Technical Memorandum. Purpose of Report and Study Objectives. Summary of Results

Technical Memorandum To: Derek Leuer, MnDOT Traffic Safety Engineer From: Max Moreland, P.E. and Bryant Ficek, P.E., P.T.O.E. Date: November, 7 Re: Roundabout Capacity Analysis Purpose of Report and Study Objectives The installation of roundabouts in Minnesota is becoming more and more common. Single-lane roundabouts have shown to be effective in many locations around the state. an effort to determine what the capacity limits are for single-lane roundabouts, the Minnesota Department of Transportation (MnDOT) has contracted Traffic Data c. to collect and analyze data at two single-lane roundabouts operating near a large event with heavy event traffic. The purpose of this project is to monitor two single-lane roundabouts experiencing higher than normal traffic volumes due to a nearby special event and document the queues experienced on each leg of the roundabouts during peak volume times. An analysis of the correlation between intersection volume and queue lengths is documented in this report. Summary of Results Turning movement volumes and maximum queue lengths were recorded at two single-lane roundabouts over continuous hours. The timeframes were specifically chosen during the WE Fest music festival being held near to the study intersections. This would provide the opportunity to observe these intersections operating with higher than normal volumes, potentially revealing the capacity of a singlelane roundabout. Traffic volumes were increased from typical weekday volumes, but the roundabouts still operated acceptably and under capacity per the Highway Capacity Manual (HCM) Version 6. Key observations and conclusions of this study are: On average, the roundabouts acceptably accommodated volumes 6% higher than typical weekday daily volumes. Using either total daily entering volumes or peak hour sum of entry and conflicting volumes, the event traffic remained below the NCHRP Report 67 thresholds for single-lane roundabouts. Although the maximum observed queue length was relatively long during the peak hours on multiple approaches, the queues generally cleared quickly and there was no sustained congestion. From the back of the maximum queue, the time to enter the intersection was comparable to or less than the expected wait time at a traffic signal with a -second cycle length. The volumes collected for this study were higher than the typical weekday volumes collected in for each tersection Control Evaluation (ICE) report, but lower than the estimated WE Fest volumes. The ICE reports accurately predicted acceptable operations with event traffic despite overestimating the exact traffic volumes. One SE Main Street, #, Minneapolis, MN 55 888.3.55 www.spackconsulting.com

Traffic Data c. of Roundabout Capacity Analysis Graphing the hourly approach volume against the observed maximum queue shows the best correlation (with increasing volumes resulting in longer queues) with an R-Squared value of.59 for a linear equation. Maximum queue lengths observed were significantly higher than those calculated using the Highway Capacity Manual 6 th Edition formulas. This result could be the difference between maximum and the 95 th percentile queue. Other factors for the difference could be driver ability (event traffic may have drivers less familiar, and thus slower, with navigating roundabouts) and slight differences between how the observed queue was measured compared to the HCM definition. While the study did not observe roundabouts at capacity, it did confirm the intersections are operating acceptably during event traffic and clearing quickly. For modeling, the National Cooperative Highway Research Program (NCHRP) Report 67 thresholds and HCM calculations provide a good initial review of single-lane roundabout operations. These tools should continue to be used, although more detailed simulations or other analyses may be necessary to review any impacts of vehicle queues. Further research could be completed on this data including using traffic simulations to determine the maximum and 95 th percentile queues for comparison to the observed and HCM queues. A higher level statistical analysis may also produce a better correlation between vehicle queues and approach volume or another metric. Locations The two single-lane roundabouts analyzed in this study are on Trunk Highway (TH) 59 near Detroit Lakes, Minnesota. The intersections are: & reet/long Lake Road & Becker County State Aid Highway (CSAH) The attached Figure shows a map of these two intersections which are approximately 3-/3 miles apart. The roundabout at and reet was constructed in. The roundabout at and CSAH was constructed in the summer of 7 just before the data collection process for this study was conducted. The most recent Annual Average Daily Traffic (AADT) volumes on the road segments around these intersections, according to MnDOT s Traffic Mapping Application, are shown in Table along with the year the data was collected. Table Roadway AADTs Road Segment Location AADT Year Data At reet 8, North of 5, South of,75 reet East of 3,5 East of,35 West of,85

Traffic Data c. 3 of Roundabout Capacity Analysis Data Collection Process The data collection for this study spanned from noon on Tuesday, August, 7 to noon on Monday, August 7, 7, a total of six days or hours. These dates were chosen because they surround the duration of WE Fest, a large country music festival from August 3 to August 5, 7. The site of WE Fest is the Soo Pass Ranch between the two study intersections on. This festival, which includes on-site camping, drew over 5, attendees over the course of its three days in 6. Attendance for the 7 session was not available at the time of this document, but expected to be similar if not larger than 6. This large influx of traffic provided a good opportunity to analyze these single-lane roundabouts with abnormally high traffic volumes. The data collection process involved setting up COUNTcam video recorders at 5 locations to record for the six days. One camera was set at each intersection with a view of the entire intersection to be able to conduct turning movement counts. Cameras were then set on each leg of each roundabout to see vehicles approaching the roundabout and to monitor queues that develop. On the four approaches as well as the east leg of the intersection, a second camera was set approximately 3 feet downstream of the roundabout to see potential vehicle queues longer than 3 feet that developed. The attached Figure shows a diagram of camera placement. At the end of the data collection period, the cameras were picked up and the video files were extracted. Turning movement counts were then conducted for the entire hours at both intersections. From those counts, daily volumes, a.m. and p.m. peak hour counts were obtained for each day. Using the peak hours, maximum queue lengths were recorded on each leg in each peak hour on each day. Data Collection Results Turning Movement Counts Attachment B is a summary of the turning movement counts for each peak hour as well as each day. Attachment C is the maximum queue count data. Attachment E is full turning movement counts broken down into 5-minute intervals for the entire six days. Using the five -hour counts from August through August 6, daily volumes for each leg were collected. These daily volumes were averaged and are shown in Table. Also shown in Table is the highest daily volume for each leg. A comparison of the recently collected data and the previously collected AADTs is shown in Table 3. Road Segment Table Collected Daily Volumes Location (from August -6, 7) Volume Daily Volume Average Daily Volume Highest Daily Date of Highest North of reet 9, 9,95 8//7 South of reet,7 3,5 8//7 North of,35, 8/5/7 South of 7, 7,75 8/6/7 reet East of 5,5 6,5 8//7 reet West of 3,8,5 8/3/7 East of 5,9 7,3 8//7 West of 3,5 3,95 8//7 All volumes rounded to the nearest 5.

Traffic Data c. of Roundabout Capacity Analysis Table 3 Collected Daily Volumes Compared to Previous AADTs Percent Change from Previous AADT Average Daily Volume Road Segment Location Previous AADT (from August -6, 7) Highest Daily Volume North of reet 8, % % South of reet 8, 6% 63% North of 5, 9% % South of,75 56% 63% reet East of 3,5 5% 78% reet West of n/a n/a n/a East of,35 337% % West of,85 33% 93% Comparing the recently collected data with previously collected AADTs on the road, the average daily volumes over the recent period are on average over 5% higher with the highest daily volumes on average over 6% higher. This confirms the data collected at these two intersections is occurring under higher than normal volume conditions. Calculating the total entering volume is another way to examine the daily volume. According to the National Cooperative Highway Research Program (NCHRP) Report 67, Roundabouts: An formational Guide, the capacity of a single lane roundabout is between 5, and 7, vehicles per day depending on the percentage of left turn traffic. This guide also notes that the capacity is driven by the number of conflicting vehicles. Roundabouts may function quite well at higher volumes or have congestion at lower volumes depending upon the level of conflicts. Table shows the total daily entering volume for each day at each roundabout. Table Daily Entering Volumes tersection Date (veh/day) Entering Volume *Tuesday, Aug, 7 *8,65 Wednesday, Aug, 7,39 Thursday, Aug 3, 7 5,935 / Friday, Aug, 7 6,66 Saturday, Aug 5, 7 5, Sunday, Aug 6, 7,659 *Monday, Aug 7, 7 / * Half day ( hours) volume count. *Tuesday, Aug, 7 Wednesday, Aug, 7 Thursday, Aug 3, 7 Friday, Aug, 7 Saturday, Aug 5, 7 Sunday, Aug 6, 7 *Monday, Aug 7, 7 NCHRP Capacity (veh/day) *,78 5, *5,897 7,,83 3,6 5,7,99 3, *3,53

Traffic Data c. 5 of Roundabout Capacity Analysis Based on this review, the event volumes are at the lower end of the capacity range. This suggests the volumes experienced may not be at the capacity of the single-lane roundabouts. The turning movement counts are included in Attachments B and E. However, Figure 3 shows the highest overall peak hour volumes observed at each intersection to provide a sense of the magnitude of peak hour volumes observed. Figure 3 Highest Observed tersection Peak Hour Volumes

Traffic Data c. 6 of Roundabout Capacity Analysis With roundabouts, one of the contributing factors to how they operate is the conflicting volumes that vehicles encounter as they attempt to enter the roundabout. Left turns and U-turns cover more ground within a roundabout and therefore create more conflicts with other movements. Through movements only conflict with one other approach and right turns do not conflict with other approaches once in the roundabout. Table 5 shows the daily average for each type of turning movement for each approach. Table 5 Average Daily Turning Movement Percentages by Approach ter on on section U L T R U L T R U L T R U L T R & % % 8% 6% % % 39% % % % 65% 3% % % 9% 39% & % 6% 58% % % 8% % 7% % % 8% 8% % 5% % 9% As shown in Table 5, the through movements on account for most of the traffic for those approaches. Left and right turn movements make up a higher percentage of traffic for the reet and approaches. U-turns are not significant for any approach. These types of numbers are about what is normally expected on a trunk highway. While some individual peak hours had event traffic that shifted these distributions, the general flow of traffic remained the same. NCHRP Report 67 provides guidance based on hourly volumes and the conflicts. This document suggests a single-lane entry is sufficient when the sum of entering and conflicting volumes is, vehicles per hour or less. Volumes up to,3 vehicles per hour may be sufficiently served by a single-lane approach if confirmed by more detailed analysis. This guidance shows that the travel patterns matter in terms of capacity with left turn movements requiring more capacity than right turn movements. Table 6 shows the comparison of conflicting volumes against this NCHRP hourly threshold. The peak hourly volume of each day shows volume sums below the threshold for acceptable single-lane roundabout operations. Table 6 Highest Hourly Sum of Entry and Conflicting Volumes tersection Date Volume (veh/hour) Entering + Conflicting *Tuesday, Aug, 7 66 Wednesday, Aug, 7 7 Thursday, Aug 3, 7 73 / Friday, Aug, 7 7 Saturday, Aug 5, 7 736 Sunday, Aug 6, 7 837 *Monday, Aug 7, 7 9 / *Tuesday, Aug, 7 Wednesday, Aug, 7 Thursday, Aug 3, 7 Friday, Aug, 7 Saturday, Aug 5, 7 Sunday, Aug 6, 7 *Monday, Aug 7, 7 37 8 67 53 78 755 37 NCHRP Capacity (veh/hour), acceptable,,3 needs more analysis

Traffic Data c. 7 of Roundabout Capacity Analysis Data Collection Results Queues A summary of the maximum queues is shown in Table 7, which includes the longest queue observed on each approach. This table also shows the time for a vehicle at the back of this queue to reach the roundabout and enter the intersection. This measurement should not be confused with or interpreted as an average delay or a level of service measurement for the intersection or approach. Table 7 Longest Maximum Queue Lengths by Approach tersection Approach Queue (vehicles) Longest Max. /reet Seconds for Vehicle Peak to Enter tersection Date Hour 53 8//7 5 8//7 /reet 33 8/6/7 AM /reet 8+* 3 8/6/7 AM /reet 6 9 8//7 PM / 5 59 8/6/7 AM / 8/6/7 AM / 8/3/7 PM / 6 8/6/7 PM *Queue stretched beyond the view of the camera for approximately four minutes. As shown, the northbound, southbound and westbound approaches at both intersections experienced maximum queues of over ten vehicles during peak hours. The time to reach the intersection from the back of the queue extended to just over two minutes for one approach. If the time to reach the roundabout from the back of the queue or the length of the queue was sustained over a long period of time, this could indicate a significant issue. However, many vehicles did not experience this level of delay or queuing when the entire hour is examined. On average, the vehicle queues and delays were lower and closer to expectations of roundabout operations. Another way to consider these results is to compare these results to traffic signal operation. The recorded wait time to enter the intersection for most approaches is similar to that at a traffic signal with a - second cycle. For the longest northbound queues at the /reet intersection, the time is equivalent to waiting one cycle before getting the green light. By this comparison, the roundabouts exhibit great operations with event traffic 5% or higher than normal. Table 7 shows that these maximum queues occurred at different times throughout the data collection process. Using the highest intersection peak hour time per Figure 3, Table 8 shows the observed maximum queues for those time periods. Table 8 Maximum Queue Lengths by Approach during Highest tersection Peak Hour tersection Approach Queue (vehicles) Enter tersection Date Hour Longest Max. Seconds for Vehicle to Peak /reet 8 3 AM /reet 7 38 8/5/7 : /reet 7 5 to : /reet 5 3 / 6 / 8 / 7 7 / 8/5/7 PM AM PM 3: to :

Traffic Data c. 8 of Roundabout Capacity Analysis Comparing Tables 7 and 8, none of the maximum approach queues from Table 6 occurred at the same time as the highest volume intersection peak hours shown in Table 7. As before, compared to standard traffic signal operations, the delay to enter the intersection is similar to waiting for the green during a -second cycle. Observations Using the recorded data at each intersection, the operations were reviewed. Our observations include: No noticeable safety issues occurred during the counts. No gridlock occurred during the counts. Queues on any approach cleared quickly. By the time the queue rippled back to the end, the vehicles at the front had typically already started to move. A form of dynamic queuing occurred where on longer queues vehicles approaching the end of the queue would be stopping while the vehicles at the front of the queue were starting to move. Rarely were there any long static queues with all vehicles stopped. Much of the time in the peak hours there were no queues formed as vehicles continually were able to move through the intersection. An occasional vehicle would take multiple laps around the roundabout before exiting. No crashes of any type were observed. No wrong way driving was observed during the counts. The skill of drivers navigating roundabouts had an impact on some queues. Some drivers took longer than normal to recognize available gaps when entering the roundabout which would cause queues that would not normally be expected. Comparison to ICE Reports, tersection Control Evaluation (ICE) Reports were prepared for both study intersections. These reports provide typical weekday peak hour turning movement counts for the intersections in, as well as estimates for 3 typical and WE Fest event traffic. The 3 typical weekday peak hour turning movement volumes were established by applying a.5% annual growth rate. The WE Fest event traffic were prepared by factoring up the typical weekday turning movement counts using -hour tube counts on and obtained during the WE Fest event. Table 9 presents an overall comparison of the 7 WE Fest counts for this study compared to the counts and forecasts of the ICE reports. This table focuses on the total intersection entering volume. Table 9 tersection Volume Comparison to ICE Report tersection: 7 WE Fest Average Peak ICE Report Volumes Projected 3 Time Frame Volume Typical Typical /reet AM Peak Hour,33 77 99 PM Peak Hour,36,65,35 / AM Peak Hour PM Peak Hour,, 7 6 8,65 WE Fest Estimate -,876 -,993 The volumes counted and projected to 3 in the ICE reports are generally less than those counted for the 7 WE Fest activities. addition, the percentage of traffic to each approach movement is different

Maximum Queue Length (vehicles) Traffic Data c. 9 of Roundabout Capacity Analysis between the sets of volumes. This comparison confirms the WE Fest traffic is higher than the typical weekday peak periods and represents a different travel pattern. The WE Fest estimate is higher than the 7 counts, with total intersection volumes 3 percent higher at /reet and 68 percent higher at /. The potential conclusions of this comparison are the traffic for WE Fest is decreasing compared to prior years or the ICE reports overestimated the event traffic. Limited information about WE Fest attendance suggests 6 was a high point with similar numbers expected for 7. Thus, it appears the ICE reports overestimated the amount of event traffic in the analysis. Although the estimated WE Fest volumes were higher than those counted for the 7 event, the ICE reports projected acceptable operations under single-lane roundabout control. Thus, the ICE report conclusions that single-lane roundabouts could accommodate event traffic were correct. Analyses To be able to see if there is a correlation between the maximum queue lengths and the intersection volumes, the maximum queue lengths for each peak hour were plotted against volumes. Figure shows the plot of queue lengths against the approach volume and Figure 5 shows the plot of queue lengths against the sum of the approach and conflicting volume. Conflicting volumes would be volumes that directly cross in front of an approach. Data points from both intersections are included in the plots. 3 Figure Approach Volume vs Maximum Queue Length Approach Volume vs Max Queue Length 5 5 y =.x -. R² =.595 5 3 5 6 7 8 9 Approach Volume (passenger cars per hour)

Maximum Queue Length (vehicles) Traffic Data c. of Roundabout Capacity Analysis 3 Figure 5 Approach + Conflicting Volume vs Maximum Queue Length Approach + Conflicting Volume vs Max Queue Length 5 5 5 y =.35x -.365 R² =.399 3 5 6 7 8 9 Approach + Conflicting Volume (passenger cars per hour) cluded in Figures and 5 are linear trendlines with R-squared values. R-squared is a statistical measure of how close the data fits to the trendline with an R-square of. indicating there is no correlation and an R-square of. indicating there is a perfect correlation. Neither trendline fits the data perfectly in either plot, but plotting just the approach volumes against the queues shows stronger correlation than the approach plus conflicting volumes. general, as the approach volume increases so do the queue lengths experienced. To take another look at the data collected, the intersection capacity was examined. The Highway Capacity Manual Version 6 has an equation (Equation -) for the capacity of a single-lane roundabout that factors in the conflicting volumes. This equation includes an adjustment for trucks to passenger vehicles and is in units of vehicles per hour. The equation is: (.) Conflicting volume capacity = e This equation was used to calculate the capacity for each approach in each peak hour. Then using the volume for each approach, a volume to capacity (v/c) ratio was found. If a v/c ratio is over., the intersection is operating over capacity. If a v/c ratio is between.85 and., it is nearing capacity. A v/c ratio of under.85 indicates it is operating within capacity. Table lists the highest v/c ratio for each approach in any of the peak hours. The volumes in these v/c ratios include peak hour factor and heavy vehicle adjustments.

Traffic Data c. of Roundabout Capacity Analysis Table Highest V/C Ratios by Approach tersection Approach Hour V/C Ratio Date Hour Highest Peak Peak /reet.8 8/3/7 AM /reet. 8//7 PM /reet.67 8/6/7 AM /reet.36 8/5/7 PM /.5 8/6/7 AM /.8 8/6/7 AM /. 8/5/7 PM /. 8/6/7 PM As shown in Table, all individual approaches are operating with v/c ratios of.67 or less indicating that, even with the higher than normal traffic volumes, these roundabouts still had additional capacity. This is both due to approach volumes not being high enough to reach capacity as well as a lack of conflicting volumes. Approximately 7% of the turning movement volumes at both intersections is the combination of right turns and northbound/southbound through movements. With the higher than normal volumes, yet still under capacity conditions at these roundabouts, that leads to a confirmation of the observation that long queues occasionally develop but clear quickly. It is anticipated that if volumes were increased to be at capacity on the approaches the maximum queue lengths would be longer than those recorded here and not be able to clear as quickly. The Highway Capacity Manual Version 6 has an equation (Equation -) that computes the 95 th percentile queue length for a lane of a roundabout. Results from this equation can be compared to the maximum queues observed out in the field to see if the field conditions are close to the Highway Capacity Manual Version 6 estimate. It is noted that this equation, shown below, is to determine 95 th percentile queue lengths. The observations from this study were of maximum queue lengths which will be longer, but should generally be in the range of the 95 th percentile queues. v Queue 95th Percentile = 9 time c + ( v ( 36 c ) capacity ) v c + capacity 5 time 36 [ ] Table shows the results of this equation for the peak hour of the longest observed maximum queue compared to the observed maximum queue. Full calculations for each approach in each peak period are in Attachment D.

Traffic Data c. of Roundabout Capacity Analysis Table Longest Maximum Queue Lengths by Approach and HCM Queue Prediction tersection Approach Observed (vehicles) Computation (vehicles) HCM Computation Longest Max. Queue HCM 95 th Percentile Queue Observed/ /reet. 5..38 8. /reet.3 9.7 /reet 8+* 5.83.8 /reet 6.8 5.6 / 5 3.5. /.79 3.6 /. 7. / 6.86 7. *Queue stretched beyond the view of the camera for approximately four minutes. As shown in Table, the Highway Capacity Manual Version 6 calculates the queue lengths as being much lower than what was observed in the field. Averaging the results from Table 8, the maximum queue length observed are 6. times longer than the Highway Capacity Manual Version 6 calculations. Again, the queues observed typically cleared quickly and there were often no queues as vehicles continually moved through the intersections. Because of these operational patterns, it is possible that the actual 95 th percentile queue lengths are significantly less than the maximum queue lengths. Additionally, as also observed, some drivers took an unexpectedly long time to enter the roundabout which caused queues that would not typically be expected. This could be attributed to the fact that the timeframe in which these counts were collected were during a once a year event that draws a large amount of traffic from outside the region as opposed to typical commuter traffic that is familiar with the area and the intersections. Attachments A. Figures & B. Turning Movement Count Data Summary C. Maximum Queue Count Data D. Volume to Capacity Data + Highway Capacity Manual Queue Length Calculations E. Full Turning Movement Counts

Attachment A - Figures &

Attachment A - Figures & & E A D C B F & (new roundabout) L H M I K J N

U Turns Left Turns Straight Through Right Turns Attachment B - Turning Movement Count Summary & - Turning Movement Volumes Date 8//7 Time Period Peds/ Peds/ Straight Peds/ Straight Peds/ tersection TOTAL U Turns Left Turns Straight Through Right Turns TOTAL U Turns Left Turns Right Turns TOTAL U Turns Left Turns Right Turns TOTAL Bicycles Bicycles Through Bicycles Through Bicycles AM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- PM Peak Hour 6:5-7:5 8 73 3 35 39 3 7 3 39 37 8 36 78 7 58 9 Daily 79 97 8 39 7 85 338 9 8 363 779 665 85 6 639 53 87 865 AM Peak Hour : - : 3 5 95 5 7 66 6 7 378 6 37 7 96 8//7 PM Peak Hour 6:3-7:3 9 38 7 3 36 58 8 3 96 38 33 7 35 8 7 67 9 6 Daily 5 6 395 36 7 6 3 5 7 5 3 63 667 333 53 3 87 9 76 86 39 AM Peak Hour : - : 7 36 3 7 7 8 55 7 98 99 3 58 69 89 79 3 8/3/7 PM Peak Hour : - 3: 36 38 3 5 8 5 3 88 7 73 3 78 99 9 37 Daily 67 3 8 99 8 39 78 58 83 8 85 363 575 65 6 95 866 5 5935 AM Peak Hour :5 - :5 6 33 6 39 9 95 39 6 6 353 36 55 9 8 7 65 335 8//7 PM Peak Hour : - 3: 5 37 3 3 6 3 3 58 5 95 7 8 38 Daily 5 83 7 8 9 3 79 89 889 696 8 77 683 99 7 89 5 5 666 AM Peak Hour : - : 3 39 7 9 96 9 9 36 3 8 38 5 577 75 8 77 399 8/5/7 PM Peak Hour : - 3: 37 38 3 56 89 6 37 9 63 3 5 8 8 6 88 3 35 Daily 3 387 6 566 8 6 83 6 368 33 78 6 7 3 673 7 8 75 79 5 AM Peak Hour 9:3 - :3 3 58 7 67 9 37 7 56 89 7 7 73 7 7 76 8/6/7 PM Peak Hour : - 3: 9 5 5 59 69 7 57 8 8 9 8 76 7 3 97 Daily 7 78 39 6 8 95 68 8 5 955 689 698 9 5 69 58 75 556 63 659 AM Peak Hour : - : 3 86 3 3 6 8 3 9 5 33 83 36 56 5 6 9 8/7/7 PM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- Daily 6 73 77 3 75 73 97 75 36 5 5 86 56 557 78 Date 8//7 & - Turning Movement Volumes tersection Time Period Peds/ Peds/ Straight Peds/ Straight Peds/ U Turns Left Turns Straight Through Right Turns TOTAL U Turns Left Turns Straight Through Right Turns TOTAL U Turns Left Turns Right Turns TOTAL U Turns Left Turns Right Turns TOTAL Bicycles Bicycles Through Bicycles Through Bicycles AM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- PM Peak Hour 6:5-7:5 3 36 89 3 3 55 7 7 5 56 55 6 3 66 73 Daily 3 36 5 9 6 363 369 33 6 6 355 377 758 388 353 786 5897 AM Peak Hour :3 - :3 9 38 6 6 8 3 8 5 56 3 66 66 8//7 PM Peak Hour 6:3-7:3 3 66 8 8 398 3 38 53 35 3 5 67 36 35 76 876 Daily 8 97 8 3957 5 33 55 85 83 39 368 766 3873 5 65 66 67 9 83 AM Peak Hour : - : 75 9 68 33 39 75 58 83 59 3 63 3 8 9 999 8/3/7 PM Peak Hour : - 5: 96 79 7 363 3 3 5 33 5 7 89 9 366 66 3 93 37 Daily 3 3 5 89 37 5 6 53 86 39 9 6 3383 8 65 6 796 35 8 7 36 AM Peak Hour : - : 6 53 9 39 5 83 78 9 36 6 5 9 5 5 8//7 PM Peak Hour 7:5-8:5 5 8 95 69 353 9 39 5 5 7 66 98 3 37 6 75 3 63 Daily 7 95 5 76 838 5 76 68 775 577 7 5 387 69 7 35 6 96 3 3 35 67 57 AM Peak Hour : - : 9 6 38 85 39 66 56 6 39 9 86 6 3 9 3 9 6 69 8/5/7 PM Peak Hour 3: - : 5 88 9 5 3 5 53 59 67 98 76 5 386 85 35 8 8 83 Daily 97 553 9 838 39 87 763 3 9 6 7 36 688 6 38 6 9 36 35 5 99 AM Peak Hour 9: - : 3 3 9 38 8 37 3 99 7 39 6 6 7 6 78 8/6/7 PM Peak Hour : - 3: 6 83 3 66 55 6 83 5 5 53 3 3 8 7 8 68 888 Daily 7 36 93 8 69 6 7 763 83 36 6 59 86 53 57 3 7 535 73 9 5 3 AM Peak Hour :3 - :3 3 57 7 5 7 6 87 5 9 3 5 55 8 3 6 69 8/7/7 PM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- Daily 8 8 3 83 35 88 7 7 6 39 39 7 8 99 353

Attachment C - Maximum Queue Count Data & - Max Queue Length (vehicles) Date Peak Hour AM Peak Hour -- -- -- -- -- 8//7 PM Peak Hour 6:5-7:5 5 3 8//7 8/3/7 8//7 8/5/7 8/6/7 8/7/7 AM Peak Hour : - : 3 6 PM Peak Hour 6:3-7:3 7 5 AM Peak Hour : - : 8 5 3 PM Peak Hour : - 3: 6 5 AM Peak Hour :5 - :5 8 6 3 PM Peak Hour : - 3: 9 6 6 AM Peak Hour : - : 8 7 7 5 PM Peak Hour : - 3: 8 3 AM Peak Hour 9:3 - :3 7 8+* PM Peak Hour : - 3: 9 3 3 AM Peak Hour : - : 5 7 3 PM Peak Hour -- -- -- -- -- *queue beyond camera for about minutes & - Max Queue Length (vehicles) Date Peak Hour AM Peak Hour -- -- -- -- -- 8//7 PM Peak Hour 6:5-7:5 3 8//7 8/3/7 8//7 8/5/7 8/6/7 8/7/7 AM Peak Hour :3 - :3 3 7 PM Peak Hour 6:3-7:3 5 5 AM Peak Hour : - : 6 5 8 PM Peak Hour : - 5: 5 5 AM Peak Hour : - : 9 3 PM Peak Hour 7:5-8:5 5 7 9 3 AM Peak Hour : - : 6 9 6 PM Peak Hour 3: - : 6 8 7 AM Peak Hour 9: - : 5 3 3 PM Peak Hour : - 3: 7 5 6 AM Peak Hour :3 - :3 7 3 5 PM Peak Hour -- -- -- -- --

Attachment D - V/C & HCM Queue Length Calculations Date 8//7 8//7 8/3/7 8//7 8/5/7 8/6/7 8/7/7 Time Period Volume Conflicting Flow & - HCM Version 6 - Single Lane Roundabout Capacity (Equation -) & 95th Percentile Queue (Equation -) Capacity v/c 95% Q Volume Conflicting Flow Capacity v/c 95% Q Volume Conflicting Flow Capacity v/c 95% Q Volume Conflicting Flow Capacity v/c 95% Q AM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- PM Peak Hour 6:5-7:5 38 5 9.3. 39 3 5..3 388 5 8.33.6 7 56 79..83 AM Peak Hour : - : 3 36 85.3.38 8 366 95.3.89 9 3 9.36.65 98.5.5 PM Peak Hour 6:3-7:3 63 38 968.8.73 338 35 966.35.6 9 3 8.35.63 68 66 736.3.88 AM Peak Hour : - : 97 75 3.8.7 37 5 87.7. 566 56 77.8.75 5 5 79.6. PM Peak Hour : - 3: 79 38 8.8.69 59 7 875.3.6 565 38 99.7.65 9 5 79.6.7 AM Peak Hour :5 - :5 88 97 9.8.7 7 53 8.3.5 693 57 76.59.3 7 58 763.3.87 PM Peak Hour : - 3: 5 37 999.5 3. 85 58 865.33.7 597 7 6.5 3.5 96 6 738.7.8 AM Peak Hour : - : 7 3 976.6.5 35 87 8.37.78 69 5 83.5 3.6 8 553 785.6.8 PM Peak Hour : - 3: 56 6 57.5 3.6 33 5 877.7.8 53.7.68 6 6 73.36.65 AM Peak Hour 9:3 - :3 37 7 6..8 8 7 66.7.3 796 9.67 5.83 7 7..8 PM Peak Hour : - 3: 3 95 3.6.8 76 397 9.9.7 73 9..96 6 33 973.7.6 AM Peak Hour : - : 36 98.9. 3 35 965.3.9 6 35 3.35.58 5 36 956.6.56 PM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- Date 8//7 8//7 8/3/7 8//7 8/5/7 8/6/7 8/7/7 Time Period Volume Conflicting Flow & - HCM Version 6 - Single Lane Roundabout Capacity (Equation -) & 95th Percentile Queue (Equation -) Capacity v/c 95% Q Volume Conflicting Conflicting Capacity v/c 95% Q Volume Flow Flow Capacity v/c 95% Q Volume Conflicting Flow Capacity v/c 95% Q AM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- PM Peak Hour 6:5-7:5 38 3.3.35 5 86 3.. 35 3 8.5. 8 36 989.8.6 AM Peak Hour :3 - :3 35 77 76.7. 5 35 96.3.5 3 63 68.9. 95 36.9.3 PM Peak Hour 6:3-7:3 59 9 53.37.73 8 99 8.5.5 33 7 6.6.6 96 6 93..36 AM Peak Hour : - : 3 6.33.8 3 9 9.3.5 397.36.68 37 9.. PM Peak Hour : - 5: 98 8.3.53 5 7 893.8.6 3 9 7.. 7 38 936.3.3 AM Peak Hour : - : 75 9.39.93 36 33 3.36.68 333 98 8.3.5 6 7 7..7 PM Peak Hour 7:5-8:5 3 3 6.35.6 3 37 95.3.53 76 98.3.8 6 7 9.8.67 AM Peak Hour : - : 65 57 75..95 386 66 858.5.3 36 8.33.5 68 877.9.7 PM Peak Hour 3: - : 87 35..3 33 5 876.36.66 67 5.. 5 8 9.7.6 AM Peak Hour 9: - : 55 36.5 3.5 53 5 97.8.79 9 6.5.5 76 775 66.. PM Peak Hour : - 3: 385 53 8.33. 8 96..8 57 6 96.3.9 37 97..86 AM Peak Hour :3 - :3 78 8 67..8 96 358 958..33 33 63 69.7.9 5 8 93..8 PM Peak Hour -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- All volumes adjusted to passenger car equivalent volumes with peak hour factors accounted for.

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : : PM 7 7 56 3 3 6 8 9 7 5 6 53 :5 PM 5 3 3 5 8 9 8 6 5 8 8 7 5 :3 PM 6 7 7 8 6 5 39 5 6 8 :5 PM 7 9 7 5 53 8 6 6 8 7 6 8 3 55 8 8 97 3 78 3 33 8 83 593 : PM 3 3 7 8 5 9 8 8 5 39 8 7 3 7 3 55 :5 PM 9 9 8 57 7 5 33 5 5 56 5 5 7 :3 PM 5 36 53 7 8 6 7 7 6 3 8 65 :5 PM 9 3 6 5 5 5 6 33 6 3 6 7 3 38 38 3 69 3 5 8 63 : PM 3 3 3 6 9 3 3 9 6 6 66 :5 PM 3 9 5 9 7 6 5 57 9 58 :3 PM 3 3 3 8 56 9 3 3 35 5 5 3 5 :5 PM 5 6 5 8 35 8 5 7 89 7 6 7 38 36 5 9 3 86 56 57 6 9 667 3: PM 8 36 5 6 6 8 6 3 9 8 3:5 PM 3 5 5 78 6 8 3 7 3 6 38 3 5 68 3:3 PM 6 57 77 7 7 6 53 8 8 6 7 3:5 PM 9 5 9 8 6 3 36 5 6 73 36 95 63 96 5 9 36 3 83 35 33 7 66 : PM 6 3 8 67 7 7 5 9 9 8 38 7 3 5 :5 PM 9 6 9 9 3 3 55 9 3 8 :3 PM 5 7 78 9 8 6 3 3 6 9 6 3 6 :5 PM 5 5 9 87 9 6 53 7 7 9 6 6 3 3 86 73 96 33 98 68 3 3 5 3 5 88 695 5: PM 6 8 85 9 3 3 5 5 87 5:5 PM 7 67 9 9 6 3 38 7 55 9 3 8 5:3 PM 9 3 76 6 5 8 9 33 7 9 9 6 5:5 PM 39 59 6 9 7 5 5 6 5 9 6 6 7 3 8 56 8 8 53 6 38 6 67 695 6: PM 6 59 7 36 9 6 7 7 9 6:5 PM 7 37 56 5 8 3 37 5 5 7 57 6:3 PM 36 6 9 8 3 7 37 6 9 8 6:5 PM 3 5 5 8 7 7 7 8 7 7 5 35 9 7 3 3 98 3 35 6 5 9 3 58 5 7: PM 9 9 6 5 7 6 8 9 37 5 8 3 9 7:5 PM 36 8 9 3 35 9 3 9 36 7:3 PM 6 5 8 6 36 7 9 7 7

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 7:5 PM 7 9 8 9 3 9 3 3 77 9 37 9 3 6 59 89 8: PM 8 38 9 8 5 33 7 7 5 8 8:5 PM 6 3 5 3 6 3 6 8 3 7 8:3 PM 3 7 9 9 8 9 5 3 6 7 3 8:5 PM 7 8 5 3 7 3 6 6 6 8 5 3 85 6 77 33 37 3 5 5 36 89 83 35 7 7 3 78 9: PM 3 3 7 7 7 8 9 9 85 9:5 PM 3 8 3 3 8 3 5 6 8 9 9:3 PM 6 8 7 3 3 8 3 3 3 7 9:5 PM 5 8 7 6 9 5 7 3 3 5 3 65 3 8 6 65 5 73 3 7 98 : PM 6 3 5 9 8 9 3 :5 PM 3 6 3 6 9 6 5 38 :3 PM 8 6 6 5 3 5 36 :5 PM 8 3 6 6 6 3 5 6 9 6 6 33 7 9 35 : PM 7 9 3 7 5 3 :5 PM 5 3 3 :3 PM 6 8 5 5 :5 PM 3 5 9 3 9 3 5 5 3 3 5 3 3 7 69 Grand 3 36 5 9 6 363 369 33 6 6 355 377 76 388 353 788 59 Apprch %.5 3. 6.6 3.6.5 3. 3.8 9.5.5 77... 9..8 5.6.3 %.6 5. 3.9 9. 38.8.3 6. 6.3 5.3 8. 3 6. 9.8 6.6 6.7 3. Cars + 33 3 3 59 5 36 366 39 5 6 65 36 65 38 37 3 77 567 % Cars + 97. 98 9.9 98 96. 93.8 99. 99. 98.7 99 93. 95.5 93.8 97.9 98.3 97.7 97.8 96. Trucks 6 7 9 3 3 9 7 9 8 6 7 7 % Trucks.9 5. 3.9 6..8.8.3 6.6.5 6...7.3. 3.8

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 3 95 56 9 9 56 9 38 59 5 3 7 3 6 36 33 3 Right Thru Left UTrn Peds 33 3 33 3 9 77 69 7 3 935 788 73 UTrn 38 37 3 8 6 388 Left 353 Thru Right Peds 8//7 : PM 8//7 :5 PM Cars + Trucks North Right Thru Left UTrn Peds 39 33 366 3 369 36 3 363 5 6 7 5 57 9 36 6 97 5 6 UTrn Left 6 6 Thru 65 9 355 Right 36 7 377 Peds 5 6 73 65 339 76 9 85 89 76 3579

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : Peak Hour Analysis From : PM to :5 PM - Peak of Peak Hour for Entire tersection Begins at :5 PM :5 PM 5 5 9 87 9 6 53 7 7 9 6 6 5: PM 6 8 85 9 3 3 5 5 87 5:5 PM 7 67 9 9 6 3 38 7 55 9 3 8 5:3 PM 9 3 76 6 5 8 9 33 7 9 9 6 Volume 3 36 89 3 3 55 7 7 5 56 55 7 3 67 733 % App..9.5 6.6 6.9 3.8 5. 5.9.3 7.9 5.3.5 6.7 3.3.5.5 PHF.75.63.799.767..9.5.78.7.53..863..33.736.89.5.76..75.639.5.5.838.96

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : : AM 3 3 :5 AM 6 :3 AM 5 3 3 :5 AM 5 5 7 3 5 6 3 3 3 5 5 6 : AM 6 3 6 5 :5 AM 3 3 8 :3 AM 6 3 :5 AM 6 6 7 5 : AM 3 3 3 3 7 :5 AM 5 5 :3 AM 3 :5 AM 5 9 6 6 3: AM 5 3:5 AM 3 3 3 6 3:3 AM 3:5 AM 3 5 6 7 8 : AM 6 6 8 :5 AM 8 8 :3 AM 5 5 9 9 6 :5 AM 8 3 6 7 5 35 36 3 6 5: AM 3 5 5 3 3 5:5 AM 3 3 5 5 5:3 AM 8 3 3 3 5 7 5:5 AM 6 8 3 5 3 7 3 3 6 3 63 3 67 8 3 3 5 6: AM 5 5 6:5 AM 3 5 6 6 7 6 8 66 6:3 AM 7 8 7 3 8 38 8 9 86 6:5 AM 7 3 5 7 6 89 3 7 7 8 6 9 3 8 38 5 6 3 83 7: AM 3 7 36 7 5 9 3 7 7:5 AM 38 5 8 3 3 7 57 7 9 7:3 AM 9 37 3 9 3 5 8 6 77 5 9 3 8

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 7:5 AM 3 5 6 3 7 6 7 5 5 66 5 8 35 7 6 67 9 3 75 5 6 3 6 5 7 576 8: AM 9 5 8 7 7 6 53 7 6 6 6 8:5 AM 9 7 36 3 5 8 7 65 69 6 5 33 8:3 AM 6 35 6 9 3 9 6 6 5 66 7 8 9 8:5 AM 9 5 6 5 7 7 7 5 3 7 38 33 5 37 77 8 9 35 76 5 3 9 6 56 9: AM 6 7 7 8 8 5 3 53 8 6 6 7 3 6 9:5 AM 3 3 7 6 7 7 5 8 6 3 5 8 9:3 AM 9 3 57 6 9 7 56 6 63 8 8 7 59 9:5 AM 9 3 5 5 5 9 3 56 68 7 6 7 6 37 5 5 5 6 38 93 6 3 5 6 5 75 65 : AM 7 5 66 5 3 3 9 53 5 3 59 :5 AM 6 3 3 7 7 5 9 3 7 5 6 3 33 :3 AM 35 3 6 7 3 6 5 3 68 3 7 7 :5 AM 7 3 6 3 7 3 55 3 68 7 65 3 3 5 3 3 6 6 99 37 39 37 7 6 6 68 : AM 8 3 7 8 3 37 9 5 8 :5 AM 5 8 76 6 3 3 6 5 78 8 3 8 :3 AM 7 7 8 5 8 8 56 5 3 65 :5 AM 8 5 55 7 37 5 6 5 7 7 5 35 5 6 3 36 99 37 38 33 7 3 6 66 : PM 3 3 9 66 8 3 58 3 73 8 9 :5 PM 8 83 9 8 5 5 6 98 :3 PM 6 38 7 5 3 9 37 5 5 67 6 76 :5 PM 7 38 7 7 9 3 6 9 55 5 8 77 7 5 7 7 3 5 5 3 5 96 5 6 6 6 9 7 : PM 7 9 9 5 7 6 75 5 5 93 :5 PM 3 6 73 7 37 5 9 6 6 9 9 :3 PM 5 6 8 6 5 3 5 68 9 5 5 :5 PM 5 5 8 5 5 5 3 63 8 8 5 9 36 5 5 69 59 8 5 7 6 3 3 55 88 5 9 5 5 839 : PM 9 5 9 73 5 9 7 7 5 6 3 9 3 85 :5 PM 3 3 3 83 3 36 59 8 79 9 3 :3 PM 9 6 65 9 8 9 8 73 6 8 9 :5 PM 9 5 8 7 3 3 3 59 3 75 3 8 3 7 3 53 7 69 3 3 6 7 3 67 89 5 3 7 95 769

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 3 3: PM 6 3 8 68 6 7 8 6 6 77 9 9 3:5 PM 6 8 8 8 9 6 9 5 5 8 8 8 76 3:3 PM 37 9 78 3 9 36 6 53 9 7 6 7 3:5 PM 5 6 8 6 7 33 5 6 67 5 97 6 73 7 3 6 38 88 58 8 36 9 5 7 738 : PM 8 75 5 6 3 37 5 6 7 75 :5 PM 55 8 88 5 8 7 8 5 6 8 :3 PM 5 9 8 6 37 9 9 69 6 7 :5 PM 5 6 99 5 9 5 8 6 8 8 3 6 6 73 353 3 36 9 3 8 58 3 8 37 89 797 5: PM 7 63 3 36 5 6 68 9 8 8 5:5 PM 7 8 7 5 37 6 5 7 7 9 7 3 5:3 PM 7 9 76 7 7 3 7 57 3 7 8 3 5:5 PM 5 9 86 7 8 8 3 36 5 6 37 8 3 6 9 78 37 39 3 9 3 8 59 7 6 5 3 866 6: PM 3 7 73 8 5 35 3 8 7 8 7 6:5 PM 8 38 5 7 8 6 6 5 7 9 9 9 9 6:3 PM 3 9 9 9 6 7 53 6:5 PM 6 37 6 69 7 5 3 3 3 5 8 6 6 5 55 6 3 3 5 7 58 68 7 3 75 68 7: PM 7 5 55 6 8 5 9 3 5 9 7:5 PM 6 8 55 7 7 5 9 56 7 7 57 7:3 PM 5 9 8 7 9 38 35 6 7 5 8 39 7:5 PM 9 9 5 9 5 35 7 7 8 5 59 67 9 3 3 9 3 75 3 7 8 8 3 5 6 595 8: PM 9 3 3 6 5 9 3 33 38 8:5 PM 7 5 6 6 36 8 5 5 8:3 PM 5 5 7 38 3 8 3 7 7 35 5 8 3 99 8:5 PM 3 7 5 5 3 5 9 7 33 6 6 75 77 97 3 9 7 5 95 6 3 6 8 93 9: PM 5 3 5 6 5 5 39 5 6 6 9:5 PM 9 7 6 3 6 7 7 5 37 6 7 7 9:3 PM 3 6 9 38 7 5 5 9 3 7 96 9:5 PM 3 9 3 33 8 9 79 6 56 38 7 7 53 88 9 6 38 5 9 3 398 : PM 7 3 3 6 5 9 3 7 5 :5 PM 5 5 5 7 7 5 3 6 39 :3 PM 9 3 6 6 8 7 3 7

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : :5 PM 3 3 8 5 3 6 8 5 3 6 58 8 5 5 6 : PM 5 3 6 5 3 8 3 3 :5 PM 3 6 3 :3 PM 7 5 3 8 9 :5 PM 6 3 3 6 3 5 3 8 39 8 5 5 5 9 5 6 Grand 8 97 8 3959 5 33 55 85 83 39 368 766 3877 5 65 66 67 9 83 Apprch %..3 58.5..8 8 5. 79. 9.8.. 5.7 39. 5.6. %. 7.. 7.5 36.6.5.7 7.5 6.6. 8.3 7. 35.8 6.3.6 Cars + 3 78 8 3637 9 99 88 778 39 76 755 3559 5 636 6 66 7 5 % Cars + 97.7 97.3 87.5 98.6 9.9 98 97.5 98.8 99. 98.6 9 98.6 9.8 97.5 99.6 98.5 98. 93.7 Trucks 86 3 6 7 5 37 38 6 686 % Trucks.3.7.5. 8..5..9.. 8..5..5.8 6.3

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 5 5 5 5 5 5 3637 78 33 3 65 535 3959 89 8 8 86 97 78 8 3 Right Thru Left UTrn Peds 3 3 339 7 5 7 38 356 9 58 636 6 65 6 66 5 5 UTrn Left 66 Thru 67 Right Peds North 8//7 : AM 8//7 :5 PM Cars + Trucks Right Thru Left UTrn Peds 88 7 85 99 6 55 33 9 5 778 3779 35 5 6 36 83 3839 9 5 UTrn Left 39 39 Thru 76 37 368 Right 755 766 Peds 9 5 99 3559 658 98 38 66 797 3877 667

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 6 Peak Hour Analysis From : AM to :5 AM - Peak of Peak Hour for Entire tersection Begins at :3 AM :3 AM 35 3 6 7 3 6 5 3 68 3 7 7 :5 AM 7 3 6 3 7 3 55 3 68 7 65 : AM 8 3 7 8 3 37 9 5 8 :5 AM 5 8 76 6 3 3 6 5 78 8 3 8 Volume 9 38 6 6 8 3 8 5 56 3 66 66 % App..7 8.5 59..6 5.9 5.5 7.5.. 8. 7.6 65. 3.8 3 PHF.5.733.73.9..783.5.5.875.88..83..75.839.75..8..768.656.5..77.796 Peak Hour Analysis From : PM to :5 PM - Peak of Peak Hour for Entire tersection Begins at :3 PM :3 PM 5 9 8 6 37 9 9 69 6 7 :5 PM 5 6 99 5 9 5 8 6 8 8 5: PM 7 63 3 36 5 6 68 9 8 8 5:5 PM 7 8 7 5 37 6 5 7 7 9 7 3 Volume 3 66 8 8 398 3 38 53 35 3 5 67 36 35 76 876 % App..8 6.6 6.3.. 8. 3. 39.3. 79. 9.5.3 7. 6. 5.3 PHF.375.85.86.96..9.75.679.85.88..9..75.88.68..95.5.63.875.5..79.9

& File Name : &, 8-3-7 Site Code : Start Date : 8/3/7 Page No : : AM 7 8 :5 AM 5 7 5 3 9 :3 AM 3 3 3 :5 AM 3 3 3 6 6 5 6 7 6 59 : AM 3 3 8 3 5 5 5 9 :5 AM 7 :3 AM 3 3 5 3 3 :5 AM 9 7 3 5 7 3 5 : AM 3 3 :5 AM 3 :3 AM 3 5 :5 AM 5 6 8 6 7 6 3: AM 5 7 3:5 AM 5 3:3 AM 3 3:5 AM 3 6 5 6 7 : AM 3 3 3 3 3 9 :5 AM 8 8 :3 AM 8 9 :5 AM 8 9 5 7 3 5 7 9 5 5: AM 6 8 5 5 8 9 5:5 AM 5 7 5:3 AM 9 9 36 5:5 AM 7 3 5 6 36 3 3 3 9 3 56 5 6 6 5 8 6: AM 9 6 6 7 35 6:5 AM 7 6 6 6 5 7 9 6:3 AM 6 6 5 9 6 8 6 87 6:5 AM 3 7 5 6 3 5 39 6 9 77 8 63 7 6 33 6 7 3 8 9 9 8 7: AM 8 3 3 5 9 6 5 5 6 7:5 AM 6 3 3 5 3 3 5 3 7:3 AM 8 33 5 3 9 53 5 58 7 7

& File Name : &, 8-3-7 Site Code : Start Date : 8/3/7 Page No : 7:5 AM 5 6 37 8 3 5 9 6 8 3 3 77 3 3 76 63 3 87 3 9 5 55 8: AM 8 6 7 3 5 6 8 3 5 9 6 3 8:5 AM 5 7 3 6 5 7 5 9 5 7 6 3 9 8:3 AM 8 9 9 7 3 5 3 55 5 5 37 8:5 AM 6 33 5 3 36 8 6 55 8 67 3 87 7 6 8 66 8 9 3 3 69 56 9: AM 5 5 3 7 8 9 9 9 9 7 8 7 9:5 AM 6 7 9 9 6 8 9 9:3 AM 5 5 7 5 9 8 33 8 5 6 77 9:5 AM 3 3 8 6 8 8 37 7 6 5 8 5 86 53 6 39 3 9 6 8 7 7 3 7 85 63 : AM 6 86 7 6 7 7 8 56 9 :5 AM 9 37 9 76 5 38 5 5 6 58 7 3 :3 AM 8 8 6 66 53 78 6 3 76 7 :5 AM 5 38 75 8 55 5 7 59 6 9 5 53 33 3 3 6 7 3 9 55 5 6 76 855 : AM 8 33 7 9 55 75 68 9 77 3 6 3 8 :5 AM 3 35 6 8 6 67 79 5 5 6 :3 AM 5 5 5 9 5 69 76 8 95 9 6 3 8 9 :5 AM 9 3 6 67 8 3 5 7 9 6 6 3 3 75 9 68 33 39 75 58 83 59 35 63 3 8 9 : PM 8 6 86 9 8 39 8 5 97 5 7 39 :5 PM 6 6 9 65 6 7 5 75 3 89 6 :3 PM 56 95 8 7 3 5 67 5 83 7 3 5 :5 PM 3 6 7 3 7 3 5 7 9 8 6 9 5 3 8 6 65 38 6 8 3 9 87 9 5 35 57 3 5 85 9 : PM 6 5 85 5 5 6 77 5 93 6 7 59 :5 PM 6 3 79 7 9 33 9 3 67 8 88 5 5 36 :3 PM 33 3 69 6 3 3 67 83 6 3 5 :5 PM 3 68 3 57 7 8 9 5 7 3 6 86 65 3 7 9 38 39 3 7 8 63 35 56 5 3 7 9 : PM 3 5 5 9 53 7 5 99 6 75 :5 PM 3 8 9 6 77 3 6 6 6 69 :3 PM 56 95 6 3 38 57 6 8 7 9 6 :5 PM 3 8 37 8 86 7 5 5 6 6 9 6 96 79 7 363 3 3 5 33 5 7 89 9 375 66 3 93 6

& File Name : &, 8-3-7 Site Code : Start Date : 8/3/7 Page No : 3 3: PM 3 76 3 9 3 5 75 6 86 7 9 3 39 55 3:5 PM 7 53 3 9 6 36 5 65 6 8 9 3 3:3 PM 3 5 7 3 78 36 59 5 7 73 3 5 9 9 3:5 PM 7 5 5 86 8 3 5 7 9 9 3 6 8 6 7 86 7 33 5 39 3 9 5 6 58 33 6 3 5 9 97 : PM 8 53 5 88 6 33 59 65 6 8 6 6 5 :5 PM 3 5 9 8 6 66 3 8 7 3 5 :3 PM 67 5 8 7 5 35 9 53 69 5 5 :5 PM 8 3 5 86 6 9 36 5 6 77 6 9 3 9 67 7 77 37 3 5 5 5 39 59 5 3 77 98 5: PM 7 7 85 6 3 5 5 7 69 8 6 5:5 PM 6 9 5 8 53 67 3 9 3 5 9 7 5:3 PM 6 3 37 88 9 3 37 59 6 88 5 6 5 5:5 PM 8 8 8 73 33 3 67 9 3 53 97 86 7 36 5 5 35 9 9 35 53 9 6 88 6: PM 9 5 9 9 3 5 7 57 55 3 7 8 3 55 6:5 PM 36 73 9 5 6 6 5 7 3 7 3 3 7 6:3 PM 35 5 73 9 6 33 5 8 6 6 9 6:5 PM 3 3 3 67 3 8 39 5 7 6 5 8 93 95 7 6 37 6 6 6 6 8 5 8 73 66 8 35 5 88 879 7: PM 5 7 6 5 3 3 3 9 33 3 5 5 57 7:5 PM 5 8 5 3 9 38 3 5 9 5 6 7:3 PM 3 8 65 6 5 5 36 5 3 39 3 5 55 7:5 PM 9 9 39 6 9 5 7 6 5 6 9 6 95 39 7 3 36 9 55 79 38 8 6 6 8: PM 9 8 9 6 8 3 5 33 9 53 3 5 6 8:5 PM 6 5 5 5 9 36 6 8:3 PM 5 5 7 7 8 5 5 38 9 3 9 9 8 37 8:5 PM 3 9 38 8 6 6 6 7 9 9 65 7 3 79 3 67 87 39 3 6 58 5 9: PM 6 9 5 9 5 3 37 5 9 3 8 6 9:5 PM 3 8 36 9 3 5 6 6 99 9:3 PM 3 7 7 9 5 9 8 9 8 9:5 PM 8 8 5 33 6 5 6 5 8 6 8 63 38 3 8 3 6 8 3 373 : PM 7 3 6 38 5 6 3 6 3 3 5 8 :5 PM 6 7 7 6 9 3 3 93 :3 PM 5 9 3 76

& File Name : &, 8-3-7 Site Code : Start Date : 8/3/7 Page No : :5 PM 7 7 5 7 3 8 66 5 5 5 95 3 3 8 36 3 6 6 8 6 335 : PM 6 3 7 6 3 5 75 :5 PM 9 3 3 9 3 6 5 9 6 :3 PM 8 9 3 7 38 77 9 5 8 3 7 :5 PM 7 7 8 3 7 56 6 7 9 6 6 3 3 9 3 7 9 66 3 5 9 68 5 7 7 3 67 Grand 3 3 5 89 39 5 6 53 86 39 9 6 3383 8 65 35 796 35 8 3 377 Apprch % 3 5.9 5. 9.6.6 8.9 6. 63... 78. 9.5 6.7 8.5 6.5.3 % 8.5 6.9 6. 3.9..7 5.8 5..3 5.7 6..5 3.8 6.7.6 9.3 Cars + 3 99 5 87 5 6 55 93 33 9 33 86 65 5 763 39 79 95 63 % Cars + 8.5 9.6 97. 9.7 98. 98.9 9.7 9.3 95.7 95.5 98. 96 95.9 99. 98.8 97. 9.6 Trucks 7 38 6 73 89 53 6 7 33 36 7 % Trucks 5.5 5..6 7.3.6. 8.3 5.7.3.5.9..6..9 5.

& File Name : &, 8-3-7 Site Code : Start Date : 8/3/7 Page No : 5 596 997 359 38 677 665 39 59 87 89 5 5 99 7 3 3 3 Right Thru Left UTrn Peds 3 3 3 3 396 95 59 3 36 66 6 3 657 763 33 796 39 79 UTrn Left 35 Thru 8 Right Peds North 8/3/7 : AM 8/3/7 :5 PM Cars + Trucks Right Thru Left UTrn Peds 93 73 86 55 6 53 6 6 5 5 33 57 9 89 38 96 39 5588 5 5 9 9 UTrn 9 9 Left 6 Thru 33 53 3383 Right 86 6 8 Peds 65 65 5 5 9 9 795 5 699 3 7 3 96 35 75

& File Name : &, 8-3-7 Site Code : Start Date : 8/3/7 Page No : 6 Peak Hour Analysis From : AM to :5 AM - Peak of Peak Hour for Entire tersection Begins at : AM : AM 8 33 7 9 55 75 68 9 77 3 6 3 8 :5 AM 3 35 6 8 6 67 79 5 5 6 :3 AM 5 5 5 9 5 69 76 8 95 9 6 3 8 9 :5 AM 9 3 6 67 8 3 5 7 9 6 6 3 3 Volume 75 9 68 33 39 75 58 83 59 35 63 3 8 9 % App. 3.6.8 9...8 5. 6.3 67.8.6 8 7..3 67.5 8.5 PHF.55.75.73.8..758.5.886.75.795..86..5.93.67.5.98..89.958.667..839.856 Peak Hour Analysis From : PM to :5 PM - Peak of Peak Hour for Entire tersection Begins at : PM : PM 3 5 5 9 53 7 5 99 6 75 :5 PM 3 8 9 6 77 3 6 6 6 69 :3 PM 56 95 6 3 38 57 6 8 7 9 6 :5 PM 3 8 37 8 86 7 5 5 6 6 9 6 Volume 96 79 7 363 3 3 5 33 5 7 89 9 375 66 3 93 6 % App. 3.9 6. 9.3.. 5.8.9 6.9.5. 7.3 3.7. 7.7.3 PHF.875.857.799.88..899.375.78.865.8..896.5.5.88.89.375.88..85.8.5..8.95

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : : AM 6 9 6 3 59 3 7 6 5 3 3 3 75 :5 AM 3 7 5 7 66 8 6 5 6 5 9 3 :3 AM 3 7 56 77 9 7 8 3 8 6 5 7 :5 AM 3 39 37 5 9 9 8 8 7 6 3 6 8 3 89 58 55 5 9 6 8 9 836 : AM 5 7 7 9 8 9 58 9 8 :5 AM 7 6 3 8 3 5 3 6 7 6 9 :3 AM 3 8 5 8 3 3 5 6 7 5 :5 AM 3 7 5 9 6 7 6 9 5 5 8 8 3 7 5 3 8 66 5 9 9 3 99 : AM 3 6 9 3 3 5 36 :5 AM 7 8 7 3 7 7 3 5 3 33 :3 AM 3 3 6 5 3 5 :5 AM 7 5 5 5 8 3 36 6 35 53 3 6 8 3 8 3: AM 5 5 3 3 3:5 AM 3 3 3:3 AM 3 7 3:5 AM 3 3 9 8 7 3 : AM 3 3 5 7 :5 AM 9 :3 AM 9 9 3 :5 AM 3 5 3 5 9 3 6 3 8 7 3 5 5 57 5: AM 5 5:5 AM 9 3 5:3 AM 6 8 3 5 6 7 5:5 AM 3 7 5 6 7 5 5 5 7 3 5 3 6 65 7 8 6: AM 3 6 6 6 6 6 6:5 AM 5 7 5 6 5 5 3 6 6:3 AM 5 8 5 3 7 35 35 9 9 8 6:5 AM 5 3 3 38 5 5 98 6 8 99 5 3 8 9 3 5 3 85 7: AM 8 8 9 9 8 9 3 3 93 7:5 AM 3 7 3 6 5 3 58 6 9 3 7:3 AM 8 3 5 9 3 9 3 55 58 3 5 56

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 7:5 AM 3 5 8 6 8 36 57 57 5 36 7 8 35 9 6 8 5 7 36 7 59 8: AM 3 5 3 9 7 9 6 3 5 7 9 63 8:5 AM 5 7 33 6 5 8 3 66 5 55 7 8 8:3 AM 6 3 3 3 6 9 6 87 7 6 3 98 8:5 AM 3 3 37 5 3 6 86 5 3 56 3 9 3 7 8 9 5 3 99 89 6 6 3 6 8 6 75 9: AM 7 6 65 9 63 97 36 3 39 3 9:5 AM 7 35 57 8 69 98 58 6 65 3 5 35 9:3 AM 6 7 68 9 8 6 3 6 6 3 9 3 9:5 AM 7 8 3 79 8 8 77 5 6 3 7 6 53 7 69 85 36 9 35 7 3 5 7 3 89 9 : AM 3 7 9 8 63 9 6 7 5 3 8 :5 AM 6 9 8 3 7 67 88 5 7 9 5 :3 AM 3 9 39 7 8 3 5 73 6 7 7 35 :5 AM 3 9 6 95 8 78 53 5 6 3 57 3 7 87 38 5 58 39 3 3 3 7 69 7 93 97 : AM 6 6 98 9 3 57 9 53 3 8 69 :5 AM 3 3 8 8 8 3 59 6 9 73 6 7 6 9 3 :3 AM 3 8 67 5 9 56 5 5 57 3 5 :5 AM 7 3 6 5 7 5 73 65 77 6 6 36 97 6 53 9 39 5 83 78 9 36 6 5 9 5 5 : PM 5 5 89 7 33 5 69 8 3 5 3 5 :5 PM 56 7 87 3 6 38 57 55 9 65 6 6 3 3 :3 PM 5 3 83 3 8 65 79 9 9 6 :5 PM 5 9 8 7 9 6 5 67 3 5 6 35 3 9 5 9 7 3 8 8 3 57 33 7 83 9 97 : PM 3 5 8 87 7 35 53 63 7 8 7 9 7 7 :5 PM 77 7 3 38 59 69 8 8 5 8 5 :3 PM 3 78 3 58 68 8 9 3 3 39 :5 PM 7 87 8 9 7 7 5 8 9 3 37 6 6 77 8 39 38 33 7 7 3 7 6 968 : PM 8 38 5 7 3 8 6 8 5 8 6 3 9 9 33 7 :5 PM 3 36 7 68 9 5 68 3 83 3 9 7 3 33 :3 PM 6 8 9 5 5 5 6 7 8 7 8 5 :5 PM 3 8 86 8 3 5 63 78 3 36 5 8 7 6 66 37 6 37 97 5 36 5 3 96 79 3 7 97

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 3 3: PM 3 38 7 9 6 5 66 79 6 9 3:5 PM 8 7 96 9 7 66 8 5 3:3 PM 6 9 39 85 5 3 6 5 9 73 8 3:5 PM 3 5 5 89 7 39 57 6 7 83 3 3 7 6 68 76 88 3 3 8 5 6 36 6 3 79 937 : PM 3 55 6 96 7 3 5 56 7 85 6 59 :5 PM 8 56 7 9 7 9 5 57 7 75 6 38 :3 PM 5 66 7 99 3 6 3 5 6 7 6 8 :5 PM 6 66 8 7 8 59 9 8 88 3 5 8 66 7 7 3 78 399 3 7 5 9 5 9 6 8 3 7 5 7 5: PM 9 58 8 96 8 8 69 8 89 8 7 5 58 5:5 PM 9 55 96 9 6 37 9 85 6 8 58 5:3 PM 5 8 9 6 33 5 7 96 3 35 76 5:5 PM 5 9 7 3 7 68 5 7 3 3 3 79 7 76 376 8 35 5 6 56 85 3 377 5 79 39 8 3 9 6: PM 36 73 8 53 79 3 5 8 69 6:5 PM 3 5 68 9 3 5 66 9 5 3 8 38 6:3 PM 6 6 65 8 3 3 7 6 6 9 7 8 88 6:5 PM 6 9 66 7 5 9 6 67 9 5 86 35 6 7 35 39 3 88 8 9 338 3 8 3 5 88 886 7: PM 7 3 6 58 5 8 5 6 5 6 7 7:5 PM 3 7 3 53 36 5 7 9 7:3 PM 6 3 5 3 7 3 63 3 3 5 7 8 78 7:5 PM 5 8 9 8 5 3 7 37 5 9 6 3 7 3 75 8 5 66 35 8 69 8 3 5 77 7 8: PM 3 7 9 9 8 39 9 5 5 57 8:5 PM 8 6 5 5 5 5 9 3 3 8 6 7 6 8:3 PM 8 3 3 7 3 33 3 7 7 3 3 3 8:5 PM 3 7 9 3 8 5 35 9 9 6 5 5 37 7 55 86 37 85 3 8 8 85 9 36 7 75 578 9: PM 7 7 5 5 3 6 9 37 6 38 9:5 PM 5 6 5 9 3 3 8 3 98 9:3 PM 3 5 6 3 6 7 3 3 9:5 PM 6 7 5 8 6 5 5 36 8 6 8 88 56 3 3 8 6 9 79 6 8 5 38 : PM 7 7 7 7 38 3 78 :5 PM 5 8 7 6 3 9 5 5 :3 PM 8 9 7 5 3 5 6 6

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : :5 PM 9 3 7 9 3 3 3 6 3 7 36 8 79 9 73 7 9 5 3 6 63 : PM 5 3 6 5 5 6 3 3 8 :5 PM 3 7 5 5 37 55 3 5 9 :3 PM 5 7 5 3 56 7 7 :5 PM 8 3 8 3 3 5 8 7 6 5 5 9 93 88 9 39 6 3 7 9 7 76 3 3 9 6 55 Grand 7 95 5 76 838 5 76 68 775 579 7 5 387 69 7 35 6 96 3 3 35 5 57 Apprch %. 9.6.3 35.7 3.5.9 6.6.. 8. 5.9.7. 6. 68..8.3 %.8 6. 3..3 3.7.3 7.5 8. 3.3.8.5.8 8.5.6 6.7.. 9.8 Cars + 3 763 876 535 87 5 673 57 338 7 8 337 68 3987 6 9 987 339 35 6 73 % Cars + 96.6 8.3 9.7 88.9 88.6 97.8 97.6 98.8 9.6 5 9.7 96 9 99 9.9 9.6 97.9 96.5 99. 97.3 9. Trucks 87 69 9 55 6 8 5 35 7 6 365 36 3 98 % Trucks 3. 9.7 8.3..... 7. 5 5.3 5. 8.. 3.5.9.7 7.8

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 5 6 6 6 6 58 87 88 557 55 8 6358 838 96 535 9 76 876 69 5 763 87 95 3 7 Right Thru Left UTrn Peds 3 7 3 7 56 6 377 57 5 3959 9 UTrn 96 Left 987 36 3 339 35 3 6 6 Thru 3 Right 35 Peds North 8//7 : AM 8//7 :5 PM Cars + Trucks Right Thru Left UTrn Peds 57 5 775 673 5 8 6 68 76 5 3 338 677 3 7 66 579 73 5 7 7 UTrn 7 7 Left 8 5 Thru 337 35 387 Right 68 7 69 Peds 6 7 5 7 7 365 3987 75 98 365 563 363 35 785

& File Name : &, 8--7 Site Code : Start Date : 8//7 Page No : 6 Peak Hour Analysis From : AM to :5 AM - Peak of Peak Hour for Entire tersection Begins at : AM : AM 6 6 98 9 3 57 9 53 3 8 69 :5 AM 3 3 8 8 8 3 59 6 9 73 6 7 6 9 3 :3 AM 3 8 67 5 9 56 5 5 57 3 5 :5 AM 7 3 6 5 7 5 73 65 77 6 6 36 97 Volume 6 53 9 39 5 83 78 9 36 6 5 9 5 5 % App..5 3.6 3.5 6.. 8.3. 65.8..5 8. 3.8 7 6 PHF.5.779.767.896..88.5.67.769.83..77.5.5.8.75..8..65.865.833..868.887 Peak Hour Analysis From : PM to :5 PM - Peak of Peak Hour for Entire tersection Begins at 5:5 PM 5:5 PM 9 55 96 9 6 37 9 85 6 8 58 5:3 PM 5 8 9 6 33 5 7 96 3 35 76 5:5 PM 5 9 7 3 7 68 5 7 3 3 3 6: PM 36 73 8 53 79 3 5 8 69 Volume 5 8 95 69 353 9 39 5 5 7 66 98 3 3 6 75 3 3 5 % App.. 3.8 55. 9.5.9.8 8. 58..7 66.3 7.9.5 56 3. 7.5 PHF.65.875.886.863..99.5.7.696.7..76..38.8.79.533.876..5.78.768.33.838.95