
5:45 PM 0 10 15 0 0 0 0 0 0 0 0 0 0 25
Total 0 204 285 2 12 0 0 0 0 0 0 0 0
503
% 0.00% 40.56% 56.66% 0.40% 2.39% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

105 of 241
2:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 1 1 0 0 0 0 0 0 0 0 0 0 2
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 2 2 0 0 0 0 0 0 0 0 0 0
4
% 0.00% 50.00% 50.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

106 of 241
2:00 PM 0 107 38 1 5 0 0 0 0 0 0 0 0 151
2:15 PM 0 108 59 1 1 0 0 0 0 0 0 0 0 169
2:30 PM 1 105 80 0 2 1 0 0 0 0 0 0 0 189
2:45 PM 0 95 74 0 0 0 0 0 0 0 0 0 0 169
3:00 PM 0 91 70 2 3 0 0 0 0 0 0 0 0 166
3:15 PM 0 91 72 0 2 0 0 0 0 0 0 0 0 165
3:30 PM 0 85 69 1 4 0 0 0 0 0 0 0 0 159
3:45 PM 0 97 84 2 5 0 0 0 0 0 0 0 0 188
4:00 PM 1 81 66 0 3 0 0 0 1 0 0 0 0 152
4:15 PM 0 94 86 1 6 0 0 0 0 0 0 0 0 187
4:30 PM 0 97 72 0 3 0 0 1 2 0 0 0 0 175
4:45 PM 0 80 65 0 0 0 0 0 0 0 0 0 0 145
5:00 PM 0 71 83 0 1 0 0 0 0 0 0 0 0 155
5:15 PM 0 122 83 1 3 0 0 0 0 0 0 0 0 209
5:30 PM 0 89 77 0 2 0 0 0 1 0 0 0 0 169
5:45 PM 0 72 59 0 4 0 0 0 0 0 0 0 0 135
Total 2 1485 1137 9 44 1 0 1 4 0 0 0 0
2683
% 0.07% 55.35% 42.38% 0.34% 1.64% 0.04% 0.00% 0.04% 0.15% 0.00% 0.00% 0.00% 0.00%

107 of 241
2:00 PM 0 7 7 0 0 0 0 0 0 0 0 0 0 14
2:15 PM 0 4 5 0 0 0 0 0 0 0 0 0 0 9
2:30 PM 0 6 3 0 1 0 0 0 0 0 0 0 0 10
2:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 2
3:00 PM 0 4 1 0 0 0 0 0 0 0 0 0 0 5
3:15 PM 0 3 6 1 0 0 0 0 0 0 0 0 0 10
3:30 PM 0 2 9 0 0 0 0 0 0 0 0 0 0 11
3:45 PM 0 1 2 0 0 0 0 0 0 0 0 0 0 3
4:00 PM 0 3 4 0 0 0 0 0 0 0 0 0 0 7
4:15 PM 0 4 4 0 0 0 0 0 0 0 0 0 0 8
4:30 PM 0 1 4 0 0 0 0 0 0 0 0 0 0 5
4:45 PM 0 3 4 0 0 0 0 0 0 0 0 0 0 7
5:00 PM 0 6 3 0 0 0 0 0 0 0 0 0 0 9
5:15 PM 0 5 2 0 0 0 0 0 0 0 0 0 0 7
5:30 PM 0 5 4 0 0 0 0 0 0 0 0 0 0 9
5:45 PM 0 9 3 0 0 0 0 0 0 0 0 0 0 12
Total 0 63 63 1 1 0 0 0 0 0 0 0 0
128
% 0.00% 49.22% 49.22% 0.78% 0.78% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

108 of 241
2:00 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
2:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
3:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 1 2 0 0 0 0 0 0 0 0 0 0 3
Total 0 5 7 0 0 0 0 0 0 0 0 0 0
12
% 0.00% 41.67% 58.33% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

109 of 241
Interval Total
2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 1
4:45 PM 0 3 0 0 0 0 0 0 0 0 0 0 3
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 4 0 0 0 1 0 0 0 0 0 0 5

110 of 241

Interval Total
2:00 PM 0 0 0 1 1
2:15 PM 0 0 2 2 4
2:30 PM 0 0 0 0 0
2:45 PM 1 0 0 1 2 EB 0
3:00 PM 0 0 0 0 0 WB 0
3:15 PM 0 0 0 0 0 NB 0
3:30 PM 0 0 0 0 0 SB 3
3:45 PM 0 0 0 0 0
4:00 PM 0 0 0 0 0
4:15 PM 0 0 0 0 0
4:30 PM 0 0 0 0 0
4:45 PM 0 0 0 1 1
5:00 PM 0 0 0 2 2
5:15 PM 0 0 0 0 0
5:30 PM 0 0 0 0 0
5:45 PM 0 0 0 0 0
Total 1 0 2 7 10

111 of 241
APPENDIX B –
Existing Synchro Worksheets
APPENDIX
112 of 241
113 of 241
HCM Signalized Intersection Capacity Analysis Existing PM
10: Gateway St & Driveway/International Way 3/15/2019
10/19/2018
11/16/2018
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 17 2 68 295 3 123 19 407 128 44 599 1
Future Volume (vph) 17 2 68 295 3 123 19 407 128 44 599 1
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.89 1.00 0.85 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1680 1787 1580 1805 1900 1545 1802 1900
Flt Permitted 0.90 0.95 1.00 0.15 1.00 1.00 0.34 1.00
Satd. Flow (perm) 1519 1787 1580 289 1900 1545 640 1900
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 19 2 77 335 3 140 22 462 145 50 681 1
RTOR Reduction (vph) 0 70 0 0 73 0 0 0 84 0 0 0
Lane Group Flow (vph) 0 28 0 335 70 0 22 463 61 50 682 0
Confl. Peds. (#/hr) 6 6 3 3
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Turn Type Perm NA Prot NA Perm NA Perm Perm NA
Protected Phases 4 3 3489 2 6
Permitted Phases 4 2 2 6
Actuated Green, G (s) 5.6 15.3 29.9 25.3 25.3 25.3 25.3 25.3
Effective Green, g (s) 5.6 15.3 29.9 26.3 26.3 26.3 26.3 26.3
Actuated g/C Ratio 0.09 0.25 0.48 0.42 0.42 0.42 0.42 0.42
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 136 439 759 122 803 653 270 803
v/s Ratio Prot c0.19 c0.04 0.24 c0.36
v/s Ratio Perm c0.02 0.08 0.04 0.08
v/c Ratio 0.21 0.76 0.09 0.18 0.58 0.09 0.19 0.85
Uniform Delay, d1 26.2 21.8 8.8 11.2 13.7 10.8 11.2 16.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.8 7.7 0.1 0.7 1.0 0.1 0.3 8.4
Delay (s) 27.0 29.5 8.8 11.9 14.7 10.9 11.6 24.5
Level of Service C C A B B B B C
Approach Delay (s) 27.0 23.3 13.7 23.6
Approach LOS C C B C
Intersection Summary
HCM 2000 Control Delay 20.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 62.2 Sum of lost time (s) 14.0
Intersection Capacity Utilization 66.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
03/11/2008 Baseline Synchro 10 Report

Page 1
114 of 241
20: Gateway St & Game Farm Rd 3/15/2019
10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.89 1.00 0.86 1.00 0.99 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1664 1805 1610 1770 3536 1804 3607
Flt Permitted 0.92 0.95 1.00 0.22 1.00 0.33 1.00
Satd. Flow (perm) 1541 1805 1610 401 3536 626 3607
Adj. Flow (vph) 9 2 44 181 6 101 58 553 39 141 941 5
Confl. Peds. (#/hr) 2 1 2 3 3
Confl. Bikes (#/hr) 1 1
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Turn Type Perm NA Prot NA pm+pt NA pm+pt NA
Protected Phases 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 2.5 8.7 15.2 21.2 18.6 25.2 20.6
Effective Green, g (s) 3.0 8.7 15.7 21.2 19.6 25.2 21.6
Actuated g/C Ratio 0.06 0.17 0.30 0.41 0.38 0.49 0.42
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 89 302 487 232 1335 408 1501
v/s Ratio Prot c0.10 0.02 0.01 0.17 c0.03 c0.26
v/s Ratio Perm c0.01 0.09 0.14
v/c Ratio 0.15 0.60 0.08 0.25 0.44 0.35 0.63
Uniform Delay, d1 23.2 20.0 12.9 9.7 12.0 7.7 12.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 2.1 0.0 0.2 0.1 0.2 0.6
Delay (s) 23.5 22.1 12.9 9.9 12.1 7.9 12.6
Level of Service C C B A B A B
Approach Delay (s) 23.5 18.7 11.9 12.0
Approach LOS C B B B
HCM 2000 Control Delay 13.2 HCM 2000 Level of Service B
Intersection Capacity Utilization 53.0% ICU Level of Service A

Page 2
115 of 241
HCM 6th Roundabout Existing PM
30: Game Farm Rd & Maple Island Rd 3/15/2019
10/19/2018
11/16/2018
Intersection
Intersection Delay, s/veh 4.5
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Conflicting Circle Lanes 1 1 1
Adj Approach Flow, veh/h 199 212 258
Demand Flow Rate, veh/h 199 212 258
Vehicles Circulating, veh/h 180 3 154
Vehicles Exiting, veh/h 232 376 61
Ped Vol Crossing Leg, #/h 0 0 0
Ped Cap Adj 1.000 1.000 1.000
Approach Delay, s/veh 4.7 3.9 5.0
Approach LOS A A A
Lane Left Left Left
Designated Moves LT TR LR
Assumed Moves LT TR LR
RT Channelized
Lane Util 1.000 1.000 1.000
Follow-Up Headway, s 2.609 2.609 2.609
Critical Headway, s 4.976 4.976 4.976
Entry Flow, veh/h 199 212 258
Cap Entry Lane, veh/h 1148 1376 1179
Entry HV Adj Factor 1.000 1.000 1.000
Flow Entry, veh/h 199 212 258
Cap Entry, veh/h 1148 1376 1179
V/C Ratio 0.173 0.154 0.219
Control Delay, s/veh 4.7 3.9 5.0
LOS A A A
95th %tile Queue, veh 1 1 1

Page 3
116 of 241
40: Beltline & I-5 SB Off-Ramp 3/15/2019
10/19/2018
11/16/2018
Movement EBL EBT WBT WBR SBL SBR

Lane Configurations
Traffic Volume (vph) 0 870 888 0 181 0
Future Volume (vph) 0 870 888 0 181 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0
Lane Util. Factor 0.91 0.95 0.97
Frt 1.00 1.00 1.00
Flt Protected 1.00 1.00 0.95
Satd. Flow (prot) 5136 3610 3433
Flt Permitted 1.00 1.00 0.95
Satd. Flow (perm) 5136 3610 3433
Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96
Adj. Flow (vph) 0 906 925 0 189 0
RTOR Reduction (vph) 0 0 0 0 0 0
Lane Group Flow (vph) 0 906 925 0 189 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Turn Type NA NA Prot
Protected Phases 2 6 4
Permitted Phases
Actuated Green, G (s) 20.9 20.9 7.2
Effective Green, g (s) 22.9 22.9 8.2
Actuated g/C Ratio 0.59 0.59 0.21
Clearance Time (s) 6.0 6.0 5.0
Vehicle Extension (s) 5.0 5.0 2.5
Lane Grp Cap (vph) 3008 2114 719
v/s Ratio Prot 0.18 c0.26 c0.06
v/s Ratio Perm
v/c Ratio 0.30 0.44 0.26
Uniform Delay, d1 4.1 4.5 12.9
Progression Factor 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.3 0.1
Delay (s) 4.2 4.8 13.1
Level of Service A A B
Approach Delay (s) 4.2 4.8 13.1
Approach LOS A A B
HCM 2000 Control Delay 5.3 HCM 2000 Level of Service A

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50: I-5 NB Off-Ramp/1-5 NB On-Ramp & Beltline 3/15/2019
10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 5.5 5.5 4.0
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1130 0 0 1795 233 0 0 252 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Turn Type NA NA Prot Prot
Protected Phases 2 28 28 8
Permitted Phases
Actuated Green, G (s) 10.8 27.1 27.1 6.8
Effective Green, g (s) 12.3 23.1 23.1 6.8
Actuated g/C Ratio 0.45 0.85 0.85 0.25
Clearance Time (s) 5.5 4.0
Vehicle Extension (s) 3.0 1.0
Lane Grp Cap (vph) 2937 4421 1349 408
v/s Ratio Prot 0.17 c0.35 0.15 0.11
v/s Ratio Perm
v/c Ratio 0.38 0.41 0.17 0.44
Uniform Delay, d1 4.9 0.5 0.3 8.5
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.1 0.1 0.3
Delay (s) 5.0 0.5 0.4 8.8
Level of Service A A A A
Approach Delay (s) 5.0 0.5 8.8 0.0
Approach LOS A A A A

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60: Gateway St & Beltline 3/15/2019
10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 0.88 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2814 1805 5103 3467 1823 1787 1900 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2814 1805 5103 3467 1823 1787 1900 2842
Adj. Flow (vph) 277 564 926 148 745 90 648 289 94 143 353 614
Confl. Peds. (#/hr) 4
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Turn Type Prot NA pm+ov Prot NA Prot NA Prot NA pt+ov
Protected Phases 1 6 7 5 2 7 4 3 8 81
Permitted Phases 6
Actuated Green, G (s) 10.9 19.6 42.3 10.1 18.8 22.7 33.8 9.9 21.0 36.9
Effective Green, g (s) 11.9 21.3 44.3 11.1 20.5 23.7 34.8 10.9 22.0 36.9
Actuated g/C Ratio 0.13 0.23 0.47 0.12 0.22 0.25 0.37 0.12 0.23 0.39
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lane Grp Cap (vph) 434 1162 1324 212 1111 873 674 206 444 1114
v/s Ratio Prot 0.08 0.11 0.16 c0.08 c0.16 c0.19 0.20 0.08 c0.19 0.19
v/s Ratio Perm 0.14
v/c Ratio 0.64 0.49 0.62 0.70 0.74 0.74 0.55 0.69 0.80 0.49
Uniform Delay, d1 39.1 31.6 18.6 39.9 34.3 32.4 23.5 40.0 33.9 21.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.3 0.1 0.6 7.8 2.4 3.0 0.6 7.9 8.9 0.1
Delay (s) 41.3 31.8 19.2 47.7 36.7 35.4 24.1 47.9 42.8 21.7
Level of Service D C B D D D C D D C
Approach Delay (s) 26.7 38.4 31.2 31.8
Approach LOS C D C C

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70: Beltline & Game Farm Rd 3/15/2019
10/19/2018
11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 3610 3610 1581 1805 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 3610 3610 1581 1805 1594
Adj. Flow (vph) 31 769 798 163 357 112
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Turn Type Prot NA NA Perm Prot Perm
Permitted Phases 2 3
Actuated Green, G (s) 1.5 21.8 15.3 15.3 13.1 13.1
Effective Green, g (s) 2.5 22.3 15.8 15.8 13.6 13.6
Actuated g/C Ratio 0.06 0.51 0.36 0.36 0.31 0.31
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 102 1833 1299 569 559 493
v/s Ratio Prot 0.02 c0.21 c0.22 c0.20
v/s Ratio Perm 0.04 0.02
v/c Ratio 0.30 0.42 0.61 0.10 0.64 0.07
Uniform Delay, d1 19.9 6.8 11.5 9.3 13.0 10.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.7 0.2 0.9 0.1 2.4 0.1
Delay (s) 21.6 6.9 12.4 9.4 15.4 10.8
Level of Service C A B A B B
Approach LOS A B B

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HCM Signalized Intersection Capacity Analysis Existing AM
10/19/2018
11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5187 3610 3400
Satd. Flow (perm) 5187 3610 3400
Adj. Flow (vph) 0 1022 510 0 201 0
Heavy Vehicles (%) 8% 0% 0% 1% 3% 13%
Permitted Phases
v/s Ratio Prot c0.20 0.14 c0.06
v/s Ratio Perm
v/c Ratio 0.35 0.25 0.27
Delay (s) 4.5 4.2 12.4
Approach LOS A A B

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10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5136 1583 1644
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5136 1583 1644
Adj. Flow (vph) 0 1280 0 0 922 155 0 0 699 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 1902 4710 1451 888
v/s Ratio Prot c0.20 0.18 0.10 c0.41
v/s Ratio Perm
v/c Ratio 0.67 0.20 0.11 0.75
Uniform Delay, d1 15.0 0.2 0.2 8.6
Delay (s) 16.0 0.2 0.2 11.8
Level of Service B A A B
Approach Delay (s) 16.0 0.2 11.8 0.0
Approach LOS B A B A
Intersection Capacity Utilization 59.8% ICU Level of Service B

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10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.90 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.97 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3502 5187 2807 1805 4993 3467 1829 1805 1881 2814
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3502 5187 2807 1805 4993 3467 1829 1805 1881 2814
Adj. Flow (vph) 720 896 699 54 412 106 414 300 81 118 169 264
Confl. Peds. (#/hr) 2 3 3
Heavy Vehicles (%) 0% 0% 2% 0% 0% 2% 1% 0% 1% 0% 1% 1%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 978 1983 1543 128 869 607 465 200 357 1416
v/s Ratio Prot c0.21 0.17 0.04 0.03 c0.10 c0.12 c0.20 0.07 0.09 0.06
v/s Ratio Perm 0.09
v/c Ratio 0.74 0.45 0.25 0.42 0.55 0.68 0.80 0.59 0.47 0.12
Uniform Delay, d1 28.9 20.4 10.4 39.3 33.4 34.1 30.8 37.4 31.9 11.6
Delay (s) 31.4 20.4 10.4 40.1 33.8 36.7 39.5 40.2 32.2 11.6
Level of Service C C B D C D D D C B
Approach Delay (s) 20.8 34.4 38.0 24.1
Approach LOS C C D C

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APPENDIX C –
Volume Development Worksheets
APPENDIX
124 of 241
125 of 241
Project: RiverRun Subdivision TIA Scenario ONE Scenario TWO
Job #: DBVC00000002 lower than existing Manually Entered
Subject: AM Turning Movement Volumes
Updated: 3/15/2018
Existing Counts Existing Existing Existing Counts Background Background Future No-Build Future No-Build Build Future Build Build Future Build
2018 2018 2018 2018 2020 2020 2038 2038 2020 2038 2020 2038
Site-Generated Trips Site-Generated Trips
1-Hr Volume Heavy Vehicle Heavy Vehicle 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume (Bkgrnd + Trips) (Bkgrnd + Trips) (Bkgrnd + Trips) (Bkgrnd + Trips)
N-S ID Synchro ID Intersection Direction Movement Int ID AM Peak Count Percentage AM Peak Balanced AM Peak AM Peak Balanced AM Peak AM Peak Balanced PM Peak PM Peak PM Peak PM Peak
4 40 I-5 SB Ramps at Beltline EBL 40 266 21 8% 0 0 0 0 0 0 0 0 0 0 0

40 EB EBT 40 920 2 0% 920 940 945 1125 1155 28 973 1183 18 963 1173
40 Count Date: 4/11/2018 EBR 40 899 65 7% 0 0 0 0 0 0 0 0 0 0 0
40 WBL 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
40 WB WBT 40 446 1 0% 459 480 485 730 730 4 489 734 7 492 737
40 WBR 40 323 2 1% 334 345 345 420 420 8 353 428 1 346 421
40 AM Peak Hour: 7:15 AM-8:15 AM NBL 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
40 AM Peak Hour Used: 7:30 AM-8:30 AM NB NBT 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
40 NBR 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
40 SBL 40 181 6 3% 181 190 190 285 295 24 214 319 6 196 301
40 PHF: SB SBT 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
40 0.90 SBR 40 321 42 13% 0 0 0 0 0 0 0 0 0 0 0
40 TEV TEV 40 3033 1560 1610 1620 2140 2180 56 1676 2236 31 1651 2211
0 0
0 0
5 50 I-5 NB Ramps at Beltline EBL 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
50 EB EBT 50 1099 8 1% 1101 1135 1135 1440 1450 52 1187 1502 24 1159 1474
50 Count Date: 4/11/2018 EBR 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
50 WBL 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
50 WB WBT 50 798 4 1% 793 825 830 1110 1150 12 842 1162 8 838 1158
50 WBR 50 134 3 2% 133 150 150 365 365 6 156 371 3 153 368
50 AM Peak Hour Used: 7:30 AM-8:30 AM NBT 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
NB
50 NBR 50 601 3 0% 601 605 605 625 625 37 642 662 6 611 631
50 NBR2 50 266 0 0% 266 270 270 305 305 0 270 305 0 270 305
50 SBL 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
50 PHF: SB SBT 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
50 0.86 SBR 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
50 TEV TEV 50 2632 2628 2715 2720 3540 3590 107 2827 3697 41 2761 3631
0 0
0 0
6 60 Gateway at Beltline EBL 60 601 3 0% 612 630 630 815 815 58 688 873 20 650 835
60 EBT 60 749 3 0% 762 775 775 875 875 30 805 906 10 785 885
60 Count Date: 4/11/2018 EB EBR 60 317 5 2% 328 335 335 385 385 0 335 385 0 335 385
60 EBR2 60 266 2 1% 266 270 270 305 305 0 270 305 0 270 305
60 EBU 60 0 0 0% 0 0 0 0 0 0 0 0 0 0
60 WBL 60 46 0 0% 46 45 50 45 50 0 50 50 9 59 59
60 WBT 60 350 1 0% 350 375 375 625 625 6 381 631 4 379 629
WB
60 WBR 60 90 2 2% 90 90 90 95 95 0 90 95 0 90 95
60 WBU 60 0 0 0% 0 0 0 0 0 0 0 0 0 0
60 AM Peak Hour Used: 7:30 AM-8:30 AM NB NBT 60 255 0 0% 255 250 260 220 260 6 266 266 30 290 290
60 NBR 60 69 1 1% 69 65 70 50 70 3 73 73 16 86 86

60 SBL 60 100 0 0% 100 100 100 90 110 0 100 110 0 100 110
60 PHF: SBT 60 144 1 1% 144 145 145 130 150 0 145 150 17 162 167
SB
60 0.85 SBR 60 224 2 1% 224 240 240 385 385 12 252 397 7 247 392
60 SBU 60 0 0 0% 0 0 0 0 0 0 0 0 0 0
60 TEV TEV 60 3563 3598 3685 3705 4525 4630 115 3820 4745 113 3818 4743
0 0
0 0
8 80 new EBL 80 100 0 0% 0 0 0 0 0 0 0 0 0 0
80 EB EBT 80 1989 3 0% 0 0 0 985 0 0 1016 0 0 995
80 0 EBR 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 WB WBL 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 WBT 80 0 1 0% 0 0 0 770 0 0 776 0 0 784
80 WBR 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 Game Farm Road at Beltline NB NBL 80 0 0 0% 0 0 0 765 0 0 771 0 0 795
80 3 hr PM Turning Movement Count NBT 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 NBR 80 0 0 0% 0 0 0 70 0 0 73 0 0 86
80 SB SBL 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 0 SBT 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 0.00 SBR 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 TEV TEV 80 2089 0 0 0 0 2590 0 0 2636 0 0 2660
126 of 241
Springfield -Vol Development 2019-01.xlsm:AM Volume Summary Page 1 of 5
Project: RiverRun Subdivision TIA Scenario ONE Scenario TWO
Subject: AM Turning Movement Volumes
Updated: 3/15/2018
Existing Counts Existing Existing Existing Counts Background Background Future No-Build Future No-Build Build Future Build Build Future Build
2018 2018 2018 2018 2020 2020 2038 2038 2020 2038 2020 2038
1-Hr Volume Heavy Vehicle Heavy Vehicle 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume (Bkgrnd + Trips) (Bkgrnd + Trips) (Bkgrnd + Trips) (Bkgrnd + Trips)
N-S ID Synchro ID Intersection Direction Movement Int ID AM Peak Count Percentage AM Peak Balanced AM Peak AM Peak Balanced AM Peak AM Peak Balanced PM Peak PM Peak PM Peak PM Peak
6.5 65 new EB EBL 65 0 0 0% 0 0 0 815 0 0 873 0 0 835

65 EBT 65 0 3 0% 0 0 0 875 0 0 906 0 0 885
65 0 EBR 65 0 0 0% 0 0 0 690 0 0 690 0 0 690
65 WB WBL 65 0 0 0% 0 0 0 50 0 0 50 0 0 59
65 WBT 65 0 1 0% 0 0 0 1130 0 0 1136 0 0 1135
65 WBR 65 0 0 0% 0 0 0 355 0 0 361 0 0 385
65 Game Farm Road at Beltline NB NBL 65 0 0 0% 0 0 0 0 0 0 0 0 0 0
65 4 hr PM Turning Movement Count NBT 65 0 0 0% 0 0 0 0 0 0 0 0 0 0
65 NBR 65 0 0 0% 0 0 0 0 0 0 0 0 0 0
65 SB SBL 65 0 0 0% 0 0 0 110 0 0 110 0 0 110
65 0 SBT 65 0 0 0% 0 0 0 150 0 0 150 0 0 167
65 0.00 SBR 65 0 0 0% 0 0 0 385 0 0 397 0 0 392
65 TEV TEV 65 0 0 0 0 0 4560 0 0 4673 0 0 4658
9 90 Access A EBL 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
90 EB EBT 90 0 0 0% 0 0 0 0 0 0 -4 -4 0 -3 -3
90 2012 EBR 90 0 0 0% 0 0 0 0 0 73 82 82 56 65 65
90 WBL 90 0 3 0% 0 0 0 0 0 (1) 1 1 0 1 1
90 WB WBT 90 0 0 0% 0 0 0 0 0 0 -2 -2 0 -1 -1
90 WBR 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
90 PM Peak Hour Used: 3:00 PM-4:00 PM NBL 90 0 0 0% 0 0 0 0 0 14 39 39 27 52 52
90 Volume Difference: 0 NB NBT 90 0 1 0% 0 0 0 0 0 0 0 0 0 0 0
90 NBR 90 0 2 0% 0 0 0 0 0 (2) 2 2 (1) 2 2
90 SBL 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
90 #DIV/0! SB SBT 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
90 0.00 SBR 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
90 TEV TEV 90 0 0 0 0 0 0 84 118 118 82 116 116
10 100 Access B EBL 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0

100 EB EBT 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
100 2012 EBR 100 0 0 0% 0 0 0 0 0 (21) 23 23 5 49 49
100 WBL 100 0 3 0% 0 0 0 0 0 0 0 0 0 0 0
100 WB WBT 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
100 WBR 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
100 Volume Difference: 0 NB NBT 100 0 1 0% 0 0 0 0 0 0 -15 -15 0 -15 -15
100 NBR 100 0 2 0% 0 0 0 0 0 0 0 0 0 0 0
100 SBL 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
100 #DIV/0! SB SBT 100 0 0 0% 0 0 0 0 0 0 -44 -44 0 -44 -44
100 0.00 SBR 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
100 TEV TEV 100 0 0 0 0 0 0 10 10 10 36 36 36

11 110 Access C EBL 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
110 EB EBT 110 0 0 0% 0 0 0 0 0 33 33 33 26 26 26
110 2012 EBR 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
110 WBL 110 0 3 0% 0 0 0 0 0 0 0 0 0 0 0
110 WB WBT 110 0 0 0% 0 0 0 0 0 (11) -11 -11 (11) -12 -12
110 WBR 110 0 0 0% 0 0 0 0 0 21 21 21 38 38 38
110 Volume Difference: 0 NB NBT 110 0 1 0% 0 0 0 0 0 0 0 0 0 0 0
110 NBR 110 0 2 0% 0 0 0 0 0 0 0 0 0 0 0
110 SBL 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
110 #DIV/0! SB SBT 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
110 0.00 SBR 110 0 0 0% 0 0 0 0 0 17 17 17 23 23 23
110 TEV TEV 110 0 0 0 0 0 0 60 60 60 76 75 75
127 of 241
Springfield -Vol Development 2019-01.xlsm:AM Volume Summary Page 2 of 5
Project: Springfield TIS Scenario ONE Scenario TWO
Subject: PM Turning Movement Volumes
Updated: 3/15/2018
Existing Counts Existing Existing Existing Counts Background Background Future No-Build Future No-Build Future No-Build Build Future Build Build Future Build
2018 2018 2018 2018 2020 2020 2038 2038 2038 2020 2038 2020 2038
1-Hr Volume Heavy Vehicle Heavy Vehicle 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume 1-Hr Volume (Bkgrnd + Trips) (Bkgrnd + Trips) (Bkgrnd + Trips) (Bkgrnd + Trips)
N-S ID Synchro ID Intersection Direction Movement Int ID PM Peak Count Percentage PM Peak Balanced PM Peak PM Peak Balanced PM Peak Adjustment PM Peak Balanced PM Peak PM Peak PM Peak PM Peak
1 10 Gateway at International Way EBL 10 17 0 0% 17 20 20 30 0 30 0 20 30 0 20 30

10 EB EBT 10 2 0 0% 2 0 5 5 0 5 0 5 5 0 5 5
10 Count Date: 4/11/2018 EBR 10 68 0 0% 68 65 70 55 15 70 0 70 70 0 70 70
10 WBL 10 295 3 1% 295 285 300 215 35 250 0 300 250 0 300 250
10 WB WBT 10 3 0 0% 3 5 5 5 0 5 0 5 5 0 5 5
10 WBR 10 123 0 0% 123 130 130 200 0 200 0 130 200 0 130 200
10 PM Peak Hour: 4:30 PM-5:30 PM NBL 10 19 0 0% 19 20 20 20 0 20 0 20 20 0 20 20
10 PM Peak Hour Used: 4:30 PM-5:30 PM NB NBT 10 407 1 0% 407 430 430 655 0 655 9 439 664 10 440 665
10 NBR 10 128 2 2% 128 130 130 145 0 145 0 130 145 0 130 145
10 SBL 10 44 0 0% 44 50 50 105 0 105 0 50 105 0 50 105
10 PHF: SB SBT 10 599 0 0% 599 635 635 925 0 925 6 641 931 8 643 933
10 0.88 SBR 10 1 0 0% 1 0 5 0 5 5 0 5 5 0 5 5
10 TEV TEV 10 1706 1706 1770 1800 2360 55 2415 15 1815 2430 18 1818 2433
2 20 Gateway at Game Farm Road EBL 20 8 0 0% 8 10 10 10 0 10 0 10 10 0 10 10

20 EB EBT 20 2 0 0% 2 0 5 5 0 5 0 5 5 0 5 5
20 Count Date: 4/11/2018 EBR 20 39 0 0% 39 40 40 35 5 40 0 40 40 0 40 40
20 WBL 20 159 0 0% 159 180 180 340 0 340 64 244 404 82 262 422
20 WB WBT 20 5 0 0% 5 5 5 10 0 10 0 5 10 0 5 10
20 WBR 20 89 0 0% 89 100 100 230 0 230 9 109 239 10 110 240
20 PM Peak Hour Used: 4:30 PM-5:30 PM NBT 20 487 4 1% 487 500 500 620 0 620 0 500 620 0 500 620
NB
20 NBR 20 34 0 0% 34 40 40 120 0 120 37 77 157 70 110 190
20 NBU 20 9 0 0% 0 0 0 0 0 0 0 0 0 0 0
20 SBL 20 124 0 0% 124 150 150 395 0 395 6 156 401 8 158 403
20 PHF: SBT 20 828 3 0% 828 825 835 785 45 830 0 835 830 0 835 830
SB
20 0.88 SBR 20 4 0 0% 4 5 5 5 0 5 0 5 5 0 5 5
20 SBU 20 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
20 TEV TEV 20 1830 1830 1905 1925 2605 60 2665 116 2041 2781 170 2095 2835
3 30 Game Farm Road at Maple Island Road EBL 30 2 0 0% 2 0 5 0 5 5 (1) 4 4 (1) 4 4

30 EBT 30 135 0 0% 135 140 140 210 0 210 0 140 210 0 140 210
EB
30 Count Date: 4/11/2018 EBR 30 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
30 EBU 30 1 0 0% 0 0 0 0 0 0 0 0 0 0 0
30 WBL 30 1 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
30 WBT 30 106 0 0% 106 110 110 150 0 150 0 110 150 0 110 150
WB
30 WBR 30 40 0 0% 40 40 40 40 0 40 0 40 40 0 40 40
30 WBU 30 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
30 NBR 30 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0

30 SBL 30 124 0 0% 124 125 125 135 0 135 0 125 135 0 125 135
30 PHF: SB SBT 30 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
30 0.69 SBR 30 54 0 0% 54 45 55 10 60 70 (2) 53 68 (2) 53 68
30 TEV TEV 30 463 461 460 475 545 65 610 -3 472 607 -3 472 607
4 40 I-5 SB Ramps at Beltline EBL 40 275 15 5% 0 0 0 0 0 0 0 0 0 0 0 0

40 EB EBT 40 870 7 1% 870 895 895 1185 0 1185 15 910 1200 23 918 1209
40 Count Date: 4/11/2018 EBR 40 1281 30 2% 0 0 0 0 0 0 0 0 0 0 0 0
40 WBL 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
40 WB WBT 40 871 1 0% 888 900 900 1045 0 1045 27 927 1072 29 929 1074
40 WBR 40 766 3 0% 781 790 790 865 0 865 37 827 902 9 799 874
40 NBR 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
40 SBL 40 181 4 2% 181 195 195 340 0 340 15 210 355 8 203 348
40 PHF: SB SBT 40 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
40 0.96 SBR 40 330 12 4% 0 0 0 0 0 0 0 0 0 0 0 0
40 TEV TEV 40 3808 1939 1990 1990 2570 0 2570 57 2047 2627 60 2050 2631
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Springfield -Vol Development 2019-01.xlsm:PM Volume Summary Page 3 of 5
Updated: 3/15/2018
2018 2018 2018 2018 2020 2020 2038 2038 2038 2020 2038 2020 2038
5 50 I-5 NB Ramps at Beltline EBL 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0

50 EB EBT 50 1043 11 1% 1051 1090 1090 1460 65 1525 30 1120 1555 32 1122 1557
50 Count Date: 4/11/2018 EBR 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
50 WBL 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
50 WB WBT 50 1672 4 0% 1669 1690 1690 1910 0 1910 64 1754 1974 38 1728 1948
50 WBR 50 218 4 2% 217 230 230 355 0 355 24 254 379 10 240 365
50 PM Peak Hour Used: 4:30 PM-5:30 PM NBT 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
NB
50 NBR 50 234 3 1% 234 235 240 235 0 235 23 263 258 7 247 242
50 NBR2 50 375 5 1% 375 385 385 455 0 455 0 385 455 0 385 455
50 SBL 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
50 PHF: SB SBT 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
50 0.93 SBR 50 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
50 TEV TEV 50 3167 3171 3245 3250 3960 65 4025 141 3391 4166 87 3337 4112
6 60 Gateway at Beltline EBL 60 258 6 2% 260 275 275 410 10 420 35 310 455 25 300 445
60 EBT 60 525 3 1% 530 545 545 685 10 695 18 563 713 13 558 708
60 Count Date: 4/11/2018 EB EBR 60 488 5 1% 495 510 510 625 20 645 0 510 645 0 510 647
60 EBR2 60 375 5 1% 375 385 385 455 0 455 0 385 455 0 385 455
60 EBU 60 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
60 WBL 60 139 0 0% 139 140 140 145 0 145 3 143 148 26 166 171
60 WBT 60 700 2 0% 700 715 715 845 0 845 30 745 875 16 731 861
WB
60 WBR 60 85 0 0% 85 90 90 110 0 110 0 90 110 0 90 110
60 WBU 60 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
60 NBR 60 88 0 0% 88 90 90 85 15 100 1 91 101 23 113 123
60 SBL 60 134 1 1% 134 135 135 145 0 145 0 135 145 0 135 145
60 PHF: SBT 60 332 1 0% 332 335 335 350 0 350 5 340 355 50 385 400
SB
60 0.94 SBR 60 577 1 0% 577 590 590 705 40 745 58 648 803 32 622 777
60 SBU 60 0 0 0% 0 0 0 0 0 0 0 0 0 0 0
60 TEV TEV 60 4582 4596 4705 4705 5560 95 5655 153 4858 5808 230 4935 5887
7 70 Game Farm Road at Beltline EBL 70 28 0 0% 28 30 30 30 0 30 19 49 49 36 66 66

70 EB EBT 70 684 3 0% 684 705 705 890 0 890 0 705 890 0 705 890
70 Count Date: 4/11/2018 EBR 70 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
70 EBU 70 3 0 0% 0 0 0 0 0 0 0 0 0 0 0
70 WBL 70 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
70 WB WBT 70 710 1 0% 710 725 725 845 0 845 23 748 868 64 789 909
70 WBR 70 145 0 0% 145 145 145 145 0 145 (27) 118 118 (9) 136 136
70 WBU 70 1 0 0% 0 0 0 0 0 0 0 0 0 0 0

70 NBR 70 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
70 SBL 70 318 0 0% 318 320 320 350 0 350 14 334 364 69 389 419
70 PHF: SB SBT 70 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
70 0.89 SBR 70 100 0 0% 100 100 100 115 0 115 (7) 93 108 (7) 93 108
70 TEV TEV 70 1989 1985 2025 2025 2375 0 2375 22 2047 2397 153 2178 2528
8 80 new EBL 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 EB EBT 80 0 3 0% 0 0 0 840 0 0 858 0 0 853
80 0 EBR 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 WB WBL 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 WBT 80 0 1 0% 0 0 0 1100 0 0 1133 0 0 1142
80 WBR 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 12:00 AM NB NBL 80 0 0 0% 0 0 0 1000 0 0 1003 0 0 1045
80 0 NBT 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 NBR 80 0 0 0% 0 0 0 100 0 0 101 0 0 123
80 SB SBL 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 Volume Difference: 0 SBT 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 0.00 SBR 80 0 0 0% 0 0 0 0 0 0 0 0 0 0
80 TEV TEV 80 0 0 0 0 0 0 3040 0 0 3095 0 0 3163
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Updated: 3/15/2018
2018 2018 2018 2018 2020 2020 2038 2038 2038 2020 2038 2020 2038
6.5 65 new EB EBL 65 0 0 0% 0 0 0 420 0 0 455 0 0 445

65 EBT 65 0 3 0% 0 0 0 695 0 0 713 0 0 708
65 0 EBR 65 0 0 0% 0 0 0 1100 0 0 1100 0 0 1102
65 WB WBL 65 0 0 0% 0 0 0 145 0 0 148 0 0 171
65 WBT 65 0 1 0% 0 0 0 1520 0 0 1550 0 0 1536
65 WBR 65 0 0 0% 0 0 0 435 0 0 438 0 0 480
65 12:00 AM NB NBL 65 0 0 0% 0 0 0 0 0 0 0 0 0 0
65 0 NBT 65 0 0 0% 0 0 0 0 0 0 0 0 0 0
65 NBR 65 0 0 0% 0 0 0 0 0 0 0 0 0 0
65 SB SBL 65 0 0 0% 0 0 0 145 0 0 145 0 0 145
65 Volume Difference: 0 SBT 65 0 0 0% 0 0 0 350 0 0 355 0 0 400
65 0.00 SBR 65 0 0 0% 0 0 0 745 0 0 803 0 0 777
65 TEV TEV 65 0 0 0 0 0 0 5555 0 0 5707 0 0 5764
9 90 Access A EBL 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
90 EB EBT 90 0 0 0% 0 0 0 0 0 0 0 143 213 0 143 213
90 2012 EBR 90 0 0 0% 0 0 0 0 0 0 43 72 72 78 106 106
90 WBL 90 0 3 0% 0 0 0 0 0 0 (2) 2 2 (2) 2 2
90 WB WBT 90 0 0 0% 0 0 0 0 0 0 0 161 216 0 161 216
90 WBR 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
90 PM Peak Hour Used: 3:00 PM-4:00 PM NBL 90 0 0 0% 0 0 0 0 0 0 73 89 89 92 108 108
90 Volume Difference: 0 NB NBT 90 0 1 0% 0 0 0 0 0 0 0 0 0 0 0 0
90 NBR 90 0 2 0% 0 0 0 0 0 0 (1) 1 1 (1) 1 1
90 SBL 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
90 #DIV/0! SB SBT 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
90 0.00 SBR 90 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
90 TEV TEV 90 0 0 0 0 0 0 0 113 468 593 167 521 646
10 100 Access B EBL 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0

100 EB EBT 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 2012 EBR 100 0 0 0% 0 0 0 0 0 0 6 35 35 61 90 90
100 WBL 100 0 3 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 WB WBT 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 WBR 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 PM Peak Hour Used: 3:00 PM-4:00 PM NBL 100 0 0 0% 0 0 0 0 0 0 (8) 41 41 27 76 76
100 NBR 100 0 2 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 SBL 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 #DIV/0! SB SBT 100 0 0 0% 0 0 0 0 0 0 0 392 437 0 392 437
100 0.00 SBR 100 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
100 TEV TEV 100 0 0 0 0 0 0 0 -2 594 639 88 684 729

11 110 Access C EBL 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 EB EBT 110 0 0 0% 0 0 0 0 0 0 19 754 939 36 771 956
110 2012 EBR 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 WBL 110 0 3 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 WB WBT 110 0 0 0% 0 0 0 0 0 0 (7) 818 953 (7) 818 953
110 WBR 110 0 0 0% 0 0 0 0 0 0 23 23 23 64 64 64
110 PM Peak Hour Used: 3:00 PM-4:00 PM NBL 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 NBR 110 0 2 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 SBL 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 #DIV/0! SB SBT 110 0 0 0% 0 0 0 0 0 0 0 0 0 0 0 0
110 0.00 SBR 110 0 0 0% 0 0 0 0 0 0 40 40 40 49 49 49
110 TEV TEV 110 0 0 0 0 0 0 0 75 1635 1955 142 1702 2022
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Insert data into cells with blue font : HEADER INFO, BASE YEAR TURN MOVEMENTS, FUTURE YEAR LINK VOLUMES
OUTPUT DATA IS IN BOLD PRINT.
INTERSECTION ID: 40
INTERSECTION : I-5 SB Ramps at Beltline
SCENARIO :
PEAK HOUR : AM
BASE YEAR : 2018 EAST-WEST ROAD: Beltline
FUTURE YEAR : 2020 NORTH-SOUTH ROAD: I-5 SB Ramps
PEAK HOUR TURNING MOVEMENTS

NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR
NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

YEAR Left Thru Right Left Thru Right Left Thru Right Left Thru Right
BASE YEAR 0 0 0 181 0 0 0 920 0 0 459 334
OUTPUT FUTURE 0 0 0 192 0 0 0 940 0 0 482 343
PEAK HOUR DIRECTIONAL LINK VOLUMES
SOUTHLEG NORTHLEG WESTLEG EASTLEG ALL LEGS

YEAR In Out In Out In Out In Out In Out
BASE YEAR 0 0 181 334 920 459 793 1,101 1,894 1,894
OUTPUT FUTURE 0 0 192 343 940 482 824 1,132 1,956 1,956
INPUT FUTURE 0 0 193 343 943 482 825 1,132 1,960 1,956
-4
192
343
0 0 192
482 0 343 824

940 482
940 0 0 1,132
0 0 0
0
0
* Turn Calculation Output from NCHRP 255
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INTERSECTION ID: 50
INTERSECTION : I-5 NB Ramps at Beltline
SCENARIO :
PEAK HOUR : AM
FUTURE YEAR : 2020 NORTH-SOUTH ROAD: I-5 NB Ramps


BASE YEAR 0 0 601 0 0 0 0 1,101 0 0 793 133
OUTPUT FUTURE 0 0 603 0 0 0 0 1,134 0 0 825 151

BASE YEAR 601 0 0 133 1,101 793 926 1,702 2,628 2,628
OUTPUT FUTURE 603 0 0 151 1,134 825 976 1,737 2,713 2,713
INPUT FUTURE 602 0 0 151 1,132 825 977 1,737 2,711 2,713
0
151
0 0 0
825 0 151 976

1,134 825
1,134 0 0 1,737
0 0 603
0
603
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INTERSECTION ID: 60
INTERSECTION : Gateway at Beltline
SCENARIO :
PEAK HOUR : AM
FUTURE YEAR : 2020 NORTH-SOUTH ROAD: Gateway


BASE YEAR 352 255 69 100 144 224 612 762 328 46 350 90
OUTPUT FUTURE 366 252 67 100 143 238 631 773 333 46 373 91

BASE YEAR 676 518 468 957 1,702 926 486 931 3,332 3,332
OUTPUT FUTURE 686 522 482 974 1,737 977 509 940 3,414 3,414
INPUT FUTURE 685 522 482 974 1,737 977 509 940 3,413 3,414
482
974
238 143 100
977 631 91 509

773 373
1,737 333 46 940
366 252 67
522
686
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INTERSECTION ID: 10
INTERSECTION : Gateway at International Way
SCENARIO :
PEAK HOUR : PM
BASE YEAR : 2018 EAST-WEST ROAD: International Way


BASE YEAR 19 407 128 44 599 1 17 2 68 295 3 123
OUTPUT FUTURE 19 432 130 49 633 1 18 2 67 286 3 131

BASE YEAR 554 962 644 547 87 23 421 174 1,706 1,706
OUTPUT FUTURE 580 986 683 581 87 23 419 180 1,770 1,770
INPUT FUTURE 581 986 684 581 87 23 420 180 1,772 1,770
-2
683
581
1 633 49
23 18 131 419
2 3
87 67 286 180
19 432 130
986
580
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INTERSECTION ID: 20
INTERSECTION : Gateway at Game Farm Road
SCENARIO :
PEAK HOUR : PM
BASE YEAR : 2018 EAST-WEST ROAD: Game Farm Road


BASE YEAR 51 487 34 124 828 4 8 2 39 159 5 89
OUTPUT FUTURE 51 501 42 152 823 4 8 2 39 178 6 102

BASE YEAR 572 1,026 956 584 49 60 253 160 1,830 1,830
OUTPUT FUTURE 594 1,040 979 612 49 60 286 196 1,908 1,908
INPUT FUTURE 594 1,040 980 612 49 60 286 196 1,909 1,908
-1
979
612
4 823 152
60 8 102 286
2 6
49 39 178 196
51 501 42
1,040
594
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INTERSECTION ID: 30
INTERSECTION : Game Farm Road at Maple Island Road
SCENARIO :
PEAK HOUR : PM
FUTURE YEAR : 2020 NORTH-SOUTH ROAD: Maple Island Road


BASE YEAR 0 0 0 124 0 54 2 135 0 0 106 40
OUTPUT FUTURE 0 0 0 124 0 47 2 141 0 0 111 39

BASE YEAR 0 0 178 42 137 160 146 259 461 461
OUTPUT FUTURE 0 0 171 41 142 158 150 265 464 464
INPUT FUTURE 0 0 175 41 145 158 153 265 473 464
-9
171
41
47 0 124
158 2 39 150
141 111
142 0 0 265
0 0 0
0
0
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INTERSECTION ID: 40
SCENARIO :
PEAK HOUR : PM


BASE YEAR 0 0 0 181 0 0 0 870 0 0 888 781
OUTPUT FUTURE 0 0 0 195 0 0 0 896 0 0 901 790

BASE YEAR 0 0 181 781 870 888 1,669 1,051 2,720 2,720
OUTPUT FUTURE 0 0 195 790 896 901 1,690 1,091 2,781 2,781
INPUT FUTURE 0 0 196 790 901 901 1,690 1,091 2,787 2,781
-6
195
790
0 0 195
901 0 790 1,690

896 901
896 0 0 1,091
0 0 0
0
0
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INTERSECTION ID: 50
SCENARIO :
PEAK HOUR : PM


BASE YEAR 0 0 234 0 0 0 0 1,051 0 0 1,669 217
OUTPUT FUTURE 0 0 235 0 0 0 0 1,091 0 0 1,690 229

BASE YEAR 234 0 0 217 1,051 1,669 1,886 1,285 3,171 3,171
OUTPUT FUTURE 235 0 0 229 1,091 1,690 1,919 1,326 3,245 3,245
INPUT FUTURE 235 0 0 229 1,091 1,690 1,919 1,326 3,245 3,245
0
229
0 0 0
1,690 0 229 1,919

1,091 1,690
1,091 0 0 1,326
0 0 235
0
235
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INTERSECTION ID: 60
SCENARIO :
PEAK HOUR : PM


BASE YEAR 609 272 88 134 332 577 260 530 495 139 700 85
OUTPUT FUTURE 615 278 88 135 334 590 275 546 508 139 714 88

BASE YEAR 969 966 1,043 617 1,285 1,886 924 752 4,221 4,221
OUTPUT FUTURE 980 981 1,058 640 1,328 1,919 941 768 4,308 4,308
INPUT FUTURE 979 981 1,057 640 1,326 1,919 940 768 4,302 4,308
1,058
640
590 334 135
1,919 275 88 941

546 714
1,328 508 139 768
615 278 88
981
980
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INTERSECTION ID: 70
INTERSECTION : Game Farm Road at Beltline
SCENARIO :
PEAK HOUR : PM
FUTURE YEAR : 2020 NORTH-SOUTH ROAD: Game Farm Road


BASE YEAR 0 0 0 318 0 100 28 684 0 0 710 145
OUTPUT FUTURE 0 0 0 322 0 101 28 704 0 0 724 145

BASE YEAR 0 0 418 173 712 810 855 1,002 1,985 1,985
OUTPUT FUTURE 0 0 423 173 732 825 869 1,026 2,024 2,024
INPUT FUTURE 0 0 420 173 727 825 862 1,026 2,008 2,024
16
423
173
101 0 322
825 28 145 869

704 724
732 0 0 1,026
0 0 0
0
0
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INTERSECTION ID: 40
SCENARIO :
PEAK HOUR : AM


BASE YEAR 0 0 0 181 0 0 0 920 0 0 459 334
OUTPUT FUTURE 0 0 0 284 0 0 0 1,125 0 0 730 419

BASE YEAR 0 0 181 334 920 459 793 1,101 1,894 1,894
OUTPUT FUTURE 0 0 284 419 1,125 730 1,149 1,409 2,558 2,558
INPUT FUTURE 0 0 299 419 1,187 730 1,110 1,409 2,596 2,558
-38
284
419
0 0 284
730 0 419 1,149

1,125 730
1,125 0 0 1,409
0 0 0
0
0
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INTERSECTION ID: 50
SCENARIO :
PEAK HOUR : AM


BASE YEAR 0 0 601 0 0 0 0 1,101 0 0 793 133
OUTPUT FUTURE 0 0 625 0 0 0 0 1,440 0 0 1,110 365

BASE YEAR 601 0 0 133 1,101 793 926 1,702 2,628 2,628
OUTPUT FUTURE 625 0 0 365 1,440 1,110 1,475 2,065 3,539 3,539
INPUT FUTURE 612 0 0 365 1,409 1,110 1,519 2,065 3,539 3,539
0
365
0 0 0
1,110 0 365 1,475

1,440 1,110
1,440 0 0 2,065
0 0 625
0
625
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INTERSECTION ID: 60
SCENARIO :
PEAK HOUR : AM


BASE YEAR 352 255 69 100 144 224 612 762 328 46 350 90
OUTPUT FUTURE 506 219 51 89 131 387 815 875 385 43 626 96

BASE YEAR 676 518 468 957 1,702 926 486 931 3,332 3,332
OUTPUT FUTURE 776 560 607 1,130 2,075 1,519 765 1,015 4,223 4,223
INPUT FUTURE 771 560 603 1,130 2,065 1,519 760 1,015 4,199 4,223
24
607
1,130
387 131 89
1,519 815 96 765

875 626
2,075 385 43 1,015
506 219 51
560
776
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INTERSECTION ID: 10
INTERSECTION : Gateway at International Way
SCENARIO :
PEAK HOUR : PM
BASE YEAR : 2018 EAST-WEST ROAD: International Way


BASE YEAR 19 407 128 44 599 1 17 2 68 295 3 123
OUTPUT FUTURE 18 656 147 107 926 2 30 3 54 217 3 199

BASE YEAR 554 962 644 547 87 23 421 174 1,706 1,706
OUTPUT FUTURE 822 1,198 1,035 885 87 23 419 257 2,362 2,362
INPUT FUTURE 823 1,198 1,042 885 87 23 421 257 2,373 2,362
-11
1,035
885
2 926 107
23 30 199 419
3 3
87 54 217 257
18 656 147
1,198
822
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INTERSECTION ID: 20
INTERSECTION : Gateway at Game Farm Road
SCENARIO :
PEAK HOUR : PM


BASE YEAR 51 487 34 124 828 4 8 2 39 159 5 89
OUTPUT FUTURE 50 619 120 397 786 4 9 6 36 339 10 231

BASE YEAR 572 1,026 956 584 49 60 253 160 1,830 1,830
OUTPUT FUTURE 789 1,161 1,187 859 52 64 580 523 2,608 2,608
INPUT FUTURE 792 1,161 1,191 859 52 64 582 523 2,617 2,608
-10
1,187
859
4 786 397
64 9 231 580
6 10
52 36 339 523
50 619 120
1,161
789
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INTERSECTION ID: 30
INTERSECTION : Game Farm Road at Maple Island Road
SCENARIO :
PEAK HOUR : PM
FUTURE YEAR : 2038 NORTH-SOUTH ROAD: Maple Island Road


BASE YEAR 0 0 0 124 0 54 2 135 0 0 106 40
OUTPUT FUTURE 0 0 0 134 0 11 0 208 0 0 149 42

BASE YEAR 0 0 178 42 137 160 146 259 461 461
OUTPUT FUTURE 0 0 145 42 208 160 190 342 544 544
INPUT FUTURE 0 0 178 42 253 160 252 342 683 544
-139
145
42
11 0 134
160 0 42 190
208 149
208 0 0 342
0 0 0
0
0
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INTERSECTION ID: 40
SCENARIO :
PEAK HOUR : PM


BASE YEAR 0 0 0 181 0 0 0 870 0 0 888 781
OUTPUT FUTURE 0 0 0 340 0 0 0 1,186 0 0 1,044 867

BASE YEAR 0 0 181 781 870 888 1,669 1,051 2,720 2,720
OUTPUT FUTURE 0 0 340 867 1,186 1,044 1,911 1,526 3,437 3,437
INPUT FUTURE 0 0 356 867 1,241 1,044 1,912 1,526 3,509 3,437
-72
340
867
0 0 340
1,044 0 867 1,911

1,186 1,044
1,186 0 0 1,526
0 0 0
0
0
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INTERSECTION ID: 50
SCENARIO :
PEAK HOUR : PM


BASE YEAR 0 0 234 0 0 0 0 1,051 0 0 1,669 217
OUTPUT FUTURE 0 0 236 0 0 0 0 1,460 0 0 1,912 354

BASE YEAR 234 0 0 217 1,051 1,669 1,886 1,285 3,171 3,171
OUTPUT FUTURE 236 0 0 354 1,460 1,912 2,266 1,697 3,963 3,963
INPUT FUTURE 247 0 0 354 1,526 1,912 2,219 1,697 3,992 3,963
-30
0
354
0 0 0
1,912 0 354 2,266

1,460 1,912
1,460 0 0 1,697
0 0 236
0
236
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INTERSECTION ID: 60
SCENARIO :
PEAK HOUR : PM


BASE YEAR 609 272 88 134 332 577 260 530 495 139 700 85
OUTPUT FUTURE 673 324 86 144 348 703 411 684 625 144 843 110

BASE YEAR 969 966 1,043 617 1,285 1,886 924 752 4,221 4,221
OUTPUT FUTURE 1,082 1,117 1,195 845 1,720 2,219 1,097 913 5,094 5,094
INPUT FUTURE 1,068 1,117 1,179 845 1,697 2,219 1,083 913 5,026 5,094
68
1,195
845
703 348 144
2,219 411 110 1,097

684 843
1,720 625 144 913
673 324 86
1,117
1,082
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INTERSECTION ID: 70
INTERSECTION : Game Farm Road at Beltline
SCENARIO :
PEAK HOUR : PM
FUTURE YEAR : 2038 NORTH-SOUTH ROAD: Game Farm Road


BASE YEAR 0 0 0 318 0 100 28 684 0 0 710 145
OUTPUT FUTURE 0 0 0 352 0 114 31 889 0 0 847 146

BASE YEAR 0 0 418 173 712 810 855 1,002 1,985 1,985
OUTPUT FUTURE 0 0 466 177 921 961 993 1,242 2,380 2,380
INPUT FUTURE 0 0 434 177 857 961 924 1,242 2,215 2,380
165
466
177
114 0 352
961 31 146 993

889 847
921 0 0 1,242
0 0 0
0
0
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APPENDIX D –
2020 Background Synchro Worksheets
APPENDIX
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HCM Signalized Intersection Capacity Analysis 2020 Background PM
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1692 1787 1585 1805 1900 1546 1802 1898
Flt Permitted 0.89 0.95 1.00 0.16 1.00 1.00 0.32 1.00
Satd. Flow (perm) 1525 1787 1585 304 1900 1546 613 1898
Adj. Flow (vph) 23 6 80 341 6 148 23 489 148 57 722 6
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 186 338 739 130 817 665 263 816
v/s Ratio Prot c0.19 c0.05 0.26 c0.38
v/s Ratio Perm c0.03 0.08 0.04 0.09
v/c Ratio 0.21 1.01 0.10 0.18 0.60 0.10 0.22 0.89
Uniform Delay, d1 23.0 23.6 8.7 10.2 12.7 9.8 10.4 15.3
Delay (s) 23.5 74.8 8.7 10.9 13.9 9.9 10.8 27.3
Level of Service C E A B B A B C
Approach Delay (s) 23.5 54.2 12.9 26.1
Approach LOS C D B C
5:00 pm 03/11/2008 Baseline Synchro 10 Report

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 0.99 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1683 1805 1608 1770 3531 1804 3607
Flt Permitted 0.91 0.95 1.00 0.28 1.00 0.35 1.00
Satd. Flow (perm) 1544 1805 1608 514 3531 671 3607
Adj. Flow (vph) 11 6 45 205 6 114 62 568 45 170 949 6
Confl. Peds. (#/hr) 2 1 2 3 3
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 115 157 421 230 1364 355 1493
v/s Ratio Prot c0.11 0.02 0.01 0.17 c0.03 c0.26
v/c Ratio 0.18 1.31 0.09 0.27 0.44 0.48 0.64
Uniform Delay, d1 17.4 18.3 11.2 8.0 9.1 7.2 9.4
Delay (s) 17.7 194.2 11.2 8.3 9.2 7.6 10.0
Level of Service B F B A A A B
Approach Delay (s) 17.7 126.6 9.1 9.7
Approach LOS B F A A

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HCM 6th Roundabout 2020 Background PM
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Intersection
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Ped Cap Adj 1.000 1.000 1.000
Approach LOS A A A
Lane Left Left Left
RT Channelized
Lane Util 1.000 1.000 1.000
Cap Entry, veh/h 1147 1370 1173
V/C Ratio 0.183 0.158 0.222
LOS A A A

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5136 3610 3433
Satd. Flow (perm) 5136 3610 3433
Adj. Flow (vph) 0 932 938 0 203 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.32 0.45 0.27
Delay (s) 4.5 5.1 12.6
Approach LOS A A B

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1172 0 0 1817 247 0 0 258 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2850 4461 1361 455
v/s Ratio Prot 0.18 c0.35 0.16 0.14
v/s Ratio Perm
v/c Ratio 0.41 0.41 0.18 0.50
Uniform Delay, d1 5.5 0.4 0.3 8.6
Delay (s) 5.6 0.5 0.4 9.0

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 0.88 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2814 1805 5100 3467 1824 1787 1900 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2814 1805 5100 3467 1824 1787 1900 2842
Adj. Flow (vph) 293 580 952 149 761 96 654 298 96 144 356 628
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 203 924 1241 230 1267 934 815 105 450 940
v/s Ratio Prot c0.09 0.11 0.18 c0.08 c0.16 c0.19 0.21 c0.08 c0.19 0.18
v/s Ratio Perm 0.11
v/c Ratio 1.44 0.63 0.66 0.65 0.66 0.70 0.47 1.37 0.79 0.56
Uniform Delay, d1 40.5 32.6 18.9 35.7 29.1 28.3 16.7 40.5 30.8 23.6
Delay (s) 265.6 33.6 19.9 40.4 30.1 30.3 16.8 256.6 39.5 24.0
Level of Service F C B D C C B F D C
Approach Delay (s) 63.7 31.7 25.2 58.6
Approach LOS E C C E
HCM 2000 Control Delay 48.1 HCM 2000 Level of Service D

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 3610 3610 1581 1805 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 3610 3610 1581 1805 1594
Adj. Flow (vph) 34 792 815 163 360 112
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Lane Grp Cap (vph) 101 1805 1276 559 577 509
v/s Ratio Prot 0.02 c0.22 c0.23 c0.20
v/c Ratio 0.34 0.44 0.64 0.10 0.62 0.07
Uniform Delay, d1 20.2 7.1 12.0 9.6 12.8 10.5
Delay (s) 22.1 7.3 13.0 9.7 14.9 10.6
Level of Service C A B A B B
Approach LOS A B B

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HCM Signalized Intersection Capacity Analysis 2020 Background AM
10/19/2018
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5187 3610 3400
Satd. Flow (perm) 5187 3610 3400
Adj. Flow (vph) 0 1050 539 0 211 0
Heavy Vehicles (%) 8% 0% 0% 1% 3% 13%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.36 0.26 0.28
Delay (s) 4.6 4.4 12.2
Approach LOS A A B

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5136 1583 1644
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5136 1583 1644
Adj. Flow (vph) 0 1320 0 0 965 174 0 0 703 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2079 4745 1462 865
v/s Ratio Prot c0.20 0.19 0.11 c0.42
v/s Ratio Perm
v/c Ratio 0.63 0.20 0.12 0.80
Uniform Delay, d1 15.2 0.2 0.2 10.1
Delay (s) 15.9 0.2 0.2 14.9
Approach Delay (s) 15.9 0.2 14.9 0.0

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.90 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.97 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3502 5187 2813 1805 5004 3467 1830 1805 1881 2814
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3502 5187 2813 1805 5004 3467 1830 1805 1881 2814
Adj. Flow (vph) 741 912 712 59 441 106 429 306 82 118 171 282
Heavy Vehicles (%) 0% 0% 2% 0% 0% 2% 1% 0% 1% 0% 1% 1%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 329 1584 1393 159 1498 695 550 112 305 851
v/s Ratio Prot c0.21 c0.18 0.05 0.03 0.10 c0.12 c0.21 c0.07 0.09 0.03
v/s Ratio Perm 0.07
v/c Ratio 2.25 0.58 0.25 0.37 0.34 0.62 0.69 1.05 0.56 0.10
Uniform Delay, d1 29.8 19.3 9.6 28.3 18.0 24.0 20.3 30.8 25.4 16.5
Delay (s) 603.0 19.6 9.6 28.8 18.0 25.1 23.2 131.0 26.8 16.5
Level of Service F B A C B C C F C B
Approach Delay (s) 199.4 19.1 24.2 43.3
Approach LOS F B C D
HCM 2000 Control Delay 121.0 HCM 2000 Level of Service F

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APPENDIX E –
2038 Background Synchro Worksheets
APPENDIX
164 of 241
165 of 241
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.91 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1703 1787 1597 1805 3484 1803 3607
Flt Permitted 0.83 0.95 1.00 0.16 1.00 0.22 1.00
Satd. Flow (perm) 1438 1787 1597 302 3484 413 3607
Adj. Flow (vph) 34 6 80 284 6 227 23 744 165 119 1051 6
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Turn Type Perm NA Prot NA Perm NA Perm NA
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 194 302 730 133 1535 182 1589
v/s Ratio Prot c0.16 c0.11 0.25 c0.29
v/s Ratio Perm 0.05 0.08 0.29
v/c Ratio 0.34 0.94 0.24 0.17 0.58 0.65 0.66
Uniform Delay, d1 23.1 24.2 9.8 10.0 12.4 13.0 13.1
Delay (s) 24.1 60.4 9.9 10.6 12.9 21.1 14.1
Level of Service C E A B B C B
Approach Delay (s) 24.1 37.6 12.9 14.8
Approach LOS C D B B

Page 1
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 0.98 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1683 1805 1605 1770 3478 1805 3607
Flt Permitted 0.87 0.95 1.00 0.30 1.00 0.13 1.00
Satd. Flow (perm) 1480 1805 1605 562 3478 255 3607
Adj. Flow (vph) 11 6 45 386 11 261 68 705 136 449 943 6
Confl. Peds. (#/hr) 2 1 2 3 3
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 81 414 535 243 1142 442 1749
v/s Ratio Prot c0.21 c0.06 0.01 0.24 c0.20 0.26
v/s Ratio Perm 0.01 0.09 c0.37
v/c Ratio 0.24 0.93 0.18 0.28 0.73 1.02 0.54
Uniform Delay, d1 37.6 31.4 19.7 18.0 24.6 22.8 15.0
Delay (s) 38.1 58.9 19.7 18.3 26.6 69.7 15.1
Level of Service D E B B C E B
Approach Delay (s) 38.1 42.7 26.0 32.7
Approach LOS D D C C
Intersection Capacity Utilization 78.9% ICU Level of Service D

Page 2
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HCM 6th Roundabout 2038 Background PM
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Intersection
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Ped Cap Adj 1.000 1.000 1.000
Approach LOS A A A
Lane Left Left Left
RT Channelized
Lane Util 1.000 1.000 1.000
Cap Entry, veh/h 1130 1370 1106
V/C Ratio 0.275 0.201 0.269
LOS A A A

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5136 3610 3433
Satd. Flow (perm) 5136 3610 3433
Adj. Flow (vph) 0 1234 1089 0 354 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.44 0.55 0.39
Delay (s) 5.9 6.8 12.9
Approach LOS A A B

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1640 0 0 2054 382 0 0 253 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 3217 4594 1402 446
v/s Ratio Prot c0.25 c0.40 0.24 0.14
v/s Ratio Perm
v/c Ratio 0.51 0.45 0.27 0.52
Uniform Delay, d1 5.9 0.4 0.3 10.7
Delay (s) 6.1 0.4 0.4 11.2
Level of Service A A A B
Approach LOS A A B A

Page 5
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.85 1.00 0.91 1.00 0.95 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2718 1805 5014 1787 3610 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2718 1805 5014 1787 3610 2842
Adj. Flow (vph) 447 739 1170 154 1617 463 0 0 0 154 372 793
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Turn Type Prot NA custom Prot NA Prot NA pt+ov
Protected Phases 1 6 7 5 2 3 8 81
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0
Lane Grp Cap (vph) 464 2370 1354 229 2274 495 677 1012
v/s Ratio Prot c0.13 0.14 c0.03 0.09 c0.40 0.09 0.10 c0.25
v/s Ratio Perm 0.35
v/c Ratio 0.96 0.31 0.77 0.67 0.89 0.31 0.55 0.69
Uniform Delay, d1 38.5 15.2 18.2 37.3 22.4 25.6 32.9 24.6
Delay (s) 70.6 15.2 20.6 43.3 27.0 25.7 33.4 26.3
Level of Service E B C D C C C C
Approach Delay (s) 28.4 28.1 0.0 28.2
Approach LOS C C A C

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 5187 3610 1581 1805 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 5187 3610 1581 1805 1594
Adj. Flow (vph) 34 1000 949 163 393 129
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Lane Grp Cap (vph) 88 2577 1321 578 612 541
v/s Ratio Prot 0.02 c0.19 c0.26 c0.22
v/c Ratio 0.39 0.39 0.72 0.10 0.64 0.08
Uniform Delay, d1 22.5 7.7 13.3 10.2 13.6 11.0
Delay (s) 25.3 7.8 15.2 10.3 16.0 11.0
Level of Service C A B B B B
Approach LOS A B B

Page 7
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80: Beltline 3/15/2019
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11/16/2018
Movement EBT EBR WBL WBT NBL NBR

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.91 0.91 0.97 1.00
Frt 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5085 5085 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 5085 5085 3433 1583
Adj. Flow (vph) 913 0 0 1196 1087 109
Turn Type NA NA Prot Perm
Permitted Phases 6
Clearance Time (s) 4.0 4.0 4.0 4.0
Vehicle Extension (s) 2.5 2.5 2.5 2.5
Lane Grp Cap (vph) 1874 1874 1608 741
v/s Ratio Perm 0.05
v/c Ratio 0.49 0.64 0.68 0.11
Uniform Delay, d1 11.9 12.8 10.2 7.3
Delay (s) 12.1 13.4 11.2 7.4
Level of Service B B B A
Approach LOS B B B

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5187 3610 3400
Satd. Flow (perm) 5187 3610 3400
Adj. Flow (vph) 0 1283 811 0 328 0
Heavy Vehicles (%) 8% 0% 0% 1% 3% 13%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.44 0.40 0.39
Delay (s) 5.6 5.5 13.1
Approach LOS A A B

Page 3
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5136 1583 1644
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5136 1583 1644
Adj. Flow (vph) 0 1686 0 0 1337 424 0 0 727 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2309 4812 1483 850
v/s Ratio Prot c0.26 0.26 0.27 c0.43
v/s Ratio Perm
v/c Ratio 0.73 0.28 0.29 0.84
Uniform Delay, d1 17.8 0.2 0.2 13.1
Delay (s) 19.0 0.2 0.3 20.0
Level of Service B A A C
Approach Delay (s) 19.0 0.2 20.0 0.0
Approach LOS B A C A

Page 4
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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.90 1.00 0.91 1.00 0.95 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3502 5187 2794 1805 4961 1805 3574 2814
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3502 5187 2794 1805 4961 1805 3574 2814
Adj. Flow (vph) 959 1029 812 59 1329 418 0 0 0 129 176 453
Heavy Vehicles (%) 0% 0% 2% 0% 0% 2% 1% 0% 1% 0% 1% 1%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0
Lane Grp Cap (vph) 586 2743 1608 121 2126 431 456 947
v/s Ratio Prot c0.27 0.20 0.02 0.03 c0.34 c0.07 0.05 c0.12
v/s Ratio Perm 0.15
v/c Ratio 1.64 0.38 0.29 0.49 0.79 0.30 0.39 0.36
Uniform Delay, d1 30.3 10.1 7.9 32.7 18.0 22.7 29.1 18.2
Delay (s) 324.4 10.1 7.9 33.9 19.9 22.8 29.3 18.3
Level of Service F B A C B C C B
Approach Delay (s) 117.1 20.4 0.0 21.6
Approach LOS F C A C
HCM 2000 Control Delay 71.1 HCM 2000 Level of Service E

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80: Beltline 3/15/2019
10/19/2018
11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.91 0.91 0.97 1.00
Frt 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5085 5085 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 5085 5085 3433 1583
Adj. Flow (vph) 1071 0 0 837 832 76
Permitted Phases 6
Lane Grp Cap (vph) 1893 1893 1408 649
v/s Ratio Perm 0.04
v/c Ratio 0.57 0.44 0.59 0.09
Uniform Delay, d1 9.2 8.7 8.4 6.7
Delay (s) 9.5 8.8 9.0 6.7
Approach LOS A A A

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APPENDIX F –
Trip Reduction Worksheets
APPENDIX
178 of 241
179 of 241
NCHRP 684 Internal Trip Capture Estimation Tool
Project Name: Springfield TIS Organization: David Evans and Associates, Inc.
Project Location: Springfield Performed By:
Scenario Description: Future - Scenario 1 Date:
Analysis Year: Opening Year Checked By:
Analysis Period: AM Street Peak Hour Date:
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)

Development Data (For Information Only ) Estimated Vehicle-Trips3
Land Use
ITE LUCs1 Quantity Units Total Entering Exiting
Office 733 40,000 SF GFA 85 76 9
Retail N/A - N/A 0 0 0
Restaurant N/A - N/A 0 0 0
Cinema/Entertainment N/A - N/A 0 0 0
Residential 221 128 Dwelling Units 46 12 34
Hotel 310 230 Room 32 19 13
All Other Land Uses2 N/A - N/A 0 0 0
163 107 56
Table 2-A: Mode Split and Vehicle Occupancy Estimates

Entering Trips Exiting Trips
Land Use
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized
Office 1.00 1% 0% 1.00 1% 0%
Retail 1.00 1% 0% 1.00 1% 0%
Restaurant 1.00 1% 0% 1.00 1% 0%
Cinema/Entertainment 1.00 1% 0% 1.00 1% 0%
Residential 1.56 1% 0% 1.56 1% 0%
Hotel 1.00 1% 0% 1.00 1% 0%
All Other Land Uses2 1.00 1% 0% 1.00 1% 0%
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance)
Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Table 4-A: Internal Person-Trip Origin-Destination Matrix*

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 0 0 0 0 0
Restaurant 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 1 0 0 0 0
Hotel 2 0 0 0 0
Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person-Trips 189 114 75 Office 4% 0%
Internal Capture Percentage 3% 3% 4% Retail N/A N/A
Restaurant N/A N/A
External Vehicle-Trips5 156 103 53 Cinema/Entertainment N/A N/A
External Transit-Trips6 2 1 1 Residential 0% 2%
External Non-Motorized Trips6 0 0 0 Hotel 0% 15%
1
Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers.
2
Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
3
Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ).
4
Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made
to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete.
5
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A.
6
Person-Trips
*Indicates computation that has been rounded to the nearest whole number.
Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1
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Project Name: Springfield TIS
Analysis Period: AM Street Peak Hour
Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends

Table 7-A (D): Entering Trips Table 7-A (O): Exiting Trips
Land Use
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips*
Office 1.00 76 76 1.00 9 9
Retail 1.00 0 0 1.00 0 0
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.56 12 19 1.56 34 53
Hotel 1.00 19 19 1.00 13 13
Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)

Destination (To)
Origin (From)
Office 3 6 0 0 0
Retail 0 0 0 0 0
Hotel 10 2 1 0 0
Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 3 0 0 0 0
Hotel 2 0 0 0 0
Table 9-A (D): Internal and External Trips Summary (Entering Trips)
Person-Trip Estimates External Trips by Mode*
Destination Land Use
Internal External Total Vehicles1 Transit2 Non-Motorized2
Office 3 73 76 72 1 0
Retail 0 0 0 0 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 0 19 19 12 0 0
Hotel 0 19 19 19 0 0
All Other Land Uses3 0 0 0 0 0 0
Table 9-A (O): Internal and External Trips Summary (Exiting Trips)
Origin Land Use
Office 0 9 9 9 0 0
Retail 0 0 0 0 0 0
Hotel 2 11 13 11 0 0
1
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A
2
Person-Trips
3
Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator
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Analysis Period: PM Street Peak Hour Date:
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)

Development Data (For Information Only ) Estimated Vehicle-Trips 3
Land Use
Office 733 40,000 SF GFA 113 35 78
Retail N/A - N/A 0 0 0
Restaurant N/A - N/A 0 0 0
Hotel 310 230 Room 138 70 68
All Other Land Uses2 N/A - N/A 0 0 0
307 139 168
Table 2-P: Mode Split and Vehicle Occupancy Estimates

Land Use
Office 1.00 1% 0% 1.00 1% 0%
Retail 1.00 1% 0% 1.00 1% 0%
Restaurant 1.00 1% 0% 1.00 1% 0%
Residential 1.70 1% 0% 1.70 1% 0%
Hotel 1.00 1% 0% 1.00 1% 0%
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance)
Destination (To)
Origin (From)
Office 0 0 900
Retail 0
Restaurant 0
Cinema/Entertainment 0
Residential 0 0
Hotel 900
Table 4-P: Internal Person-Trip Origin-Destination Matrix*

Destination (To)
Origin (From)
Office 0 0 0 1 0
Retail 0 0 0 0 0
Hotel 0 0 0 0 0
Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use
All Person-Trips 346 163 183 Office 3% 1%
Restaurant N/A N/A
External Transit-Trips 6 4 2 2 Residential 2% 5%
6
External Non-Motorized Trips 0 0 0 Hotel 1% 0%
1
2
3
4
Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be
5
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P.
6
Person-Trips
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Analysis Period: PM Street Peak Hour
Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends

Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips
Land Use
Office 1.00 35 35 1.00 78 78
Retail 1.00 0 0 1.00 0 0
Restaurant 1.00 0 0 1.00 0 0
Residential 1.70 34 58 1.70 22 37
Hotel 1.00 70 70 1.00 68 68
Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)

Destination (To)
Origin (From)
Office 16 3 0 1 0
Retail 0 0 0 0 0
Hotel 0 11 46 0 1
Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)

Destination (To)
Origin (From)
Office 0 0 0 2 0
Retail 11 0 0 27 12
Hotel 0 0 0 0 0
Table 9-P (D): Internal and External Trips Summary (Entering Trips)
Internal External Total Vehicles1 Transit 2 Non-Motorized2
Office 1 34 35 34 0 0
Retail 0 0 0 0 0 0
Hotel 1 69 70 68 1 0
Table 9-P (O): Internal and External Trips Summary (Exiting Trips)
Origin Land Use
Office 1 77 78 76 1 0
Retail 0 0 0 0 0 0
Hotel 0 68 68 67 1 0
1
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P
2
Person-Trips
3
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Analysis Period: AM Street Peak Hour Date:
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)

Development Data (For Information Only ) Estimated Vehicle-Trips3
Land Use
Office 733 - SF GFA 0
Retail 814, 820 - SF GFA 0
Restaurant 820, 925, 936, 932, 926 - SF GFA; pods 0
Cinema/Entertainment N/A - N/A 0
Hotel 310 - Room 0
All Other Land Uses2 110, 150 - SF 0
61 16 45
Table 2-A: Mode Split and Vehicle Occupancy Estimates

Land Use
Office 1.40 2% 1% 1.40 2% 1%
Retail 1.40 2% 1% 1.40 2% 1%
Restaurant 1.40 2% 1% 1.40 2% 1%
Residential 1.40 2% 1% 1.40 2% 1%
Hotel 1.40 2% 1% 1.40 2% 1%
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance)
Destination (To)
Origin (From)
Office
Retail
Restaurant
Residential
Hotel
Table 4-A: Internal Person-Trip Origin-Destination Matrix*

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 0 0 0 0 0
Hotel 0 0 0 0 0
Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use
All Person-Trips 85 22 63 Office N/A N/A
Restaurant N/A N/A
External Transit-Trips6 1 0 1 Residential 0% 0%
External Non-Motorized Trips6 1 0 1 Hotel N/A N/A
1
2
3
4
Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made
to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete.
5
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A.
6
Person-Trips
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Analysis Period: AM Street Peak Hour
Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends

Table 7-A (D): Entering Trips Table 7-A (O): Exiting Trips
Land Use
Office 1.40 0 0 1.40 0 0
Retail 1.40 0 0 1.40 0 0
Restaurant 1.40 0 0 1.40 0 0
Residential 1.40 16 22 1.40 45 63
Hotel 1.40 0 0 1.40 0 0
Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 0 0 0 0 0
Hotel 0 0 0 0 0
Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 0 0 0 0 0
Hotel 0 0 0 0 0
Table 9-A (D): Internal and External Trips Summary (Entering Trips)
Office 0 0 0 0 0 0
Retail 0 0 0 0 0 0
Hotel 0 0 0 0 0 0
Table 9-A (O): Internal and External Trips Summary (Exiting Trips)
Origin Land Use
Office 0 0 0 0 0 0
Retail 0 0 0 0 0 0
Hotel 0 0 0 0 0 0
1
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A
2
Person-Trips
3
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Analysis Period: PM Street Peak Hour Date:
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate)

Development Data (For Information Only ) Estimated Vehicle-Trips 3
Land Use
Office 733 - SF GFA 0 0 0
Retail 814, 820 - SF GFA 0 0 0
Restaurant 820, 925, 936, 932, 926 - SF GFA; pods 0 0 0
Hotel 310 - Room 0 0 0
All Other Land Uses2 110, 150 - SF 0 0 0
74 45 29
Table 2-P: Mode Split and Vehicle Occupancy Estimates

Land Use
Office 1.00 0% 0% 1.00 0% 0%
Retail 1.00 0% 0% 1.00 0% 0%
Restaurant 1.00 0% 0% 1.00 0% 0%
Residential 1.00 0% 0% 1.00 0% 0%
Hotel 1.00 0% 0% 1.00 0% 0%
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance)
Destination (To)
Origin (From)
Office 730 730 1000
Retail 600
Restaurant 600
Residential 600 600
Hotel
Table 4-P: Internal Person-Trip Origin-Destination Matrix*

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 0 0 0 0 0
Hotel 0 0 0 0 0
Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use
All Person-Trips 74 45 29 Office N/A N/A
Restaurant N/A N/A
External Transit-Trips 6 0 0 0 Residential 0% 0%
6
External Non-Motorized Trips 0 0 0 Hotel N/A N/A
1
2
3
4
Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be
5
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P.
6
Person-Trips
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Analysis Period: PM Street Peak Hour
Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends

Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips
Land Use
Office 1.00 0 0 1.00 0 0
Retail 1.00 0 0 1.00 0 0
Restaurant 1.00 0 0 1.00 0 0
Residential 1.00 45 45 1.00 29 29
Hotel 1.00 0 0 1.00 0 0
Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin)

Destination (To)
Origin (From)
Office 0 0 0 0 0
Retail 0 0 0 0 0
Hotel 0 0 0 0 0
Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination)

Destination (To)
Origin (From)
Office 0 0 0 2 0
Retail 0 0 0 21 0
Hotel 0 0 0 0 0
Table 9-P (D): Internal and External Trips Summary (Entering Trips)
Office 0 0 0 0 0 0
Retail 0 0 0 0 0 0
Hotel 0 0 0 0 0 0
Table 9-P (O): Internal and External Trips Summary (Exiting Trips)
Origin Land Use
Office 0 0 0 0 0 0
Retail 0 0 0 0 0 0
Hotel 0 0 0 0 0 0
1
Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P
2
Person-Trips
3
187 of 241
APPENDIX G –
2020 Build Synchro Worksheets for
Scenario 1 and Scenario 2
APPENDIX
188 of 241
189 of 241
HCM Signalized Intersection Capacity Analysis 2020 Scenario 1 PM
10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1692 1787 1585 1805 1900 1546 1802 1898
Flt Permitted 0.89 0.95 1.00 0.16 1.00 1.00 0.31 1.00
Satd. Flow (perm) 1525 1787 1585 304 1900 1546 595 1898
Adj. Flow (vph) 23 6 80 341 6 148 23 499 148 57 728 6
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 186 338 739 130 817 665 256 816
v/s Ratio Prot c0.19 c0.05 0.26 c0.39
v/s Ratio Perm c0.03 0.08 0.04 0.10
v/c Ratio 0.21 1.01 0.10 0.18 0.61 0.10 0.22 0.90
Uniform Delay, d1 23.0 23.6 8.7 10.2 12.8 9.8 10.4 15.4
Delay (s) 23.5 74.8 8.7 10.9 14.1 9.9 10.9 28.0
Approach Delay (s) 23.5 54.2 13.1 26.8

Page 1
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10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 0.98 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1683 1805 1607 1770 3496 1805 3607
Flt Permitted 0.91 0.95 1.00 0.28 1.00 0.33 1.00
Satd. Flow (perm) 1540 1805 1607 514 3496 620 3607
Adj. Flow (vph) 11 6 45 277 6 124 62 568 88 177 949 6
Confl. Peds. (#/hr) 2 1 2 3 3
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 115 157 420 230 1351 335 1493
v/s Ratio Prot c0.15 0.02 0.01 0.18 c0.03 c0.26
v/c Ratio 0.18 1.76 0.09 0.27 0.48 0.53 0.64
Uniform Delay, d1 17.4 18.3 11.2 8.0 9.2 7.4 9.4
Delay (s) 17.7 386.9 11.2 8.3 9.3 8.1 10.0
Approach Delay (s) 17.7 266.9 9.2 9.7

Page 2
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HCM 6th Roundabout 2020 Scenario 1 PM
10/19/2018
11/16/2018
Intersection
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Ped Cap Adj 1.000 1.000 1.000
Approach LOS A A A
Lane Left Left Left
RT Channelized
Lane Util 1.000 1.000 1.000
Cap Entry, veh/h 1147 1371 1173
V/C Ratio 0.182 0.158 0.220
LOS A A A

Page 3
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10/19/2018
11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5136 3610 3433
Satd. Flow (perm) 5136 3610 3433
Adj. Flow (vph) 0 948 966 0 219 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.32 0.47 0.28
Delay (s) 4.6 5.3 12.6
Approach LOS A A B

Page 4
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10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1204 0 0 1886 273 0 0 283 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2767 4488 1369 493
v/s Ratio Prot 0.19 c0.36 0.17 0.16
v/s Ratio Perm
v/c Ratio 0.44 0.42 0.20 0.52
Uniform Delay, d1 6.0 0.4 0.3 8.6
Delay (s) 6.1 0.5 0.4 9.0

Page 5
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10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 0.88 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2814 1805 5103 3467 1824 1787 1900 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2814 1805 5103 3467 1824 1787 1900 2842
Adj. Flow (vph) 330 599 952 152 793 96 654 301 97 144 362 689
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 197 937 1240 230 1288 923 818 102 455 942
v/s Ratio Perm 0.12
v/c Ratio 1.68 0.64 0.66 0.66 0.68 0.71 0.48 1.41 0.80 0.62
Uniform Delay, d1 41.0 32.9 19.2 36.2 29.4 28.9 16.8 41.0 31.1 24.5
Delay (s) 366.0 34.0 20.2 41.6 30.5 30.9 17.0 274.4 39.8 25.4
Level of Service F C C D C C B F D C
Approach Delay (s) 85.3 32.1 25.7 59.8
Approach LOS F C C E

Page 6
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10/19/2018
11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 3610 3610 1581 1805 1594
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 3610 3610 1581 1805 1594
Adj. Flow (vph) 55 792 840 133 375 104
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Lane Grp Cap (vph) 134 1816 1241 543 590 521
v/s Ratio Prot 0.03 c0.22 c0.23 c0.21
v/c Ratio 0.41 0.44 0.68 0.08 0.64 0.07
Uniform Delay, d1 20.8 7.4 13.2 10.4 13.5 10.9
Delay (s) 22.9 7.6 14.7 10.5 15.7 11.0
Approach LOS A B B

Page 7
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HCM 6th TWSC 2020 Scenario 1 PM
90: Access A & Game Farm Rd 3/15/2019
10/19/2018
11/16/2018
Intersection
Int Delay, s/veh 2.3
Lane Configurations
Traffic Vol, veh/h 143 72 2 161 89 1
Future Vol, veh/h 143 72 2 161 89 1
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 500 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 155 78 2 175 97 1
Major/Minor Major1 Major2 Minor1

Conflicting Flow All 0 0 233 0 373 194
Stage 1 - - - - 194 -
Stage 2 - - - - 179 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1335 - 628 847
Stage 1 - - - - 839 -
Stage 2 - - - - 852 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1335 - 627 847
Mov Cap-2 Maneuver - - - - 627 -
Stage 1 - - - - 838 -
Stage 2 - - - - 852 -
Approach EB WB NB
HCM Control Delay, s 0 0.1 11.8
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

Capacity (veh/h) 629 - - 1335 -
HCM Lane V/C Ratio 0.156 - - 0.002 -
HCM Control Delay (s) 11.8 - - 7.7 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.5 - - 0 -

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10/19/2018
11/16/2018
Intersection
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 35 41 126 392 0
Future Vol, veh/h 0 35 41 126 392 0
Sign Control Stop Stop Free Free Free Free
Storage Length 0 - 20 - - -
Grade, % 0 - - 0 0 -
Mvmt Flow 0 38 45 137 426 0
Major/Minor Minor2 Major1 Major2

Conflicting Flow All 653 426 426 0 - 0
Stage 1 426 - - - - -
Stage 2 227 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Critical Hdwy Stg 1 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 432 628 1133 - - -
Stage 1 659 - - - - -
Stage 2 811 - - - - -
Mov Cap-1 Maneuver 415 628 1133 - - -
Mov Cap-2 Maneuver 502 - - - - -
Stage 1 633 - - - - -
Stage 2 811 - - - - -
Approach EB NB SB
HCM Control Delay, s 11.1 2 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR

Capacity (veh/h) 1133 - 628 - -
HCM Lane V/C Ratio 0.039 - 0.061 - -
HCM Control Delay (s) 8.3 - 11.1 - -
HCM Lane LOS A - B - -
HCM 95th %tile Q(veh) 0.1 - 0.2 - -

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110: Beltline & Access C 3/15/2019
10/19/2018
11/16/2018
Intersection
Lane Configurations
Traffic Vol, veh/h 0 754 818 23 0 40
Future Vol, veh/h 0 754 818 23 0 40
Storage Length - - - - - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Mvmt Flow 0 820 889 25 0 43

Conflicting Flow All - 0 - 0 - 457
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.94
Critical Hdwy Stg 1 - - - - - -
Follow-up Hdwy - - - - - 3.32
Pot Cap-1 Maneuver 0 - - - 0 551
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Mov Cap-1 Maneuver - - - - - 551
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 12.1
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBR SBLn1

Capacity (veh/h) - - - 551
HCM Lane V/C Ratio - - - 0.079
HCM Control Delay (s) - - - 12.1
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.3

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.98 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 1.00 0.85 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1692 1787 1585 1805 1900 1546 1802 1898
Flt Permitted 0.89 0.95 1.00 0.16 1.00 1.00 0.31 1.00
Satd. Flow (perm) 1525 1787 1585 304 1900 1546 593 1898
Adj. Flow (vph) 23 6 80 341 6 148 23 500 148 57 731 6
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 186 338 739 130 817 665 255 816
v/s Ratio Prot c0.19 c0.05 0.26 c0.39
v/s Ratio Perm c0.03 0.08 0.04 0.10
v/c Ratio 0.21 1.01 0.10 0.18 0.61 0.10 0.22 0.90
Uniform Delay, d1 23.0 23.6 8.7 10.2 12.8 9.8 10.4 15.4
Delay (s) 23.5 74.8 8.7 10.9 14.2 9.9 10.9 28.6
Approach Delay (s) 23.5 54.2 13.1 27.3

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 0.97 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1683 1805 1607 1770 3469 1805 3607
Flt Permitted 0.91 0.95 1.00 0.27 1.00 0.31 1.00
Satd. Flow (perm) 1540 1805 1607 510 3469 580 3607
Adj. Flow (vph) 11 6 45 298 6 125 62 568 125 180 949 6
Confl. Peds. (#/hr) 2 1 2 3 3
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 114 157 419 229 1346 320 1498
v/s Ratio Prot c0.17 0.02 0.01 0.19 c0.03 c0.26
v/c Ratio 0.18 1.90 0.09 0.28 0.50 0.56 0.64
Uniform Delay, d1 17.4 18.4 11.2 8.0 9.3 7.5 9.3
Delay (s) 17.7 445.4 11.3 8.3 9.4 8.9 10.0
Approach Delay (s) 17.7 312.8 9.3 9.8

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HCM 6th Roundabout 2020 Scenario 2 PM
03/11/2019
Intersection
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Ped Cap Adj 1.000 1.000 1.000
Approach LOS A A A
Lane Left Left Left
RT Channelized
Lane Util 1.000 1.000 1.000
Cap Entry, veh/h 1147 1371 1173
V/C Ratio 0.182 0.158 0.220
LOS A A A

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5136 3610 3433
Satd. Flow (perm) 5136 3610 3433
Adj. Flow (vph) 0 956 968 0 211 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.33 0.47 0.28
Delay (s) 4.5 5.2 12.7
Approach LOS A A B

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1205 0 0 1858 258 0 0 266 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2849 4478 1366 466
v/s Ratio Prot 0.19 c0.36 0.16 0.15
v/s Ratio Perm
v/c Ratio 0.42 0.41 0.19 0.52
Uniform Delay, d1 5.6 0.4 0.3 8.7
Delay (s) 5.7 0.5 0.4 9.1

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 0.88 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.98 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2814 1805 5102 3467 1820 1787 1900 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2814 1805 5102 3467 1820 1787 1900 2842
Adj. Flow (vph) 319 594 952 177 778 96 654 346 120 144 410 662
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 187 896 1187 218 1229 884 865 97 522 1028
v/s Ratio Perm 0.12
v/c Ratio 1.71 0.66 0.72 0.81 0.70 0.74 0.53 1.48 0.79 0.55
Uniform Delay, d1 43.4 35.3 22.0 39.3 31.8 31.4 16.9 43.4 30.7 23.3
Delay (s) 382.8 36.8 23.7 58.4 33.2 34.2 17.1 308.2 37.8 23.6
Level of Service F D C E C C B F D C
Approach Delay (s) 89.3 37.4 27.1 62.1
Approach LOS F D C E

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 3610 3610 1581 1805 1593
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 3610 3610 1581 1805 1593
Adj. Flow (vph) 74 792 887 153 437 104
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Lane Grp Cap (vph) 160 1825 1232 539 619 547
v/s Ratio Prot 0.04 c0.22 c0.25 c0.24
v/c Ratio 0.46 0.43 0.72 0.10 0.71 0.07
Uniform Delay, d1 22.9 8.3 15.2 11.9 15.1 11.7
Delay (s) 25.1 8.5 17.3 12.0 18.7 11.7
Approach LOS A B B

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90: Access A & Game Farm Rd 3/15/2019
03/11/2019
Intersection
Lane Configurations
Traffic Vol, veh/h 143 106 2 161 108 1
Future Vol, veh/h 143 106 2 161 108 1
Storage Length - - 500 - 0 -
Grade, % 0 - - 0 0 -
Mvmt Flow 155 115 2 175 117 1

Conflicting Flow All 0 0 270 0 392 213
Stage 1 - - - - 213 -
Stage 2 - - - - 179 -
Critical Hdwy - - 4.12 - 6.42 6.22
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1293 - 612 827
Stage 1 - - - - 823 -
Stage 2 - - - - 852 -
Mov Cap-1 Maneuver - - 1293 - 611 827
Mov Cap-2 Maneuver - - - - 611 -
Stage 1 - - - - 823 -
Stage 2 - - - - 850 -
Approach EB WB NB
HCM Control Delay, s 0 0.1 12.3
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

Capacity (veh/h) 612 - - 1293 -
HCM Lane V/C Ratio 0.194 - - 0.002 -
HCM Control Delay (s) 12.3 - - 7.8 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.7 - - 0 -

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100: Game Farm Rd & Access B 3/15/2019
03/11/2019
Intersection
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 90 76 126 392 0
Future Vol, veh/h 0 90 76 126 392 0
Sign Control Stop Stop Free Free Free Free
Storage Length 0 - 20 - - -
Grade, % 0 - - 0 0 -
Mvmt Flow 0 98 83 137 426 0
Major/Minor Minor2 Major1 Major2

Conflicting Flow All 729 426 426 0 - 0
Stage 1 426 - - - - -
Stage 2 303 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 390 628 1133 - - -
Stage 1 659 - - - - -
Stage 2 749 - - - - -
Mov Cap-1 Maneuver 362 628 1133 - - -
Mov Cap-2 Maneuver 469 - - - - -
Stage 1 611 - - - - -
Stage 2 749 - - - - -
Approach EB NB SB
HCM Control Delay, s 11.8 3.2 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR

Capacity (veh/h) 1133 - 628 - -
HCM Lane V/C Ratio 0.073 - 0.156 - -
HCM Control Delay (s) 8.4 - 11.8 - -
HCM Lane LOS A - B - -
HCM 95th %tile Q(veh) 0.2 - 0.5 - -

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110: Beltline & Access C 3/15/2019
03/11/2019
Intersection
Lane Configurations
Traffic Vol, veh/h 0 771 818 64 0 49
Future Vol, veh/h 0 771 818 64 0 49
Storage Length - - - - - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Mvmt Flow 0 838 889 70 0 53

Conflicting Flow All - 0 - 0 - 480
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.94
Follow-up Hdwy - - - - - 3.32
Pot Cap-1 Maneuver 0 - - - 0 532
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Mov Cap-1 Maneuver - - - - - 532
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 12.5
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBR SBLn1

Capacity (veh/h) - - - 532
HCM Lane V/C Ratio - - - 0.1
HCM Control Delay (s) - - - 12.5
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.3

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HCM Signalized Intersection Capacity Analysis 020 Build Scenario 2 AM
03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5187 3610 3400
Satd. Flow (perm) 5187 3610 3400
Adj. Flow (vph) 0 1070 547 0 218 0
Heavy Vehicles (%) 8% 0% 0% 1% 3% 13%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.36 0.27 0.29
Delay (s) 4.7 4.3 12.5
Approach LOS A A B

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5136 1583 1644
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5136 1583 1644
Adj. Flow (vph) 0 1348 0 0 974 178 0 0 710 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2092 4754 1465 867
v/s Ratio Prot c0.21 0.19 0.11 c0.42
v/s Ratio Perm
v/c Ratio 0.64 0.20 0.12 0.80
Uniform Delay, d1 15.6 0.2 0.2 10.4
Delay (s) 16.2 0.2 0.2 15.5
Approach Delay (s) 16.2 0.2 15.5 0.0

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.90 1.00 0.91 0.97 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.97 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3502 5187 2813 1805 5006 3467 1824 1805 1881 2814
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3502 5187 2813 1805 5006 3467 1824 1805 1881 2814
Adj. Flow (vph) 765 924 712 69 446 106 429 341 101 118 191 291
Heavy Vehicles (%) 0% 0% 2% 0% 0% 2% 1% 0% 1% 0% 1% 1%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 317 1562 1373 160 1500 684 576 108 335 880
v/s Ratio Prot c0.22 c0.18 0.05 0.04 0.10 0.12 c0.24 c0.07 0.10 0.03
v/s Ratio Perm 0.08
v/c Ratio 2.41 0.59 0.27 0.43 0.34 0.63 0.75 1.09 0.57 0.10
Uniform Delay, d1 31.1 20.3 10.3 29.5 18.7 25.1 21.0 32.2 25.7 16.7
Delay (s) 676.6 20.7 10.4 30.2 18.7 26.4 25.9 145.9 27.2 16.7
Level of Service F C B C B C C F C B
Approach Delay (s) 226.6 20.0 26.1 45.4
Approach LOS F C C D

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APPENDIX H –
2038 Build Synchro Worksheets for
Scenario 1 and Scenario 2
APPENDIX
216 of 241
217 of 241
HCM Signalized Intersection Capacity Analysis 2038 Build Scenario 1 PM
10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.91 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1703 1787 1597 1805 3485 1803 3607
Flt Permitted 0.83 0.95 1.00 0.16 1.00 0.21 1.00
Satd. Flow (perm) 1438 1787 1597 297 3485 405 3607
Adj. Flow (vph) 34 6 80 284 6 227 23 755 165 119 1058 6
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 194 302 730 130 1535 178 1589
v/s Ratio Prot c0.16 c0.11 0.26 c0.29
v/s Ratio Perm 0.05 0.08 0.29
v/c Ratio 0.34 0.94 0.24 0.18 0.58 0.67 0.67
Uniform Delay, d1 23.1 24.2 9.8 10.0 12.4 13.1 13.1
Delay (s) 24.2 60.4 9.9 10.7 13.0 22.2 14.2
Approach Delay (s) 24.2 37.7 12.9 15.0

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Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 0.97 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1683 1805 1604 1770 3455 1805 3607
Flt Permitted 0.87 0.95 1.00 0.30 1.00 0.13 1.00
Satd. Flow (perm) 1475 1805 1604 562 3455 241 3607
Adj. Flow (vph) 11 6 45 459 11 272 68 705 178 456 943 6
Confl. Peds. (#/hr) 2 1 2 3 3
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 82 408 528 248 1168 432 1771
v/s Ratio Prot c0.25 c0.06 0.01 0.25 c0.20 0.26
v/c Ratio 0.24 1.12 0.19 0.27 0.74 1.06 0.54
Uniform Delay, d1 38.1 32.6 20.2 17.8 24.6 23.5 14.8
Delay (s) 38.6 115.7 20.3 18.0 26.9 82.2 15.0
Level of Service D F C B C F B
Approach Delay (s) 38.6 79.3 26.3 36.8
Approach LOS D E C D
Intersection Capacity Utilization 83.8% ICU Level of Service E

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HCM 6th Roundabout 2038 Build Scenario 1 PM
10/19/2018
11/16/2018
Intersection
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Ped Cap Adj 1.000 1.000 1.000
Approach LOS A A A
Lane Left Left Left
RT Channelized
Lane Util 1.000 1.000 1.000
Cap Entry, veh/h 1130 1371 1106
V/C Ratio 0.274 0.201 0.267
LOS A A A

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11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5136 3610 3433
Satd. Flow (perm) 5136 3610 3433
Adj. Flow (vph) 0 1250 1117 0 370 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.44 0.56 0.41
Delay (s) 6.1 7.0 13.3
Approach LOS A A B

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11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1672 0 0 2123 408 0 0 277 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 3181 4610 1407 465
v/s Ratio Prot c0.26 c0.41 0.26 0.16
v/s Ratio Perm
v/c Ratio 0.53 0.46 0.29 0.55
Uniform Delay, d1 6.3 0.4 0.3 10.9
Delay (s) 6.4 0.4 0.4 11.6

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10/19/2018
11/16/2018
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.85 1.00 0.91 1.00 0.95 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.97 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2718 1805 5016 1787 3610 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2718 1805 5016 1787 3610 2842
Adj. Flow (vph) 484 759 1170 157 1649 466 0 0 0 154 378 854
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0
Lane Grp Cap (vph) 455 2376 1356 229 2293 497 688 1012
v/s Ratio Perm 0.35
v/c Ratio 1.06 0.32 0.77 0.69 0.90 0.31 0.55 0.76
Uniform Delay, d1 39.6 15.4 18.6 38.1 22.8 26.0 33.4 25.9
Delay (s) 99.7 15.5 21.0 44.7 27.8 26.1 33.8 28.7
Level of Service F B C D C C C C
Approach Delay (s) 35.0 29.0 0.0 29.8
Approach LOS D C A C

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11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 5187 3610 1581 1805 1593
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 5187 3610 1581 1805 1593
Adj. Flow (vph) 55 1000 975 133 409 121
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Lane Grp Cap (vph) 119 2632 1319 577 615 543
v/s Ratio Prot 0.03 c0.19 c0.27 c0.23
v/c Ratio 0.46 0.38 0.74 0.08 0.67 0.08
Uniform Delay, d1 23.7 7.9 14.6 11.0 14.8 11.8
Delay (s) 26.6 8.0 16.8 11.0 17.5 11.8
Approach LOS A B B

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80: Hutton St & Beltline 3/15/2019
10/19/2018
11/16/2018

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.91 0.91 0.97 1.00
Frt 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5085 5085 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 5085 5085 3433 1583
Adj. Flow (vph) 933 0 0 1232 1090 110
Permitted Phases 6
Lane Grp Cap (vph) 1891 1891 1606 740
v/s Ratio Perm 0.05
v/c Ratio 0.49 0.65 0.68 0.12
Uniform Delay, d1 12.1 13.0 10.4 7.5
Delay (s) 12.2 13.7 11.4 7.5
Approach LOS B B B

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03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5187 3610 3400
Satd. Flow (perm) 5187 3610 3400
Adj. Flow (vph) 0 1314 816 0 354 0
Heavy Vehicles (%) 8% 0% 0% 1% 3% 13%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.46 0.41 0.41
Delay (s) 5.8 5.7 13.2
Approach LOS A A B

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5136 1583 1644
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5136 1583 1644
Adj. Flow (vph) 0 1747 0 0 1351 431 0 0 770 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2275 4839 1491 876
v/s Ratio Prot c0.27 0.26 0.27 c0.46
v/s Ratio Perm
v/c Ratio 0.77 0.28 0.29 0.86
Uniform Delay, d1 20.0 0.2 0.2 14.0
Delay (s) 21.6 0.2 0.3 22.5
Level of Service C A A C
Approach Delay (s) 21.6 0.2 22.5 0.0
Approach LOS C A C A

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.90 1.00 0.91 1.00 0.95 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3502 5187 2794 1805 4959 1805 3574 2814
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3502 5187 2794 1805 4959 1805 3574 2814
Adj. Flow (vph) 1027 1066 812 59 1336 425 0 0 0 129 176 467
Heavy Vehicles (%) 0% 0% 2% 0% 0% 2% 1% 0% 1% 0% 1% 1%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0
Lane Grp Cap (vph) 579 2744 1607 122 2139 433 465 946
v/s Ratio Perm 0.15
v/c Ratio 1.77 0.39 0.29 0.48 0.79 0.30 0.38 0.38
Uniform Delay, d1 30.8 10.3 8.0 33.1 18.1 22.9 29.3 18.6
Delay (s) 385.9 10.3 8.0 34.2 20.1 23.1 29.5 18.7
Level of Service F B A C C C C B
Approach Delay (s) 142.5 20.5 0.0 21.9

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03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.91 0.91 0.97 1.00
Frt 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5085 5085 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 5085 5085 3433 1583
Adj. Flow (vph) 1104 0 0 843 838 79
Permitted Phases 6
Lane Grp Cap (vph) 1906 1906 1415 652
v/s Ratio Perm 0.04
v/c Ratio 0.58 0.44 0.59 0.10
Uniform Delay, d1 9.4 8.8 8.6 6.8
Delay (s) 9.7 8.9 9.2 6.8
Approach LOS A A A

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.91 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1703 1787 1597 1805 3486 1803 3607
Flt Permitted 0.83 0.95 1.00 0.16 1.00 0.21 1.00
Satd. Flow (perm) 1438 1787 1597 295 3486 404 3607
Adj. Flow (vph) 34 6 80 284 6 227 23 756 165 119 1060 6
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 0% 2% 0% 0% 0%
Clearance Time (s) 4.0 4.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 194 302 730 130 1536 178 1589
v/s Ratio Prot c0.16 c0.11 0.26 c0.30
v/s Ratio Perm 0.05 0.08 0.29
v/c Ratio 0.34 0.94 0.24 0.18 0.59 0.67 0.67
Uniform Delay, d1 23.1 24.2 9.8 10.0 12.4 13.1 13.1
Delay (s) 24.2 60.4 9.9 10.7 13.0 22.2 14.2
Approach Delay (s) 24.2 37.7 13.0 15.0

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95
Frpb, ped/bikes 0.99 1.00 0.99 1.00 0.99 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.90 1.00 0.86 1.00 0.96 1.00 1.00
Flt Protected 0.99 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1683 1805 1604 1770 3435 1805 3607
Flt Permitted 0.87 0.95 1.00 0.30 1.00 0.13 1.00
Satd. Flow (perm) 1475 1805 1604 562 3435 241 3607
Adj. Flow (vph) 11 6 45 480 11 273 68 705 216 458 943 6
Confl. Peds. (#/hr) 2 1 2 3 3
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 2% 1% 0% 0% 0% 0%
Clearance Time (s) 4.5 4.0 4.5 4.0 5.0 4.0 5.0
Lane Grp Cap (vph) 82 408 528 248 1161 432 1771
v/s Ratio Prot c0.27 c0.06 0.01 0.26 c0.20 0.26
v/c Ratio 0.24 1.18 0.19 0.27 0.77 1.06 0.54
Uniform Delay, d1 38.1 32.6 20.2 17.8 25.0 23.6 14.8
Delay (s) 38.6 134.9 20.3 18.0 28.0 83.8 15.0
Level of Service D F C B C F B
Approach Delay (s) 38.6 92.3 27.3 37.4
Approach LOS D F C D
Intersection Capacity Utilization 85.9% ICU Level of Service E

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HCM 6th Roundabout 2038 Build Scenario 2 PM
03/11/2019
Intersection
Intersection LOS A
Approach EB WB SB
Entry Lanes 1 1 1
Ped Cap Adj 1.000 1.000 1.000
Approach LOS A A A
Lane Left Left Left
RT Channelized
Lane Util 1.000 1.000 1.000
Cap Entry, veh/h 1130 1371 1106
V/C Ratio 0.274 0.201 0.267
LOS A A A

Page 1
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03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5136 3610 3433
Satd. Flow (perm) 5136 3610 3433
Adj. Flow (vph) 0 1260 1119 0 362 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.45 0.56 0.40
Delay (s) 6.0 6.9 13.2
Approach LOS A A B

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5187 1583 1627
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5187 1583 1627
Adj. Flow (vph) 0 1675 0 0 2095 392 0 0 260 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 0% 2% 0% 0% 1% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 3217 4600 1404 450
v/s Ratio Prot c0.26 c0.40 0.25 0.15
v/s Ratio Perm
v/c Ratio 0.52 0.46 0.28 0.53
Uniform Delay, d1 6.0 0.4 0.3 10.8
Delay (s) 6.2 0.5 0.4 11.4

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.85 1.00 0.91 1.00 0.95 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3433 5136 2718 1805 5002 1787 3610 2842
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3433 5136 2718 1805 5002 1787 3610 2842
Adj. Flow (vph) 473 753 1172 182 1634 511 0 0 0 154 426 827
Heavy Vehicles (%) 2% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0
Lane Grp Cap (vph) 453 2349 1341 246 2309 491 677 1002
v/s Ratio Perm 0.36
v/c Ratio 1.04 0.32 0.80 0.74 0.90 0.31 0.63 0.73
Uniform Delay, d1 39.8 15.8 19.4 38.0 22.7 26.3 34.3 25.9
Delay (s) 94.0 15.8 22.7 47.6 28.0 26.5 35.6 28.3
Level of Service F B C D C C D C
Approach Delay (s) 34.6 29.6 0.0 30.3
Approach LOS C C A C

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03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Lane Util. Factor 1.00 0.91 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1805 5187 3610 1581 1805 1593
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 1805 5187 3610 1581 1805 1593
Adj. Flow (vph) 74 1000 1021 153 471 121
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0%
Clearance Time (s) 5.0 4.5 4.5 4.5 4.5 4.5
Lane Grp Cap (vph) 142 2637 1308 572 645 569
v/s Ratio Prot c0.04 0.19 c0.28 c0.26
v/c Ratio 0.52 0.38 0.78 0.10 0.73 0.08
Uniform Delay, d1 26.4 8.9 16.9 12.6 16.7 12.6
Delay (s) 29.8 9.0 20.0 12.6 20.9 12.7
Level of Service C A B B C B
Approach LOS B B B

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03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.91 0.91 0.97 1.00
Frt 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5085 5085 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 5085 5085 3433 1583
Adj. Flow (vph) 927 0 0 1241 1136 134
Permitted Phases 6
Lane Grp Cap (vph) 1880 1880 1637 755
v/s Ratio Perm 0.07
v/c Ratio 0.49 0.66 0.69 0.15
Uniform Delay, d1 12.7 13.7 10.7 7.7
Delay (s) 12.8 14.5 11.9 7.7
Approach LOS B B B

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03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Frt 1.00 1.00 1.00
Satd. Flow (prot) 5187 3610 3400
Satd. Flow (perm) 5187 3610 3400
Adj. Flow (vph) 0 1303 819 0 334 0
Heavy Vehicles (%) 8% 0% 0% 1% 3% 13%
Permitted Phases
v/s Ratio Perm
v/c Ratio 0.45 0.41 0.39
Delay (s) 5.7 5.5 13.2
Approach LOS A A B

Page 3
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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.86 0.91 1.00 1.00
Frt 1.00 1.00 0.85 0.86
Flt Protected 1.00 1.00 1.00 1.00
Satd. Flow (prot) 6471 5136 1583 1644
Flt Permitted 1.00 1.00 1.00 1.00
Satd. Flow (perm) 6471 5136 1583 1644
Adj. Flow (vph) 0 1714 0 0 1347 429 0 0 734 0 0 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0%
Permitted Phases
Lane Grp Cap (vph) 2310 4818 1485 853
v/s Ratio Prot c0.26 0.26 0.27 c0.44
v/s Ratio Perm
v/c Ratio 0.74 0.28 0.29 0.84
Uniform Delay, d1 18.2 0.2 0.2 13.3
Delay (s) 19.5 0.2 0.3 20.6
Level of Service B A A C
Approach Delay (s) 19.5 0.2 20.6 0.0
Approach LOS B A C A

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03/11/2019
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 5.0
Lane Util. Factor 0.97 0.91 *0.90 1.00 0.91 1.00 0.95 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.96 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3502 5187 2794 1805 4948 1805 3574 2814
Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3502 5187 2794 1805 4948 1805 3574 2814
Adj. Flow (vph) 982 1041 812 69 1335 453 0 0 0 129 196 461
Heavy Vehicles (%) 0% 0% 2% 0% 0% 2% 1% 0% 1% 0% 1% 1%
Permitted Phases 6
Clearance Time (s) 5.0 5.7 5.0 5.0 5.7 5.0 5.0
Lane Grp Cap (vph) 584 2625 1544 158 2111 437 469 954
v/s Ratio Perm 0.16
v/c Ratio 1.68 0.40 0.32 0.44 0.81 0.30 0.42 0.37
Uniform Delay, d1 30.4 11.2 8.9 31.6 18.4 22.6 29.2 18.2
Delay (s) 344.6 11.2 8.9 32.3 20.8 22.7 29.4 18.3
Level of Service F B A C C C C B
Approach Delay (s) 126.0 21.2 0.0 21.8

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80: Beltline 3/15/2019
03/11/2019

Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Lane Util. Factor 0.91 0.91 0.97 1.00
Frt 1.00 1.00 1.00 0.85
Flt Protected 1.00 1.00 0.95 1.00
Satd. Flow (prot) 5085 5085 3433 1583
Flt Permitted 1.00 1.00 0.95 1.00
Satd. Flow (perm) 5085 5085 3433 1583
Adj. Flow (vph) 1082 0 0 852 864 93
Permitted Phases 6
Lane Grp Cap (vph) 1881 1881 1441 664
v/s Ratio Perm 0.05
v/c Ratio 0.58 0.45 0.60 0.12
Uniform Delay, d1 9.6 9.1 8.6 6.7
Delay (s) 10.0 9.2 9.1 6.8
Approach LOS A A A

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I am writing today to address an issue of concern that has recently been brought to my, as well as the
community where I reside, attention.
80 units at my 55+ mobile home park where I live, in Springfield, the Patrician Mobile Home Park, are in
fear of losing our homes and being displaced.
We have recently been notified that the land owner, Richard Boyles, dba as Urban Transitions, has
applied for zoning change permits with the intention of redeveloping the property where our homes are
now located. There are approximately 100+ people residing here most of which are on fixed incomes,
disabled and veterans. All ranging in ages from 55 ~ 95 years of age, some who have made this park their
home for close to 30 years. Some residents have used their life's savings to purchase their homes and all
of us are now facing the fact that the possibility of losing our homes, has now become very real. Some
residents are in their 90's with no family and no place to go as an alternative, especially now that their
personal home's value, since the rezoning disclosure, has become worthless.
We consider ourselves a family. We lookout for our neighbors, and take care of each other, we even make
sure our neighbors have enough food. Now, we are looking at the prospect of being torn apart and forced
from our homes and our well being and care put into the hands of strangers. Some will become homeless
and some of our most frail, will not survive this stress and change.
Further more, with this eminent, eventual closure of our community our homes have been rendered
without value. NO one will want to purchase our homes, but we will still be held responsible for our Lane
County assessed values. Our property taxes, until recently, were approx $6 annually. The county
reassessed our values and are now over $300 annually, but now on property that will lose all value if the
zone change is approved. Compensation from our landowner of $5,000 To $7,000, will not even begin to
pay for the relocation of our homes, if indeed they can even move almost 50 year old homes.
This move by Mr. Boyles is cruel and he doesn't seem to care. Do 100+ senior citizens have any recourse
or any chance of stopping this travesty? Maybe if Mr Boyles would offer to fairly compensate us or offer
to buy our units for the assessed value, this would give us a fresh start at least and maybe we could even
find a solution to keep our "family" together. What we truly desire though, is to remain where we are,
undisturbed and without fear.
Maybe the city of Springfield would consider what the city of Portland did, by unanimously voting to
help their most vulnerable citizens.
Thank you for your time and consideration in this matter. Any suggestions as to how to proceed would be
appreciated.
Carolyn Churchouse
Resident at 3530 E Game Farm Rd
Springfield, Oregon 97477
April 9, 2019
Greetings,
I’m 65 years old and retired. I’m afraid my husband and I will be homeless if the Patrician Mobile
Home park is rezoned. Please refer to the Metro Plan Amendment Cases #811-18-000065-
TYP4 and 811-19-000066-TYP3.
We bought our home in September of 2017 for $29,000 and pay taxes to Lane County assessed
property value for $15,000. We added a fence to the back yard, had a new roof put on,
screened in the porch, upgraded the front porch, added landscaping and painted. You get the
idea. We made it into our home. We are living “paycheck to paycheck” and thought we’d be here
for at least 20 more years if we live that long.
All 80 households in the park received a notice of Zone Change Application in a letter dated
March 14, 2019 (attached). Needless to say, everyone panicked. Although the letter stated
“ownership is not currently proposing a change in use of the property and will continue to
operate the property as a mobile home park”, there is signage at the front entrance that exhibits
the intent. We won’t be able to sell our places because who would buy a home that exists on
land that will be rezoned and the home dozed? We are expected to patiently wait for up to ten
years for this to happen and then have the rug pulled out from under us when we’re even older?
Moving our home somewhere could cost up to $20,000.
When this is approved and I think we all know that eventually it will be, where will we go? Please
reference ORS 90.643 – 645 and ORS 92.830 which as far as I understand it, we are eligible for
only $7000 or $8000 in tax credit or compensation (if any). Is that enough to buy another home
somewhere else, for movers, for a down payment? What responsibility does the land owner
have to all of the people in this community? Some are in their 90s. Not all of us have children we
can force ourselves on. Some of us don’t have savings to draw from. Some of us are terrified of
being homeless. Is there no protection?
Please help us to figure this out. We need help moving, somewhere to go and fair compensation
for our homes and this HUGE inconvenience.
Respectfully,
Eileen Manning
512-731-3643
3530 Game Farm Road #29
Dear Councilor Sean VanGordon,
I have written you several times before, and spoken to you before, but the pain is simply ratcheting up from the Owner/Managers.
We residents in the Patrician MH Park are facing yet another barrage, in the posturing of the
“management” involvement of the Patrician into MHCO, and their flagrant disregard of Oregon Tenant Law. My wife and I
began our tenancy here 7 years ago now, and love our neighbors and the convenience we enjoy here.
We face the following issues:

1.) Mr. Richard Boyles (Owner) had originally expressed his intentions to close the Park, and build a Convention Center
here back in in 2008. He sent out a letter in the last 3 weeks, informing us that he has made application(s) with the City of
Springfield Planning Dept. to change the property zoning from “Low Density Residential — to Multi-Use Commercial. That
appeal is scheduled to come up in the Springfield Planning Department public hearing process, May 7th, and then go on
to the Springfield City Council for ratification, June 3rd is the scheduled date. There are many here in great distress over
the owner’s stated prospect of closure and commercial conversion within 10 years, thus making our home values
worthless or unmarketable.
2.) Yesterday (Thursday) we residents received a letter with a MHCO Form 21: "Pet Agreement" attached, demanding
that all pets be registered with the management, photographed AND that we carry now Personal Liability Insurance of
$250,000, AND that the ‘Park” be listed as a Co-Insured party to said policy, from an approved Insurer. This also now
includes ADA Service Dogs... and of course the management has another MHCO Form 21A: "Service Animal
Agreement" for Service. “Dogs.”
3.) This new Pet Rule comes to us in violation of the ORS Chapter 90.610 tenant “Rule Change Process.” The
management of course still refuses to listen to my reminding them that they simply cannot mail a change to the
rules/tenant file by sending out a MHCO Form(s), OR by handing them out in a monthly newsletter, and thus they bypass
the Laws which specify that a rule change proposed must be mailed out to every resident space/leaseholder for a
vote in which a 51% of the tenant’s spaces can overrule managers “Rule Change Proposal” by a majority, who can negate
the rule proposed.
4.) This same rule change process has been ignored by the management by imposing a rule that we residents/sellers of
our Personal Property MUST pay for a home inspection, AND provide the management a copy of said inspection with yet
another MHCO form, in addition to our required 10 day’s notice to sell our home. This is also an illegal maneuver.
5.) The management has several times tried to evict my wife and I. First effort arose over me forming a FaceBook page
for the community. Second effort was for purchasing our neighbors home from the out of State son of our former
neighbor. Management clearly stated the we had harmed them from taking what would have been an Abandoned home,
that they would profit from and convert into yet another rental property in the Park.
6.) Security and safety maintenance here has become dismal in the lack of keeping our community as the previously
outstanding Park. We sure must be contributing 10% of the monthly $665/month rent. The carports and sidewalks have
broken and heaved making maneuvering about the property very risky. It is astounding what 12 years of neglect can
accomplish. Geri and I paid $220 to rid our yard of a Possum that "management" refused to deal with a 'disturbing' and
causing 'physical' damage to our Yard? ? ? ? ?
Our Yard (Space #23, #24 and #27) have NO FENCE, and that allows ingress of strays, pests and feral animals and
homeless folks into our yards and does not provide the SECURITY that the Oregon State Law requires a Landlord of a
Mobile Home Community to provide US.
7.) I worked very hard when Charlie came here and helped us, to setup a MH-OSTA chapter and a COMMITTEE OF
SEVEN, and I enlisted 22 of my dear neighbors into MH-OSTA, and the dismal response we have had and death of some
many has our current OSTA census down to 3 people including my wife and I.
PLEASE HELP US!
Sincerely,
Rev. Dr. Ron & Geri Meyers
3530 E Game Farm Rd. #23
Springfield, OR 97477
(541) 790-9192
Dear Councilor,
I am asking your help to deny the rezoning, noted below, of property at the Patrician Mobile Home Park. If
rezoning is granted, 130 people will lose their homes, risk homelessness and despair. We are a community of
low/middle-income seniors with no options. We cannot sell or move our homes and will receive no
compensation.
We are surrounded by empty filbert fields and a massive unoccupied business building behind us and lease signs
at Gateway. No neighborhood would lose their homes and affordable housing for low/moderate-income
disadvantaged would survive another day if this rezoning is denied.
Portland set the stage in 2018 with unanimous approval by their Council and rezoned to PRESERVE Mobile Home
Parks as a low/moderate-income housing option for people like us. I appeal to your sense of decency and fairness
to follow their example. I look forward to meeting you on May 7 and thank you in advance for your help.
My letter below outlines the reasons I believe are justified to deny rezoning.
Sincerely,
Joelle Sherman, jacsherm@gmail.com

775-622-1498
4/15/2019
Ref Case 811-19-000066 typ3, Case 811-18-000065 typ4
Dear Mayor,
We urgently call on you to help prevent rezoning that threatens to decimate our entire community of 81
homes and 130 people. As low/moderate-income disadvantaged we fear risk of losing our homes and
quality of life. Many of us face homelessness, poverty and despair.
Attached are reasons I believe justify a zoning denial. I earnestly hope you agree. The Planning
Commission meets on May 7 at 7pm - hence the urgency of my request. Thank you in advance.
Joelle Sherman
775-622-1498
jacsherm@gmail.com
4/15/2019
Submitted by Joelle Sherman, 3530 Game Farm Rd #73, Springfield on April 22, 2019
Transcript of Presentation by Esther Sullivan, Assistant Professor of Sociology at the University of

Colorado, made in July, 2017.
America’s Most Invisible Communities – Mobile Home Parks
“Right now, there is no state in the nation where a person working full-time for minimum wage can afford
rent for a fair-market, one-bedroom home. In fact, affordable housing is so hard to find you'll actually
spend less of your income if you can afford to buy a house rather than rent. But even an entry-level
home, the cheapest homes on the market, will cost you $370,000 in L.A., $245K in Boston, $222K in
Denver. What if instead you could buy a brand new, three-bedroom, two-bathroom home for
$45,000, which would put your total housing costs somewhere in the range of $400-700 per
month? (Cheers) (Applause) Right, exactly! It seems like you'd be crazy not to jump at the
opportunity. Well, 18 million Americans are already in on the secret. They've achieved the American
dream of homeownership and they've done it on a budget. How? You're totally hoping I'm going to say
"tiny home." (Laughter) Mmmm. Alright. Well sort of. Enter the mobile home. Okay, it lacks all the
hype, but 18 million Americans live in one. In fact, one in every five new single-family homes sold is a
mobile home, and that's a serious statistic. It's serious because homeownership has long been a source
of stability and a principal source of wealth in the U.S. And mobile homes are a primary way that low-
income households break into homeownership and start building that wealth. Mobile homes provide a
massive source of owner-occupied affordable housing at a time when the U.S. has a major affordable
housing problem. We hear that a lot, right? We're in an affordable housing crisis. But what does that
really mean? It means we don't have enough housing to meet the needs of millions. At the lowest
income levels, the people who really need housing help, we're short 7.4 million units. That's just 35
affordable units for every 100 households that need it. The good news is that cities have begun to
recognize that access to quality affordable housing is good for everyone, not just those that need it, but
larger communities as well. Sociologists like myself, who study housing, show us why. Housing is an
incredible source of stability, which translates into positive educational outcomes, health benefits,
employment opportunities, and neighborhood safety. So recognizing this, cities are building some
affordable units, but many remain unaffordable for low-income people. This problem is simply too
big. We can't just build our way out of it. If we're serious about solving it, we need to preserve the
affordable housing that we already have. Enter, once again, the mobile home. Mobile homes are this
country's single largest source of unsubsidized affordable housing, and could play a major role in
addressing our affordable housing crisis, but there's a problem. One of our largest sources of affordable
housing is also one of our most insecure. Mobile homes are insecure for two reasons which are like two
trains heading right for each other. The first reason isn't the home itself; it's the land. About a third of
mobile homes are installed in mobile home parks, where residents own the home but rent the land. Now,
this is part of what makes the housing so affordable, but it also means that homeowners can be evicted
at any time if the property owner decides to sell or redevelop the park. The second reason they're
insecure is they're invisible. Think for a second about the mobile home park closest to your
house. Some of you can probably picture it. Maybe it's off a highway, behind a strip mall. But many of
you might not actually know where the nearest mobile home park is, and that's not by accident. That's
by design. For over a century, planning and zoning regulations have required that mobile home parks be
walled in, fenced off, and, in the language of planners, visually screened from view. But perhaps the
most damning of these regulations comes from laws that don't allow mobile home parks to be
established near conventional housing. As a result, mobile home parks are disproportionately located in
commercial and industrial areas. So now you can see those two trains about to collide, right? When
communities of homeowners that rent the land are isolated onto commercial properties owned by a third
party, they're the first victims of urban growth. When a big-box store is looking for a place to build, a
mobile home park is an easy target. Mobile home park brokers actually make a living selling off parks for
redevelopment. One broker told me that Walmart is his best client. When parks are
redeveloped, communities of homeowners who have lived in their homes for decades are evicted with as
little as 30 days' notice, and entire communities are dismantled. And this is happening at an alarming
rate, right now. We have an affordable housing crisis in this country, yet we are allowing one of our
largest sources of affordable housing to disappear. As a sociologist, I wanted to document the effects of
these mass evictions, so beginning in 2012, I rented a mobile home inside closing parks, first in Florida
and then in Texas. I moved in and lived beside neighbors over 17 consecutive months as they
scrambled to deal with their eviction. I then followed them for six more months after they were
evicted. This is what I learned. The term "mobile home" is a complete misnomer. Mobile homes are not
RVs, they're not campers. They're not intended to be mobile once they're first transported from the
factory. Once installed on land, just like any other home, they settle. Moving them can cause serious
structural damage and cost up to $15,000, and all of that is if they can be moved. In the parks where I
lived, lucky residents lost entire savings and months of their lives dealing with eviction. Unlucky
residents lost everything. Their homes were not structurally sound for relocation, and they were forced to
abandon them. These residents were real people, like my neighbor Stella. Stella prided herself on being
able to live independently at the age of 87. Stella was blind and completely homebound, but her cheap
rent and knowing every corner of her mobile home had made that possible. Stella had paid off her home
many years ago, but when her park closed, she couldn't afford to move it on her $790 Social Security
check. In the end, Stella lost her home of 20 years and her prized independence. She moved into a
guest room in her son's apartment. Two blocks over from Stella, Randall meticulously maintained his
home. It was the first home he'd ever owned. The first time he had me over, he apologized for it being
so messy, but then he later admitted he'd just been scrubbing the cabinets. Randall learned that this
home could not be moved, and he desperately searched for housing nearby so he could keep his
job. But he found nothing he could afford, even after months. On the day before Randall's park
closed, he transitioned from homeowner to homeless, and to this day, he sleeps on a park bench about a
mile from where his home once was. When these parks close, residents lose homes but also neighbors
and social supports. So Stella lost the neighbors who would come and check on her, and Randall lost
the people who could give him a ride when he needed it. Randall and Stella are just two of about 200
evicted homeowners I met during those two years, and while everyone's story is a little different, the
common reality is that mobile home park closures create a cycle of housing instability that extends well
beyond these moments of eviction, and that affects all of us. Housing instability means that local
teachers get an influx of new kids partway through the year. It means social service providers are
stretched thin managing new caseloads. It means small businesses lose reliable employees. Zoning
communities into invisibility creates housing instability. But more than that, it creates social
vulnerability because it's hard to care about what you don't see. But there's hope because over the last
century we've solved some of our toughest housing challenges by shining a spotlight on invisible
problems. We passed the first progressive tenement housing reforms only after a photojournalist
showed the world the unsafe conditions in crowded slums. We passed the Fair Housing Act only after
African American Vietnam vets showed us that they'd risked their lives for this country but couldn't buy a
home in a white neighborhood. We passed the housing measures in the Americans with Disabilities
Act only after activists with disabilities demonstrated that they couldn't fit through a standard entrance
and into a home. So perhaps we're primed to bring this next housing challenge into the light. And that
starts by working to change some of the very regulations that keep mobile home parks invisible. We're
ready for this. I mean, you're already binge-watching "tiny house" shows on HGTV. (Laughter) Your
Facebook feed is full of them, you love them, you want to retire in one. So we're ready to push for new
policies that better integrate different forms of housing into the fabric of our residential communities. And
we're ready to address that underlying land ownership issue too. We already have a model to follow: the
condo model, where residents own their unit and hold the condo property collectively. There are parks
that have actually tried this and it's working. In about 200 parks across the country, nonprofit groups
have helped residents collectively get a loan so that they can buy their park and run it themselves, and
residents in these parks report seeing immediate improvements in the maintenance, quality, and stability
of their communities. But maybe we can take an even more important step to ensure housing security
for everyone. If we can reshape our thinking about the mobile home park, we can go further to imagining
housing as a basic human right. The UN and most developed nations recognize and have policies that
affirm a human right to housing, for all of the reasons that we've been talking about. It's hard to have
health, wealth, and stability if you don't have a roof over your head. Plus, housing insecurity is
expensive. It has costs for social services, businesses, schools. Those are costs we all bear, so a dollar
spent on housing is a dollar saved on healthcare, infrastructure, and education. Yet the U.S. remains the
only developed nation that doesn't guarantee a fundamental human right to shelter, but perhaps it's time
to change that. (Applause) So if we want to, then that's going to require enacting legislation and shifting
budgetary priorities, absolutely, but we've made just these kind of legislative shifts before. And it turns
out that the mobile home park provides a pretty good roadmap for why and how we should do
this. Parks show us the value of homeownership for all income levels. Parks even show us how we
might imagine new, collective forms of property ownership. And most importantly, parks show us that
entire cities can benefit when housing is secure for everyone. Housing is one of our most fundamental
human needs and perhaps our biggest blindspot. Let's bring our attention back home so we can create
communities that work for all of us. Thank you.”
Submitted by Joelle Sherman, 3530 Game Farm Road #73, Springfield on April 22, 2019
Transcript of Speech by Representative Julie Fahey, Oregon House Democrats, April 2019:
“Thank you Madam Speaker. Colleagues, if you're anything like me you don't have much time
to be watching TV, especially roundabout now with bill deadlines, but I made an exception this
week for Last Week Tonight with John Oliver. Sunday's episode of that show was all about
mobile homes which many of you know is an issue that is near and dear to my heart because I
have about 2,500 mobile home parks - mobile homes sited in parks - in my district, which is
second only to representative Marsh who has over 3,000. So, it was a little surreal to hear John
Oliver talk about this issue that I've been working on for the past few years. He summed it up
like this: around a third of mobile home dwellers own their homes but don't own the land
underneath it because they live in mobile home parks and pay rent on that land to the park
owner. It can cost thousands of dollars to move mobile homes if you can move them at all.
That's why 80% of mobile homes never move. In recent years, large investors have been
snatching those parks up and either tearing them down or ratcheting up rents and fees. The
lack of mobility for tenants is part of the attraction for big investors. According to one new
report, over 100,000 sites traditionally run by mom-and-pop businesses are now run by private
equity firms. Make no mistake, colleagues, this trend is happening right here in Oregon. John
Oliver goes on to show clips of Frank Rolfe, a mobile home park investor and operator who
gives classes geared toward park owners and potential park owners. Mr. Rolfe is quoted as
saying what I found, and again just as a heartless person, is that the customers are stuck there
they can't afford to move the trailer. They don't have three grand so the only way they can
object to your rent raise is to walk off and leave the trailer in which case it becomes abandoned
property and you recycle it (put another person in it). So the question is: how high do you want
to go? In a different course, Rolfe says one of the big drivers to making money is the ability to
increase the rent. If we didn't have them hostage, if they weren't stuck in those homes in the
mobile home locks, it would be a whole different picture. As I've mentioned, this is a big issue
for my constituents - especially for seniors on fixed incomes. Mobile home parks are not a true
free market, so it's appropriate for the government to step in and protect consumers by playing
a regulatory role. I think Mr. Rolfe's quotes show that this is in fact exactly the type of situation
where government regulation is appropriate. Don Oliver mentions right of first refusal for
tenants to purchase their Park as a possible solution. Oregon has a great nonprofit (Casa of
Oregon) that helps tenant co-ops purchase their parks, but we don't yet have right of first refusal
and Casa needs more funding and support. There's a bill and ways and means right now (HB
2096) that would do just that, as well as a number of other bills related to mobile home parks
this session. I appreciate the spotlight that Last Week Tonight shone on this issue, and
colleagues I urge you to watch the segment so that when we vote on mobile home park bills you
have some idea of what many of my constituents - and I expect many of yours - are going
through. Thank you Madam Speaker.”
Oregon
Kate Brown, Governor
Department of Transportation
Region 2 Tech Center
455 Airport Road SE, Building A
Salem, Oregon 97301-5397
Telephone (503) 986-2990
Fax (503) 986-2839
DATE: April 3, 2019
TO: Bill Johnston

Region 2 Senior Planner
FROM: Keith P. Blair, PE

Region 2 Senior Transportation Analyst
SUBJECT: Urban Transitions (Springfield) – Transportation Planning Rule

Revised TPR Analysis Review Comments
ODOT Region 2 Traffic has completed our review of the submitted revised TPR analysis
(dated March 2019) to address traffic impacts due to a proposed zoning change from
approximately 13 acres of Commercial and Low Density Residential to Commercial
Mixed Use north of Beltline Road, south of E Game Farm Road, west of Game Farm
Road, and east of Hutton Street in the city of Springfield, with respect to consistency
and compliance with current versions of ODOT’s Analysis Procedures Manual (APM).
Both versions of the APM were most recently updated in November 2018. Current
versions are consistently published online at:
http://www.oregon.gov/ODOT/TD/TP/Pages/APM.aspx. As a result, we submit the
following comments for the City’s consideration:
Analysis items to note:

 Region Traffic assumes all land uses and densities offered under both the current
and proposed zones are consistent with the City’s code as cited in the report.
Proposed mitigation comments:

1. ODOT maintains jurisdiction of the Pacific Highway No. 1 (I-5) and the Beltline
Highway No. 69 (OR 569) and ODOT approval shall be required for all proposed
mitigation measures to these facilities.
2. No mitigation measures have been proposed. This conclusion appears reasonable
for this proposed development.
Thank you for the opportunity to review this revised TPR analysis. As the software files
were not provided, Region 2 Traffic has only reviewed the submitted report. This TPR
analysis has been, for the most part, prepared in accordance with ODOT analysis
procedures and methodologies. No further analysis work should be required. If there
are any questions regarding these comments, please contact me at (503) 986-2857 or
Keith.P.Blair@odot.state.or.us.
1 of 1
BEFORE THE PLANNING COMMISSION OF SPRINGFIELD, OREGON
ORDER AND RECOMMENDATION FOR:
TYPE I AMENDMENT TO THE EUGENE-SPRINGFIELD METROPOLITAN AREA GENERAL PLAN ] 811-19-000065-TYP4

(METRO PLAN) DIAGRAM AND THE GATEWAY REFINEMENT PLAN DIAGRAM TO REDESIGNATE ]
APPROXIMATELY 13.6 ACRES OF LAND IDENTIFIED 3522 & 3530 GAME FARM ROAD ]
(ASSESSOR’S MAP 17-03-15-40, TAX LOT 3100) FROM LOW DENSITY ]
RESIDENTIAL (LDR) TO MIXED USE COMMERCIAL (MUC) ]
NATURE OF THE PROPOSAL

Staff is requesting that the Springfield Planning Commission forward a recommendation of approval to the Springfield
City Council regarding the following proposed Type I amendment to the Metro Plan Diagram:
 Amend the Metro Plan diagram to redesignate approximately 13.6 acres of property located at 3522 & 3530 Game
Farm Road (Map 17-03-15-40, Tax Lot 3100) from Low Density Residential (LDR) to Mixed Use. The subject property
is generally depicted and more particularly described in Exhibit A to this Order.
 Amend the Gateway Refinement Plan diagram to redesignate the same 13.6 acres of property located at 3522 &
3530 Game Farm Road (Map 17-03-15-40, Tax Lot 3100) from LDR to Mixed Use
Timely and sufficient notice of the public hearing has been provided, pursuant to SDC 5.2-115.
On May 7, 2019, the Springfield Planning Commission held a public hearing on the proposed Metro Plan Diagram
amendment. The staff report, written comments, and testimony of those who spoke at the public hearing were entered
into the record.
CONCLUSION
On the basis of this record, the proposed Type I Metro Plan diagram amendment is consistent with the criteria of SDC
5.14-135. This general finding is supported by the specific findings of fact as stated in the staff report for Case 811-19-
000065-TYP4 attached hereto as Exhibit B to this Order.
ORDER/RECOMMENDATION
It is ORDERED by the Springfield Planning Commission that a recommendation of APPROVAL for Case Number 811-19-
000065-TYP4 be forwarded to the Springfield City Council for their consideration at an upcoming public hearing meeting
on June 3, 2019.
____________________________ ____________________
Planning Commission Chairperson Date
ATTEST
AYES:
NOES:
ABSENT:
ABSTAIN:
PROPERTY REDESIGNATED FROM COMMERCIAL AND LOW DENSITY RESIDENTIAL TO MIXED USE COMMERCIAL
Game Farm Rd
Deadmond Ferry Rd
Beltline Rd
LEGAL DESCRIPTION
Real property in the City of Springfield, County of Lane, State of Oregon, described as follows:
Beginning at a point on the North line of the WILLIAM M. STEVENS DONATION LAND CLAIM NO. 46, in Township 17
South, Range 3 West of the Willamette Meridian, 709 feet South 89° 55’ East of the intersection of the North line of said
claim with the center of the main tract of the Oregonian Railroad, said point of intersection being, according to old
county surveys, South 89° 55’ East 383.8 feet from the Northwest corner of said claim; and running thence South 89° 55’
East along the North line of the claim 879.8 feet, thence South 06° 15’ East 238.3 feet, thence South 89° 44’ East 614.4
feet to the center of the County Road, thence South 33° 34’ East 246 feet, thence South 04° 18’ East 48.9 feet, thence
North 89°44’ West 1605 feet, thence North 06° 15’ West 488.6 feet to the point of beginning, being in said WILLIAM M.
STEVENS DONATION LAND CLAIM, in Lane County, Oregon.
Except the portion conveyed to the City of Springfield, to be used as a public road, in the Bargain and Sale Deed
recorded September 29, 1982, Reception No. 82-29288, Official Records, in Lane County, Oregon.
Also Except the portion conveyed to the City of Springfield, to be used as a public road, in the Bargain and Sale Deed
recorded May 19, 2005, Reception No. 2005-036716, Official Records, in Lane County, Oregon.
BEFORE THE PLANNING COMMISSION OF SPRINGFIELD, OREGON
ORDER AND RECOMMENDATION FOR:
AMENDMENT TO THE SPRINGFIELD ZONING MAP TO REZONE APPROXIMATELY 13.6 ACRES ] 811-19-000066-TYP3
OF LAND IDENTIFIED AS 3522 & 3530 GAME FARM ROAD (ASSESSOR’S MAP 17-03-15-40, ]
TAX LOT 3100) FROM LOW DENSITY RESIDENTIAL (LDR) TO MIXED USE COMMERCIAL (MUC) ]
NATURE OF THE PROPOSAL

Staff is requesting that the Springfield Planning Commission forward a recommendation of approval to the Springfield
City Council regarding the following proposed amendment to the Springfield Zoning Map:
 Amend the Springfield Zoning Map to rezone approximately 13.6 acres of property located at 3522 & 3530 Game
Farm Road (Map 17-03-15-40, Tax Lot 3100) from Low Density Residential (LDR) to Mixed Use Commercial (MUC).
The subject property is generally depicted and more particularly described in Exhibit A to this Order.
Timely and sufficient notice of the public hearing has been provided, pursuant to SDC 5.2-115.
On May 7, 2019, the Springfield Planning Commission held a public hearing on the proposed zoning map amendment.
The staff report, written comments, and testimony of those who spoke at the public hearing were entered into the
record.
CONCLUSION
On the basis of this record, the proposed zoning map amendment is consistent with the criteria of SDC 5.22-115. This
general finding is supported by the specific findings of fact as stated in the staff report and recommendations for Case
811-19-000066-TYP3 attached hereto as Exhibit B to this Order.
ORDER/RECOMMENDATION
It is ORDERED by the Springfield Planning Commission that a recommendation of APPROVAL for Case Number 811-19-
000066-TYP3 be forwarded to the Springfield City Council for their consideration at an upcoming public hearing meeting
on June 3, 2019.
____________________________ ____________________
Planning Commission Chairperson Date
ATTEST
AYES:
NOES:
ABSENT:
ABSTAIN:
EXHIBIT A
PROPERTY REZONED FROM COMMERCIAL AND LOW DENSITY RESIDENTIAL TO MIXED USE COMMERCIAL
Game Farm Rd
Deadmond Ferry Rd
Beltline Rd
LEGAL DESCRIPTION
Real property in the City of Springfield, County of Lane, State of Oregon, described as follows:
Beginning at a point on the North line of the WILLIAM M. STEVENS DONATION LAND CLAIM NO. 46, in Township 17
South, Range 3 West of the Willamette Meridian, 709 feet South 89° 55’ East of the intersection of the North line of said
claim with the center of the main tract of the Oregonian Railroad, said point of intersection being, according to old
county surveys, South 89° 55’ East 383.8 feet from the Northwest corner of said claim; and running thence South 89° 55’
East along the North line of the claim 879.8 feet, thence South 06° 15’ East 238.3 feet, thence South 89° 44’ East 614.4
feet to the center of the County Road, thence South 33° 34’ East 246 feet, thence South 04° 18’ East 48.9 feet, thence
North 89°44’ West 1605 feet, thence North 06° 15’ West 488.6 feet to the point of beginning, being in said WILLIAM M.
STEVENS DONATION LAND CLAIM, in Lane County, Oregon.
Except the portion conveyed to the City of Springfield, to be used as a public road, in the Bargain and Sale Deed
recorded September 29, 1982, Reception No. 82-29288, Official Records, in Lane County, Oregon.
Also Except the portion conveyed to the City of Springfield, to be used as a public road, in the Bargain and Sale Deed
recorded May 19, 2005, Reception No. 2005-036716, Official Records, in Lane County, Oregon.

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AGENDA ITEM SUMMARY Meeting Date: 5/7/2019

Meeting Type: Regular Meeting

Meeting Date: May 7, 2019

Case Number: 811-19-000065-TYP4

• Eileen Manning, 3530 Game Farm Road #29, Springfield

1. The Metro Plan;

2. Applicable State statutes; and

3. Applicable State-wide Planning Goals and Administrative Rules.

Goal 1 – Citizen Involvement

Goal 2 – Land Use Planning

Goal 6 – Air, Water and Land Resources Quality

Goal 7 – Areas Subject to Natural Hazards

Goal 8 – Recreational Needs

Goal 9 – Economic Development

Applicant’s Narrative: “The City of Springfield’s adopted and acknowledged Transportation

Goal 13 – Energy Conservation

The proposed Metro Plan Diagram amendment will facilitate redevelopment of an

This property-owner initiated proposal is consistent with Springfield Comprehensive

Hearing Date: May 7, 2019

Case Number: 811-19-000066-TYP3

Property Owner: Urban Transitions LLC

Notification and Written Comments

SDC 5.22-115 CRITERIA

C. Zoning Map amendment criteria of approval:

a. Meet the approval criteria specified in Section 5.14-100; and

b. Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.

According to SDC 3.2-605.A,

‘Goal: To provide for the housing needs of citizens of the state.’

• Gateway Plan – Ensure availability of an adequate supply of land appropriate for

The SDC 3.2-605A. describes the Mixed-Use Commercial District as follows:

A. Mixed-Use Commercial District (MUC). The MUC District is established

• Gateway Plan - Discourage use of local residential streets by commercial and

• Limit access to arterials as redevelopment occurs. (Transportation Element, Policy 4)

a. Meet the approval criteria specified in Section 5.14-100; and

b. Comply with Oregon Administrative Rule (OAR) 660-012-0060, where applicable.

Maple Island Road

ZONING MAP LEGEND

Low Density Residential (LDR)

High Density Residential (HDR)

Mixed Use Commercial (MUC)

Campus Industrial (CI)

ZONING MAP LEGEND

Low Density Residential (LDR)

High Density Residential (HDR)

Mixed Use Commercial (MUC)

Campus Industrial (CI)

Metro Plan Amendment

Type of Plan Amend¡nent (Check One)

P Sub to the Amendment (if lica

Tax Assessor Map 17-03- I 5-40 Tax Lot(s) 3 100

Street Address Acres 13.17

Refine¡nent Plan Designation @

Description of Proposed Amendment (Attach additional sheets if needed)

Printed Name of Applicant T Phone

Applicant Sign Date

Date Accepted as Coruplete

Attachment 4, Page 1 of 356

A COMPLETE APPLICATION GONSISTS OF:

2. A statement containins Findines of Fact addressins the Criteria of Änoroval found

2. In cases where Springfield Comprehensive Plan applies, the amendment shall be

Attachment 4, Page 2 of 356

Zoning Map Amendment, Type lll

Applicant Signature: o 11)