sunrise tomorrow specific plan draft eir local

Sunrise Tomorrow Specific Plan Draft EIR Local Transportation Analysis (LTA)

Prepared for:

Gensler

February 8, 2021

RS19-3856

Attachment 5

Sunrise Tomorrow Specific Plan Draft EIR Local Transportation Analysis February 8, 2021

Page 1

Chapter 1. Introduction

PURPOSE

This report presents the effects of the proposed Sunrise Tomorrow Specific Plan in the City of Citrus Heights on surrounding roadways under existing, existing plus project and cumulative conditions. It also evaluates project access needs, identifies a set of project access improvements, and quantifies the benefits those improvements would provide to travelers.

This report was prepared in conjunction with the Sunrise Tomorrow Draft Environmental Impact Report (“Draft EIR”). The transportation section of the Draft EIR evaluates the project’s impact on the transportation system in relation to the California Environmental Quality Act. Previous Draft EIRs included peak hour level of service (LOS) evaluation. However, Senate Bill (SB) 743, which became effective statewide on July 1, 2020, stated that LOS should no longer be considered a significant impact on the environment. Later guidance provided by the California Office of Planning and Research chose vehicle miles traveled (VMT) as the primary metric for identifying transportation impacts. Therefore, the Draft EIR for the Sunrise Tomorrow project does not evaluate LOS and instead focuses on VMT. The Draft EIR also addresses many other important transportation-related areas of concern including pedestrian/bicycle facilities, transit facilities and services, emergency vehicle response, hazardous conditions, and temporary construction-related conditions.

Although traffic operations are no longer considered a significant impact under CEQA, it is often still of concern to local stakeholders and is also important for General Plan consistency evaluations. This LTA, therefore, provides valuable information to decision-makers and the public regarding how surrounding roadway would operate with the introduction of the project.

This report is intended to be a companion document to the Sunrise Tomorrow Draft Environmental Impact Report (“Draft EIR”). This report focuses exclusively on the traffic operations analysis and makes references in certain areas to additional relevant information contained in Transportation Chapter (3.12) of the Draft EIR.

REPORT ORGANIZATION

This report is organized into the following five chapters:

• Chapter 1 – Introduction • Chapter 2 – Existing Conditions • Chapter 3 – Existing Plus Project Conditions • Chapter 4 – Cumulative Conditions • Chapter 5 – Project Site Access Improvements

The report does not include an on-site circulation review because many of the proposed elements (e.g., secondary streets, parking areas, etc.) are still conceptual in nature. Future studies will be needed.


Page 2

PROPOSED PROJECT OVERVIEW

The Sunrise Tomorrow Specific Plan would replace the existing Sunrise Mall (located in the southeast corner of the Sunrise Boulevard/Greenback Lane intersection) with a dense, mixed-use project. As described in the Draft EIR, the Specific Plan allows for a mix of potential land uses to be developed provided that certain caps are not exceeded. The Draft EIR specifically evaluates the following four possible proposed project scenarios:

• Projected Development Scenario • Scenario A – Maximum Residential • Scenario B – Maximum Office • Scenario C – Maximum Institutional

This report analyzes the transportation effects of the Projected Development Scenario for two key reasons. First, it represents the most likely scenario to be constructed on the project site (based on the expert opinion of the economic and architectural consulting team retained by the City to perform this site planning). Second, as is noted in the Draft EIR, the Projected Development Scenario would generate more vehicle trips than Scenario A (Maximum Residential) and comparable levels of vehicle trips to Scenario B (Maximum Office) and Scenario C (Maximum Institutional). Thus, the Projected Development Scenario is the most appropriate scenario to analyze in this report because it is the most likely to be developed and provide a reasonably worst-case scenario in terms of off-site effects and site access needs. Refer to Table 1 for Projected Development Scenario land use assumptions. Chapter 3 of this report describes this development scenario in more detail.

Table 1: Projected Development Scenario Land Use Assumptions

Land Use Quantity

Multi-Family Mid-Rise Residential 1,075 Units

Multi-Family Senior Housing 125 Units

Full-Service Hotel 235 Rooms

Limited Service / Extended Stay Hotels 220 Rooms

Retail

297,000 Square Feet consisting of: 8-Screen Movie Theater (61,000 Square Feet)

High-Turnover Sit-Down Restaurants (40,000 Square Feet) Quality Restaurants (59,000 Square Feet)

Fast-Food Restaurants (10,000 Square Feet) General Retail (127,000 Square Feet)

Office 700,000 Square Feet

Medical-Office 176,000 Square Feet

Other 1 45,000 Square Feet

Notes:

1 Assumed to consist of 12,000 square feet of daycare center and 33,000 square feet of community center type use. Source: Gensler &, Fehr & Peers, 2021.


Page 3

STUDY AREA

The study area includes the following intersections along the Sunrise Boulevard and Greenback Lane corridors. These intersections were selected based on their proximity to the project site, expected usage by project traffic, and susceptibility for being impacted. The list was reviewed and approved by the City of Citrus Heights. Refer to Figure 1 for a map showing the study intersections (note that driveway numbers and names change under plus project conditions).

1. Sunrise Boulevard / Greenback Lane2. Sunrise Boulevard / Sunrise Mall Driveway 13. Sunrise Boulevard / Birdcage Center-Sunrise Mall4. Sunrise Boulevard / Sunrise Mall Driveway 35. Sunrise Boulevard / Sunrise Mall Driveway 46. Sunrise Boulevard / Sunrise Mall Driveway 57. Sunrise Boulevard / Macy Plaza Drive8. Greenback Lane / Greenback Driveway 19. Greenback Lane / Arcadia Drive10. Greenback Lane / Greenback Driveway 3

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Page 4

Figure 2 displays the traffic control and turning movement restrictions at the existing access points along Sunrise Boulevard and Greenback Lane. As shown, three of the included driveways are signalized while the remaining six are side-street stop controlled.

ANALYSIS METHODOLOGY

The approach used to prepare this study was developed from the City of Citrus Heights Transportation Impact Study (TIS) Guidelines (February 2021). The City’s TIS Guidelines, provide guidance on a variety of study parameters ranging from analysis scenarios, study locations, and analysis methods.

Level of service is a qualitative measure of traffic operating conditions whereby a letter grade, from A (the least congested) to F (the most congested), is assigned. These grades represent the perspective of drivers and are an indication of the comfort and convenience associated with driving. In general, LOS A represents free-flow conditions with no congestion, and LOS F represents severe congestion and delay under stop-and-go conditions. Table 2 displays the average delay ranges associated with each LOS category.

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Page 7

Table 2: Intersection Level of Service Definitions

Level of Service Average Control Delay (seconds/vehicle) 1

Signalized Unsignalized / Roundabouts

A 0 – 10.0 0 – 10.0

B 10.1 – 20.0 10.1 – 15.0

C 20.1 – 35.0 15.1 – 25.0

D 35.1 – 55.0 25.1 – 35.0

E 55.1 – 80.0 35.1 – 50.0

F > 80.0 > 50.0

Notes:

1 Control delay includes initial deceleration delay, queue move-up time, stopped delay, and acceleration delay based on Highway Capacity Manual (Transportation Research Board, 2010).

Source: Fehr & Peers, 2021.

Traffic operations at all study intersections were analyzed for weekday AM and PM peak hour conditions using procedures and methodologies contained in the Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016). These methodologies were applied using the SimTraffic software program. SimTraffic is a micro-simulation model that considers the effects of lane utilization, turn pocket storage lengths, upstream/downstream queue spillbacks, and coordinated signal timings on intersection queuing and delays. The SimTraffic model was validated against measured traffic volumes and observed queues. Reported results are based on the average of 10 runs.

The following procedures and assumptions were applied in the development of the SimTraffic model:

• Roadway geometric data were gathered using aerial photographs and field observations.

• Speeds for the model network were based on the posted speed limits.

• Peak hour traffic volumes were entered into the model according to the peak hour of the study area.

• A peak hour factor (PHF) of 1.0 was applied consistent with guidance from the City’s TIS Guidelines. By applying this value, reported results are representative of conditions over the entire peak hour.

• The counted pedestrian and bicycle volumes were entered into the model according to the peak hour observations.

• Signal phasing and timings were based on existing signal timing plans provided by the City of Citrus Heights, incorporating new signal timing implemented by the City in late Fall 2019.

For signalized intersections, the LOS is based on the average delay experienced by all vehicles passing through the intersection. For side-street stop controlled intersections, the delay and LOS for the worst-case movement are reported along with the average delay for the entire intersection.


Page 8

ANALYSIS SCENARIOS

The following scenarios are analyzed in this study:

• Existing Conditions – represents the baseline condition, upon which project effects are measured against. The baseline condition represents conditions in fall 2019 (i.e., traffic counts were collected in November).

• Existing Plus Project Conditions – reflects changes in travel conditions associated with the closure of the existing Sunrise Mall and implementation of the Projected Development Scenario (Buildout).

• Cumulative No Project Conditions – reflects forecasted growth in the City and surrounding communities to year 2036. This scenario assumes the Sunrise Mall property remains as is, including operating at comparable levels in terms of occupancy and visitation.

• Cumulative Plus Project Conditions – reflects changes in cumulative travel conditions associated with the closure of the existing Sunrise Mall and implementation of the Projected Development Scenario (Buildout).

LEVEL OF SERVICE STANDARDS

The City of Citrus Heights General Plan (amended 2019) contains various transportation related goals and policies. Those relevant to this study are listed below.

Policy 29.2: Measure customer satisfaction related to vehicle travel using level of service (LOS) according to procedures in the latest version of the Highway Capacity Manual published by the Transportation Research Board. The City will strive to achieve LOS E or better conditions for City roadways and intersections during peak hours (these may include weekday, AM, Mid-Day, and PM hours as well as Saturday Mid-Day or PM peak hours). The intent of this policy is to effectively utilize the roadway network capacity while balancing the desire to minimize potential adverse effects of vehicle travel on the environment and other modes.

Exceptions to LOS E are allowed for both roadway segments and intersections along the following streets:

• Sunrise Boulevard – south City limits to north City limits

• Greenback Lane – west City limits to east City limits

• Old Auburn Road – Sylvan Road to Fair Oaks Boulevard

• Antelope Road – I-80 to Auburn Boulevard

• Auburn Boulevard – Old Auburn Road to northern City limits

According to this policy, LOS E exceptions are allowed at all 10 study intersections because they are located on one of the facilities listed above. Policy 29.2 specifies that turn pocket lengthening and signal timing modifications (in lieu of widening of exempt roadways) may be considered for development projects that cause adverse effects on vehicle travel and other modes on these corridors.


Page 9

Chapter 2. Existing Conditions

This chapter describes the existing physical and operational characteristics of the roadway system within the study area.

ROADWAY SYSTEM

The following are descriptions of the primary roadways in the vicinity of the Project:

• Sunrise Boulevard is a north-south arterial that extends from the City of Roseville, through the City of Citrus Heights, and into unincorporated Sacramento County. Along the project frontage, the posted speed limit is 40 miles per hour (mph). Sunrise Boulevard is a six-lane arterial from US 50 north to Arcadia Drive where it narrows to four lanes.

• Greenback Lane is an east-west arterial that begins at I-80 and extends easterly through the City of Citrus Heights, and into Folsom. Along the project frontage, it has a posted speed limit of 40 mph with three lanes in each direction separated by a center median or channelized left-turn pockets.

The following collector streets provide direct access to the project site:

• Arcadia Drive is a two-lane local street that extends northerly from Greenback Lane, and then westerly to connect with Sunrise Boulevard. It has a posted speed limit of 25 mph. It also extends in a southerly direction as a private street within the project site, ultimately terminating in the southeast corner of the site.

• Macy Plaza Drive is a two-lane east-west collector street west of Sunrise Boulevard, connecting with Birdcage Street, which is a two-lane collector street between Greenback Lane and Uplands Way. East of Sunrise Boulevard, Macy Plaza Drive extends within the project site as a four-lane undivided private street, ultimately connecting to Sunrise East Way in the southeast corner of the project site.

• Sunrise Vista Drive is a north-south two-lane local street that extends from Greenback Lane to Sunrise East Way, approximately 350 feet to the east of the easterly project site boundary. This roadway is accessed from the project site by two east-west connector streets.

PEAK HOUR INTERSECTION TURNING MOVEMENT VOLUMES

Traffic counts were collected during the AM (7 – 9 AM) and PM (4 – 6 PM) peak periods at all study intersections on Tuesday, November 9, 2019. Schools were in session at the time of the counts, and no adverse weather was noted. Based on the count date, these volumes are considered to represent “pre COVID-19” conditions, which is being chosen by many jurisdictions to represent the baseline condition upon which project effects are judged.


Page 10

Figure 3 shows the existing AM and PM peak hour traffic volumes, lane configurations, and traffic controls at each intersection. The AM peak hour for the study intersections occurred from 7:30 – 8:30 AM and the PM peak hour occurred from 4:30 – 5:30 PM. These intersections used a zonal peak hour (a single peak hour for all of the intersections in the SimTraffic network) to enable balancing of traffic between intersections.

INTERSECTION OPERATIONS

Table 3 summarizes the existing AM and PM peak hour intersection operations at the study intersections (refer to Appendix A for detailed calculations). As shown in the table, all study intersections operate at LOS E or better, with conditions being generally less busy during the AM peak hour versus PM peak hour.

Table 3: Intersection Operations – Existing Conditions (2019)

Intersection Control

LOS / Control Delay

AM1 PM1

1. Sunrise Blvd/Greenback Ln Signal D / 41 E / 59

2. Sunrise Blvd/Sunrise Drwy 1 Side Street Stop A / 9 (EB RT)

C / 23 (WB RT)

3. Sunrise Blvd/Birdcage Center/Sunrise Mall Signal A / 9 C / 24

4. Sunrise Blvd/ Sunrise Drwy 3 Side Street Stop B / 10 (EB RT)

C / 16 (WB RT)

5. Sunrise Blvd/ Sunrise Drwy 4 Side Street Stop B / 10 (NB LT)

C / 25 (SB LT)

6. Sunrise Blvd/ Sunrise Drwy 5 Side Street Stop A / 8 (EB RT)

C / 15 (WB RT)

7. Sunrise Blvd/Macy Plaza Dr Signal A / 10 C / 22

8. Greenback Drwy 1/Greenback Ln Side Street Stop B / 15 (SB LT)

D / 28 (SB LT)

9. Arcadia Dr/Greenback Ln Signal B / 18 C / 30

10. Greenback Drwy 3/Greenback Ln Side Street Stop A / 3 (NB RT)

B / 12 (NB RT)

Notes: 1 For signal control, the overall intersection LOS and control delay (in seconds per vehicle) is reported. With side street stop control, the LOS and delay for the worst movement is reported with the movement listed in parentheses. Bold and underline font indicate LOS E or F conditions.

Source: Fehr & Peers, 2021

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Chapter 3. Existing Plus Project Conditions

This chapter analyzes the potential traffic impacts of the Projected Development Scenario on the surrounding roadway system under existing conditions. Appendix B contains technical calculations and supporting data.

PROJECT SITE PLAN AND VEHICULAR ACCESS

Chapter 1 provided an overview of the Projected Development Scenario, including its proposed land uses. This chapter describes the project in a little more detail including its site plan (Figure 4), internal street network (Figure 5), and vehicular access from Sunrise Boulevard and Greenback Lane (Figure 6). These figures illustrate the proposed transit center to be constructed within the project site along Sunrise Boulevard, as well as a variety of on-site pedestrian and bicycle facilities to be constructed. Refer to Draft EIR for more details. These figures indicate that the project’s internal roadway network would be comprised of the following key streets (note that driveway numbers/names previously referenced under existing conditions now have different names):

• Primary Street A - would extend easterly into the site from Sunrise Boulevard opposite the Birdcage Center signalized driveway. It would terminate at Parkway A and would be the northern terminus of the north-south Main Street within the central part of the plan. It would also provide direct access to multiple parking structures and surface parking. Under existing conditions, this was referred to as Sunrise Mall driveway.

• Primary Street B - would extend easterly into the site from Sunrise Boulevard from a new signalized intersection (see detailed description below). It would terminate at the north-south Main Street. It would provide access to nearby parking structures and surface parking. Under existing conditions, this was referred to as Sunrise Driveway #4.

• Primary Street C - would extend easterly into the site from Sunrise Boulevard from an existing unsignalized driveway. It would terminate at Parkway A and be the southern terminus of the north-south Main Street. It would also provide direct access to a large parking structure and surface parking. Under existing conditions, this was referred to as Sunrise Driveway #5.

• Parkway A – would extend southerly into the site from Greenback Lane opposite Arcadia Drive. It would provide direct access to multiple parking structures and residential uses situated in the east portion of the site. It would terminate at Parkway B. This location was not previously named or numbered under existing conditions.

• Parkway B – would extend easterly into the site from Sunrise Boulevard opposite Macy Plaza Drive. It would primarily serve the residential uses in the southern and eastern parts of the site, and would terminate at Parkway B. Under existing conditions, this was referred to as Macy Plaza Drive.

Two existing right-turn only driveways would also remain. The driveway on Sunrise Boulevard directly south of Greenback Lane would maintain the same “Sunrise Driveway” name. The driveway on Greenback Lane east of Sunrise Boulevard would be renamed from Greenback Driveway 1 to Entry E.

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Main Street:Allows for flexible space that can be easily closed off for special events.

Parkway: Publicly owned an operated street offering major through-way and connectors to adjacent arterials.

Primary Roads:Allow for site-wide access circulation with one lane in each direction.

Primary Entries:Allow for ingress and egress with two lanes in each direction.

Secondary Roads:Allow for local circulation with one lanin each direction.

Secondary Entries:Allow for ingress and egress with one lane in each direction.

Green Loop:Dedicated pedestrian and bike path.

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Driveways & Entry Points:Access points to various destinations within the site.

Loading: Service access for delivery trucks.

Vehicle Roadways:Allows for efficient vehicular circulation of the site and create connections to city.

Primary Vehicular Entries:Two lanes in each direction.

Secondary Vehicular Entries:One lane in each direction.

Drop Off:Access for rideshare pickup and drop off.

New Traffic Signal: Traffic signal added to manage the flow of traffic into the site.

Parking Structure:Multi-level parking structure for compact parking.

Right-In/Right-Out Entry: Right-in/right-out entrance to the site.

Surface Lot:Ground level surface parking.


The project would consist of the same vehicular accesses as currently present with the following exceptions:

• The existing driveway situated on Sunrise Boulevard nearly equidistant from the BirdcageCenter/Sunrise Mall and Macy Plaza Drive signalized intersections would become signalized. PrimaryStreet B would become the new east leg of this new signalized intersection. These three signals wouldeach be spaced about 870 feet apart.

• The existing driveway (#3 as shown on Figure 3) on Sunrise Boulevard situated 440 feet south of theBirdcage Center/Sunrise Mall signalized intersection would be removed to support construction of thetransit center.

• A new right-turn only driveway would be constructed on Greenback Lane approximately 375 feet eastof Sunrise Boulevard and 250 feet west of the existing unsignalized driveway that would remain. Thisnew driveway would be a secondary access.

The site can be accessed via a connection from Sunrise East Way. A series of secondary streets would provide north-south and east-west connectivity within the site. Some streets may have on-street parking, while others may include on-street bicycle facilities. All streets would be privately owned and maintained. There is a mixture of primary and secondary roadways that connect the site. The core of the project is connected by a main street which is designed to be flexible and could be closed to vehicular traffic for special events.

PROJECT TRAVEL CHARACTERISTICS

The Draft EIR contains an in-depth discussion of the project’s travel characteristics. For simplicity, an overview of those results is presented here.

Trip Generation

The project’s expected trip generation was estimated using the Mixed-Use Trip Generation Model (MXD+) model, which was originally developed for the US Environmental Protection Agency (EPA) to estimate internal trip-making and external trips by non-auto travel modes. This model, which begins by estimating the site’s gross trips based on trip rates published in the Trip Generation Manual (Institute of Transportation Engineers, 2017). considers various built environment variables such as land use density, regional location, proximity to transit, and various design variables when calculating the project’s internal trips and external trips made by non-auto modes. Table 4 displays the trip generation of the proposed project during the weekday AM and PM peak hours and on a daily basis.

According to this table, the Projected Development Scenario is estimated to generate 1,963 new AM peak hour trips, 2,574 PM peak hour trips, and 34,610 daily vehicle trips. These estimates consider internal trips to the site as well as external trips made by walking/biking. Note that no special adjustments for transit trips were made (see Draft EIR for detailed discussion). Pass-by trips, which represent

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Page 17

drivers already traveling on the street adjacent to the project that decide to patronize the project site, were also considered.

Table 4: Projected Development Scenario Trip Generation

Land Use (ITE Code) Size Daily Trips 1

AM Peak Hour 1 PM Peak Hour 1

In Out Total In Out Total Multifamily Housing Mid-Rise (221) 1,075 du’s 5,848 101 286 387 289 184 473 Senior Adult Housing - Attached (252) 125 du’s 463 9 16 25 18 15 33 General Office (710) 700 ksf 7,006 588 96 684 116 607 723 Full-Service Hotel (310) 235 rooms 1,965 65 45 110 72 69 141 Business Hotel (312) 220 rooms 884 36 50 86 39 32 71 Medical-Dental Office Building (720) 176 ksf 6,674 288 81 369 168 431 599 Movie Theater (444) 8 screens 1,400 0 0 0 55 55 110 Shopping Center (820) 127 ksf 7,073 133 82 215 312 337 649 High-Turnover (Sit-Down) Restaurant (932) 40 ksf 4,487 219 179 398 242 149 391 Quality Restaurant (931) 59 ksf 4,947 22 21 43 308 152 460 Fast-Food Restaurant with Drive-Through Window (934) 10 ksf 4,710 205 197 402 170 157 327

Day Care Center (565) 12 ksf 571 70 62 132 63 70 133 Recreational Community Center (495) 33 ksf 951 38 20 58 36 40 76 Total Trips 46,979 1,774 1,135 2,909 1,888 2,298 4,186 Internal Trips 2 -5,070 -313 -207 -520 -376 -458 -834 External Walk/Bike Trips 3 -2,584 -104 -68 -172 -94 -114 -208 Total External Vehicle Trips 39,325 1,357 860 2,217 1,418 1,726 3,144 Pass-By Trips 4 -4,715 -127 -127 -254 -285 -285 -570 New Vehicle Trips 34,610 1,230 733 1,963 1,133 1,441 2,574

Notes: 1 Based on trip generation rates published in Trip Generation Manual, 10th Edition (Institute of Transportation Engineers, 2017). 2 Internal trips of 10.8% daily, 17.9% AM peak hour, and 19.9% PM peak hour based on MXD+ Model (see prior page for description of model). 3 External Walk/Bike trips of 5.6% daily, 5.9% AM peak hour, and 5.0% PM peak hour based on MXD+ Model (see prior page for description of model). 4 Based on the following pass-by percentages published in Trip Generation Handbook, 3rd Edition (Institute of Transportation Engineers, 2017): - Shopping Center: 17% during daily and AM peak hour and 34% during PM peak hour - Quality and High-Turnover Sit-Down Restaurants: 22% during daily and AM peak hour and 44% during PM peak hour - Fast-Food Restaurant: 50% during daily, AM, and PM peak hours. du = dwelling unit. Ksf = thousand square feet.


The majority (about 63 percent) of AM peak hour trips are inbound, while the majority (56 percent) of PM peak hour trips are outbound.


Page 18

Table 5 shows that the Projected Development Scenario would remove a considerable amount of existing trips currently being generated by Sunrise Mall. After accounting for those eliminated trips, the Projected Development Scenario would add a net increase of approximately 1,730 new AM peak hour and 1,890 new PM peak hour trips to the surrounding roadway network.

Table 5: Net Increase in Vehicle Trips Due to Projected Development Scenario

Scenario

Daily AM Peak Hour PM Peak Hour

Gross Vehicle Trips

New Vehicle Trips

Gross Vehicle Trips

New Vehicle Trips

Gross Vehicle Trips

New Vehicle Trips

Projected Development Scenario – Project Trips Only 39,325 34,610 2,217 1,963 3,144 2,574 Existing Sunrise Mall Trips (to be Removed) -10,626 -9,165 -276 -229 -1,031 -681 Net Increase in Trips 28,699 25,445 1,941 1,734 2,113 1,893 Notes:

1 Gross vehicle trips represent all vehicle trips that enter/exit the project site (including both new and pass-by trips). 2 New vehicle trips represent new vehicle trips added to the surrounding roadway system that enter/exit the project site.


Full occupancy/operations of existing Sunrise Mall (i.e., 1,163 ksf occupied square feet of retail) is estimated to generate 31,900 gross vehicle trips with 730 occurring during the AM peak hour and 3,340 occurring during the PM peak hour. After accounting for the effects of pass-by traffic, full occupancy would generate about 26,500 new trips with 610 occurring during the AM peak hour and 2,200 occurring during the PM peak hour. This data is derived using trip generation rates published in the Trip Generation Manual (Institute of Transportation Engineers, 2017). This finding is important because it reveals the following conclusions:

• The Projected Development Scenario would result in about 220 percent more new AM peak hour trips and 17 percent more new PM peak hour trips when compared to Sunrise Mall full occupancy/operations.

• Hence, when compared to conditions when Sunrise Mall was operating at/near capacity (i.e., late 1990s and early 2000s), traffic conditions surrounding the property can generally be expected to be much busier during the AM peak hour and modestly busier during the PM peak hour.

Vehicle Trip Distribution

Figure 7 shows the expected distribution of project trips. The proposed project contains a variety of land

uses which are expected to have different trip distributions. Separate distribution percentages were developed for retail, residential, and office (see Draft EIR for details).

Bird

cage

St

Fair O

aks B

lvd

Greenback Ln

Kingswood Dr

Macy Plaza Dr

Arcadia Dr

Sunr

ise Vi

sta D

r

Sun Hill Dr

Celin

e Dr

Denton Way

Bonh

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Trip Distribution

Retail Sunrise TomorrowSpecific Plan Boundary

Figure 7

Residential

Parking Structure

27% 30% 22%

11%8%15%

25%25%33%

6%4%3%

2%4%

2%

24%29%

30%

xx%xx%xx%

Office/Institutional Trip Distribution Percentage

Residential Trip Distribution Percentage

Retail Trip Distribution Percentage

Office/Institutional Office/Institutional/Retail

Residential/Retail


Page 20

Figure 8 shows the weekday AM and PM peak hour traffic volumes for the Existing Plus Projected Development scenario. This figure also displays the lane configurations and traffic controls present under this scenario, most of which were described earlier in this chapter. Notable changes in signal phasing include the modification of the east-west lane configurations at the Sunrise Boulevard/Birdcage Center/Primary Street A (#3) and Sunrise Boulevard/Macy Plaza Drive/Parkway B (#7) intersections to enable more efficient protected left-turn phasing (versus continued split-phasing operations). Additionally, all three signals serving the project on Sunrise Boulevard would each have two crosswalks across Sunrise Boulevard. The project would also modify the north and south approaches at the Greenback Lane/Arcadia Drive/Parkway A (#9) intersection to include protected left-turn phasing and a new west leg crosswalk.

Intersection Operations

Table 6 displays the operational results at the study intersections under Existing Plus Projected Development scenario conditions (refer to Appendix B for technical calculations).

Table 6. Intersection Operations – Existing Plus Project Conditions


Existing Conditions Existing Plus Project

Conditions

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

1. Sunrise Blvd/Greenback Ln Signal D / 41 E / 59 D / 46 E / 71

2. Sunrise Blvd/Sunrise Dwy Side Street Stop A / 9 (EB RT)

C / 23 (WB RT)

C / 21 (EB RT)

E / 48 (WB RT)

3. Sunrise Blvd/ Birdcage Center/Primary Street A Signal A / 9 C / 24 B / 20 F / 89

4. Sunrise Blvd/Project Dwy 3 Side Street Stop B / 10 (EB RT)

C / 16 (WB RT)

B / 12 (EB RT)

B / 14 (EB RT)

5. Sunrise Blvd/Primary Street B Side Street Stop/ Signal 1

B / 10 (NB LT)

C / 25 (SB LT) C / 21 D / 54

6. Sunrise Blvd/Primary Street C Side Street Stop A / 8 (EB RT)

C / 15 (WB RT)

B / 10 (WB RT)

F / 181 (WB RT)

7. Sunrise Blvd/Macy Plaza Dr/Parkway B Signal A / 10 C / 22 C / 20 E / 64

8. Greenback Lane/Entry E Side Street Stop B / 15 (SB LT)

D / 28 (SB LT)

C / 16 (EB LT)

D / 27 (SB LT)

9. Arcadia Dr/Greenback Ln/Parkway A Signal B / 18 C / 30 B / 20 C / 33

10. Greenback Ln/Project Dwy 4 Side Street Stop A / 3 (NB RT)

B / 12 (NB RT)

A / 10 (NB RT)

B / 11 (NB RT)

Notes: 1 Intersection is signalized under “plus project” conditions. For signal control, the overall intersection LOS and control delay (in seconds per vehicle) is reported. With side street stop control, the LOS and delay for the worst movement is reported with the movement listed in parentheses. Source: Fehr & Peers, 2021.

Greenback Ln

Sunr

ise B

lvd

Fair

Oaks

Blv

d

Parkway "B"

Sunr

ise V

ista

Dr

Birdcage Center

Arca

dia

Dr

Primary St "A"

Sunrise Drwy

Marketplace Drwy

Primary St "B"

Primary St "C"

Entry "E"

GreenbackDrw

yParkway "A"

Macy Plaza Dr

98

7

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Greenback Ln

Marketplace Drwy

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Gre

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Greenback Ln

Primary St "B"

Sunr

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Sunr

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Blvd

Arca

dia

Dr

Sunr

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Blvd

Primary St "A"Sunrise Drwy

Sunr

ise

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Parkway "B"

Sunr

ise

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Sunr

ise

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Sunr

ise

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Primary St "C"

2 (7

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3 (5

75)

863

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100

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1,07

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1,23

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(166

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(1,7

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(148

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42 (9

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1,27

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1,376 (1,529)5 (6)

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8 (15)164 (263)

1,112 (1,056)374 (392)

16 (40)

8 (17)17 (24)

1,205 (1,203)51 (67)

1 (4)9 (81)

1,234 (1,202)146 (161)

33 (138)20 (10)

6 (27)

18 (71) 5 (24)10 (10)

0 (94)

82 (126)1,247 (1,258)151 (160)21 (21)

12 (54)1,344 (1,482)

152 (209)10 (20)90 (180)

48 (125)10 (10)94 (184)

44 (79)9 (20)67 (157)

1,501 (1,565)

76 (158)

90 (120)1,057 (1,183)200 (258)2 (9)

59 (107)

8. Greenback Ln/Entry "E"

2. Sunrise Blvd/Sunrise Drwy1. Sunrise Blvd/Greenback Ln

6. Sunrise Blvd/Primary St "C"5. Sunrise Blvd/Primary St "B"4. Sunrise Blvd/Marketplace Drwy

10. Greenback Drwy/Greenback Ln9. Arcadia Dr/Greenback Ln/Parkway "A"7. Sunrise Blvd/Macy Plaza Dr/Parkway "B"

3. Sunrise Blvd/Birdcage Center/Primary St "A"

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Existing Plus Project Conditions

Figure 8

Study IntersectionProposed Project LanduseProject Boundary


Traffic SignalStop Sign

Turn Lanea

1


Page 22

This table shows substantially worsened operations, particularly along Sunrise Boulevard. Operations at the Sunrise Boulevard/Birdcage Center/Primary Street A and Sunrise Boulevard/Macy Plaza Drive/Parkway B intersections would worsen from LOS C to LOS F and E, respectively, during the PM peak hour. Much of the degraded operations are caused by increased traffic desiring to pass through the Sunrise Boulevard/Greenback Lane intersection.

Table 7 displays the queuing results at critical turning movements along the project frontage. Results are shown for both existing and existing plus project conditions. The results in Table 7 require some explanation, as described below:

1. In some cases, vehicles extend out of the back of the turn pocket; in other instances, queued/stopped traffic blocks the path of vehicles desiring to access the turn pocket (and the software reports that as the maximum queue).

2. When queues spill out of a turn pocket or back to an upstream intersection, SimTraffic typically only reports the length of the queue at that given point. Hence, many of the shaded cells in Table 7 illustrate movements that reach their or slightly exceed their specified storage capacity.

3. This table does not assume any on-site access improvements or added storage capacity beyond what is shown in Figure 8. The intent of the table is to determine the extent of queuing that would occur if the project was constructed and no on-site access provisions were made.

Under existing conditions, queue blockages are more frequent during the PM peak hour than AM peak hour, which is to be expected given the considerably greater volumes during this time period. When comparing existing versus existing plus project conditions queuing results, the following conclusions are drawn:

AM Peak Hour

• The project would cause eight specific turning movements to reach or exceed their existing capacity. These include certain movements at the Sunrise Boulevard/Greenback Lane intersection and multiple movements at the project access intersections.

PM Peak Hour

• The project would cause 15 specific turning movements to reach or exceed their existing capacity. It would also exacerbate existing queue spillbacks at a number of locations.

As noted above, not all of the above queuing deficiencies are caused by vehicles that spill out of a turn pocket. Some of those, particularly along Sunrise Boulevard, are due to vehicles being blocked by through traffic from accessing a left or right turn lane.


Page 23

Table 7: Queuing Analysis of Key Movements – Existing Plus Project Conditions

Intersection Control Movement 2 Available Storage

(ft) 3

Maximum Queue (ft) 1

Existing Conditions

Existing Plus Project

Conditions

AM Pk Hr

PM Pk Hr

AM Pk Hr

PM Pk Hr

1. Sunrise Blvd/Greenback Ln Signal

Northbound

Left Turn 200 200 300 300 300

Through 625 325 625 350 650

Right Turn 150 150 250 150 250

Southbound Left Turn 200 175 275 425 325

Through 950 350 500 700 925

Eastbound Through 700 450 575 500 550

Right Turn 110 150 150 150 150

Westbound

Left Turn 275 225 325 200 250

Through 1,150 425 475 300 275

Right Turn 125 275 275 275 175

2. Sunrise Blvd/Sunrise Dwy SSSC Westbound Right Turn 175 25 75 75 225

3. Sunrise Blvd/ Birdcage Center/ Primary Street A

Signal

Northbound Left Turn 275 100 225 150 300

Through 1,650/850 4 150 350 350 875


Through 625 350 550 225 600

Eastbound Left-Turn 300 100 175 100 250

Shared LT/TH/RT (Shared TH/RT) 300 50 175 100 100

Westbound Left Turn 225 25 50 200 300


4. Sunrise Blvd/Dwy 3 SSSC Westbound Right Turn 150, 25 75 Does Not Exist

5. Sunrise Blvd/ Primary Street B

SSSC/ Signal 4


Through 750 0 0 350 800


Through 850 0 0 275 450

Eastbound

Left Turn 325 N / A N / A 25 100

Right Turn (Shared TH/RT)

325 50 125 50 150


Page 24

Westbound

Left Turn 225 N / A N / A 175 275


225 N / A N / A 100 300

6. Sunrise Blvd/ Primary Street C

SSSC Westbound Right Turn 175 25 50 100 425

7. Sunrise Blvd/Macy Plaza Dr/Parkway B

Signal


Through 650 250 525 475 700


Through 1,650/775 4 225 350 275 400

Eastbound

Left/Through (Left-Turn)

125 75 175 125 200

Through (Shared TH/RT)

850 125 200 150 225

Westbound

Left Turn 275 75 150 175 275

Shared LT/TH/RT (Shared TH/RT)

475 125 150 100 200

8. Greenback Ln/ Entry E SSSC Northbound Right Turn 325 25 50 50 75

9. Arcadia Dr/ Greenback Ln/ Parkway A

Signal

Northbound

Left Turn 175 50 150 200 300


175 75 175 250 450

Southbound

Left Turn 175 100 200 150 225


625 175 250 175 275

Eastbound Left Turn 200 150 225 100 100

Through 1,125 325 375 200 325


Through 1,150 325 400 300 350

10. Greenback Ln/ Drwy 3 SSSC Northbound Right Turn 150 25 25 25 50

Notes: 1. Results based on SimTraffic. Maximum queue lengths are rounded to nearest 25 feet. All queues are expressed on a ‘per lane”

basis. Movements that are highlighted represent queues that reach or exceed available storage. 2. Movements shown in parentheses represent changes associated with the proposed project. Unless otherwise specified on arterial

streets, right-turns assumed to occur from the outside through lane. 3. Available storage lengths based on review of aerial imagery and measured to upstream signalized intersection or first internal

driveway. Results of SimTraffic modeling will inform needed on-site storage for project. 4. Project would install new traffic signal at this intersection, which changes available storage at this intersections, and adjacent

locations to the north and south. N / A= Not Applicable because movement is either prohibited or turn lane does not exist under given scenario. Shaded cells represent maximum queues that would equal or exceed the available turn lane storage . Source: Fehr & Peers, 2021.


Page 25

The following page contains an image from the SimTraffic model for weekday PM peak hour conditions. It visually illustrates some of the operational concerns described above along the Sunrise Boulevard corridor:

1. The northbound left-turn movement from Sunrise Boulevard to Greenback Lane spills out of the turn pockets. This causes queue spillback in the through lane on northbound Sunrise Boulevard. It also results in less green time for the southbound through movement due to more green time demand for the northbound left.

2. The vehicle queue in the southbound left-turn lane at Primary Street A exceeds its turn pocket length.

3. Northbound through traffic blocks vehicles from accessing the right-turn at Greenback Lane.

4. Lengthy queues on Sunrise Boulevard cause challenges for motorists to exit the first project driveway (i.e., Sunrise Driveway) south of Greenback Lane.

Solutions to address these queuing issues are discussed in Chapter 5.


Page 26

Image of existing plus project PM peak hour traffic conditions from SimTraffic model

Greenback Lane

Sunrise Dwy.

Primary Street A


Page 27

Chapter 4. Cumulative Conditions

This chapter describes the transportation effects on surrounding roadways of the Projected Development Scenario under cumulative conditions. All technical calculations are contained in Appendix C.

TRAFFIC FORECASTS

The Mitchell Farms Subdivision Draft EIR (2018) contained cumulative plus project peak hour traffic forecasts at the Sunrise Boulevard/Greenback Lane and Greenback Lane/Arcadia Drive intersection. Since the Mitchell Farms forecasts were developed prior to any development proposals for the Sunrise Mall property, they effectively represent cumulative conditions assuming Sunrise Mall remains as is. Thus, the cumulative plus project forecasts from the Mitchell Farms Subdivision Draft EIR (2018) formed the basis of the cumulative no project forecasts for this study. Through balancing of traffic volumes from the two overlapping intersections, it was possible to develop cumulative no project forecasts at all ten study intersections. Those forecasts are contained in Figure 9. Since no operational or capacity-changing improvements are proposed in the site vicinity, the cumulative lane configurations are the same as existing.

Vehicle trips associated with the Projected Development Scenario were added to the Cumulative No Project forecasts (using the same methods as described in Chapter 3) to yield Cumulative Plus Project conditions. The resulting forecasts are shown on Figure 10.

INTERSECTION OPERATIONS

Table 8 displays the operational results at the study intersections under cumulative conditions for each analysis scenario. Based on the growth in background on Sunrise Boulevard and Greenback Lane, conditions are anticipated to worsen considerably relative to current (pre-COVID) levels. The addition of project trips would further worsen conditions. Under existing plus project conditions for the five signalized study intersections, three would operate at LOS E and one would operate at LOS F during the PM peak hour. Under cumulative plus project conditions for those same five signalized study intersections, one would operate at LOS E and four would operate at LOS F during the PM peak hour.

Table 9 displays the queuing results at critical turning movements along the project frontage. Results are shown for cumulative no project and plus project conditions. Similar to the LOS results, results in this table show substantial queuing exceedances throughout the study area. Chapter 5 evaluates how a set of project site access improvements would improve these conditions.

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Sunrise Drwy 2

Sunrise Drwy 1

Sunrise Drwy 3

Sunrise Drwy 4

Sunrise Drwy 5

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GreenbackDrw

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15 (75)

10 (20)165 (285)

1,195 (1,405)160 (185)

20 (40)

0 (15)20 (70)

1,410 (1,625)20 (45)

5 (5)10 (85)

1,420 (1,625)20 (75)

35 (140)5 (20)

10 (30)

20 (75) 25 (115)

85 (130)1,505 (1,535)20 (60)30 (30)

20 (130)1,570 (1,605)

5 (20)5 (15)5 (15)

10 (35)

10 (30)

15 (25)30 (50)25 (100)

1,640 (1,755)

5 (10)

65 (85)1,330 (1,345)180 (245)5 (20)

5 (35)

9. Arcadia Dr/Greenback Ln

1. Sunrise Blvd/Greenback Ln

7. Sunrise Blvd/Macy Plaza Dr

5. Sunrise Blvd/Sunrise Drwy 4

2. Sunrise Blvd/Sunrise Drwy 1

4. Sunrise Blvd/Sunrise Drwy 3 6. Sunrise Blvd/Sunrise Drwy 5

8. Greenback Drwy 1/Greenback Ln 10. Greenback Drwy 2/Greenback Ln

3. Sunrise Blvd/Birdcage Center/Sunrise Mall

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Cumulative No Project Conditions

Figure 9

Study IntersectionSunrise Mall



Turn Lanea

1

SunriseMall

Greenback Ln

Sunr

ise B

lvd

Fair

Oaks

Blv

d

Parkway "B"

Sunr

ise V

ista

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Birdcage Center

Arca

dia

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Primary St "A"

Sunrise Drwy

Marketplace Drwy

Primary St "B"

Primary St "C"

Entry "E"

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Macy Plaza Dr

98

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Park

way

"A"

Birdcage Center

Greenback Ln

Marketplace Drwy

Macy Plaza Dr

Entry

"E"

Gre

enba

ck D

rwy

Greenback Ln

Primary St "B"

Sunr

ise

Blvd

Sunr

ise

Blvd

Arca

dia

Dr

Sunr

ise

Blvd

Primary St "A"Sunrise Drwy

Sunr

ise

Blvd

Parkway "B"

Sunr

ise

Blvd

Sunr

ise

Blvd

Sunr

ise

Blvd

Primary St "C"

10 (1

0)36

3 (5

81)

1,02

9 (1

,619

)10

5 (2

20)

0 (5

)30

(50)

1,27

8 (1

,987

)12

0 (1

18)

1,44

5 (2

,322

)28

(23)

1,42

8 (2

,160

)

5 (5

)50

(135

)1,

372

(2,0

04)

129

(134

)

85 (2

29)

22 (3

5)82

(197

)

5 (5

)45

(140

)1,

426

(2,0

04)

106

(148

)

12 (2

3)

43 (9

1)

1,47

9 (2

,119

)43

(59)

70 (9

5)21

(47)

82 (1

83)

38 (1

06)

1,64

6 (1

,602

)79

(87)

5 (6

)

5 (8

5)0

(0)

25 (9

5)

15 (6

5)1,

753

(1,7

26)

185

(190

)1,

499

(1,2

64)

204

(192

)20

(35)

20 (9

0)1,

762

(1,5

09)

294

(280

)5

(5)

35 (8

0)2,

061

(1,8

44)

15 (4

0)1,

850

(1,6

87)

25 (8

0)1,

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(1,5

06)

179

(171

)0

(5)

43 (88)27 (35)35 (95)

1,605 (2,035)7 (6)

15 (75)

10 (20)165 (285)

1,291 (1,430)387 (392)

20 (40)

8 (21)20 (70)

1,418 (1,631)64 (71)

5 (5)10 (85)

1,442 (1,607)148 (165)

35 (140)23 (10)10 (30)

20 (75) 5 (24)10 (10)

3 (96)

85 (130)1,507 (1,529)151 (163)30 (30)

20 (130)1,650 (1,744)

155 (213)14 (24)93 (183)

51 (127)10 (10)94 (184)

48 (80)11 (21)68 (158)

1,773 (1,852)

77 (159)

90 (123)1,365 (1,433)200 (258)5 (20)

62 (108)

8. Greenback Ln/Entry "E"

2. Sunrise Blvd/Sunrise Drwy1. Sunrise Blvd/Greenback Ln

6. Sunrise Blvd/Primary St "C"5. Sunrise Blvd/Primary St "B"4. Sunrise Blvd/Marketplace Drwy

10. Greenback Drwy/Greenback Ln9. Arcadia Dr/Greenback Ln/Parkway "A"7. Sunrise Blvd/Macy Plaza Dr/Parkway "B"

3. Sunrise Blvd/Birdcage Center/Primary St "A"

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Cumulative Plus Project Conditions

Figure 10

Study IntersectionProposed Project LanduseProject Boundary



Turn Lanea

1


Page 30

Table 8. Intersection Operations – Cumulative Conditions




AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

1. Sunrise Blvd/ Greenback Ln Signal D / 42 F / 111 F / 80 F / 124

2. Sunrise Blvd/Sunrise Dwy. Side Street Stop B / 10 (EB RT)

F / 62 (WB RT)

C / 21 (WB RT)

F / 54 (WB RT)

3. Sunrise Blvd/ Birdcage Center/ Primary Street A Signal B / 11 F / 98 C / 23 F / 88

4. Sunrise Blvd/Project Dwy 3 Side Street Stop B / 11 (EB RT)

D / 26 (WB RT)

C / 16 (EB RT)

C / 17 (EB RT)

5. Sunrise Blvd/Primary Street B Side Street Stop/ Signal 1

B / 15 (NB LT)

F / 50 (WB RT) C / 27 F / 87

6. Sunrise Blvd/Primary Street C Side Street Stop A / 10 (EB RT)

C / 24 (WB RT)

B / 13 (WB RT)

F / 237 (WB RT)

7. Sunrise Blvd/Macy Plaza Dr/Parkway B Signal B / 16 D / 55 C / 23 E / 74

8. Greenback Lane/Entry E Side Street Stop D / 28 (SB LT)

F / 130 (SB LT)

D / 31 (EB LT)

F / 509 (NB RT)

9. Arcadia Dr/Greenback Ln/Parkway A Signal C / 20 F / 116 E / 58 F / 132

10. Greenback Ln/Project Dwy 4 Side Street Stop A / 8 (NB RT)

D / 34 (NB RT)

C / 22 (NB RT)

F / 64 (NB RT)



Page 31

Table 9: Queuing Analysis of Key Movements – Cumulative Conditions


(ft) 3


Cumulative No Project

Conditions

Cumulative Plus Project

Conditions

AM Pk Hr

PM Pk Hr

AM Pk Hr

PM Pk Hr


Northbound

Left Turn 200 275 300 300 300

Through 625 375 750 550 650

Right Turn 150 225 250 250 250


Through 950 500 425 950 950

Eastbound Through 700 400 1,175 625 1,175

Right Turn 110 150 150 150 150

Westbound

Left Turn 275 250 275 325 300

Through 1,150 400 425 450 725

Right Turn 125 250 275 275 275

2. Sunrise Blvd/Sunrise Dwy SSSC Westbound Right Turn 175 25 100 125 200


Signal


Through 1,650/850 4 275 875 400 825


Through 625 225 300 250 600

Eastbound Left-Turn 300 75 250 100 275




4. Sunrise Blvd/Dwy 3 SSSC Westbound Right Turn 150, 25 100 Does Not Exist


SSSC/ Signal 4


Through 750 0 0 575 800


Through 850 0 0 325 600

Eastbound Left Turn 325 N / A N / A 50 75

Right Turn 325 50 125 50 150


Page 32

(Shared TH/RT)

Westbound

Left Turn 225 N / A N / A 175 275


225 25 75 100 325


SSSC Westbound Right Turn 175 25 50 100 425


Signal


Through 650 425 650 575 700


Through 1,650/775 4 325 450 325 600

Eastbound


125 75 200 125 225


850 125 250 150 250

Westbound

Left Turn 275 75 175 150 275


475 125 175 125 300

8. Greenback Ln/ Entry E SSSC Northbound Right Turn 325 25 125 50 325


Signal

Northbound

Left Turn 175 75 125 250 300


175 100 250 450 600

Southbound

Left Turn 175 225 250 250 250


625 350 375 550 650

Eastbound Left Turn 200 100 250 150 250

Through 1,125 175 1,100 375 1,125


Through 1,150 325 325 500 625

10. Greenback Ln/ Drwy 3 SSSC Northbound Right Turn 150 25 50 50 100

Notes: 1. Results based on SimTraffic. Maximum queue lengths are rounded to nearest 25 feet. All queues are expressed on a ‘per lane”

basis. Movements that are highlighted represent queues that reach or exceed available storage. 2. Movements shown in parentheses represent changes associated with the proposed project. Unless otherwise specified on arterial

streets, right-turns assumed to occur from the outside through lane. 3. Available storage lengths based on review of aerial imagery and measured to upstream signalized intersection or first internal

driveway. Results of SimTraffic modeling will inform needed on-site storage for project. 4. Project would install new traffic signal at this intersection, which changes available storage at this intersections, and adjacent

locations to the north and south. N / A= Not Applicable because movement is either prohibited or turn lane does not exist under given scenario. Shaded cells represent maximum queues that would equal or exceed the available turn lane storage. Source: Fehr & Peers, 2021.


Page 33

Chapter 5. Project Site Access Improvements

This chapter describes a set of recommended improvements along the project frontage and then evaluates how those improvements would benefit traffic operations. These improvements would also benefit bicyclists, pedestrians, and buses; however, those modes are evaluated in the Draft EIR including how these improvements would benefit them.

RECOMMENDED SITE ACCESS IMPROVEMENTS

A series of meetings was held between Fehr & Peers, Gensler, and City staff to evaluate the feasibility and desirability of certain improvements along the project frontages to enhance overall corridor circulation and site access. An early that arose was the trade-off between maintaining a pedestrian-friendly site while still accommodating the vehicular access needs of the site. In the end, it was determined that a reasonable design solution would be to recommend site access improvements that accommodates the vast majority of movements entering/exiting the site during a typical weekday peak hours assuming buildout of the Projected Development Scenario under a near-term condition (i.e., existing plus project conditions). It was agreed by all that trying to design site improvement for a cumulative condition could be detrimental to the pedestrian feel of the site and also consume considerable land within the site.

Meeting attendees agreed that solutions should focus on addressing conditions in which vehicles would otherwise spill out of left or right-turn lanes into through lanes on arterial streets. Additionally, queue spillbacks within the site should be accommodated, to the extent possible, with an adequate number and length of egress lanes, but not to the extent to which they disrupt the overall site circulation or key architectural elements.

The following describes the major improvements recommended within the public right-of-way along Greenback Lane or Sunrise Boulevard. The timing and responsibility for these improvements are described in the Sunrise Tomorrow Transportation Financing and Implementation Plan, which is contained in the Specific Plan. A variety of other minor improvements are also recommended, which are described in lesser detail later.

• Addition of Third Left-Turn Lane on Northbound Sunrise Boulevard at Greenback Lane – this improvement is necessitated by the increase in traffic caused by the project (334 existing vehicles to 575 vehicles with project during the PM peak hour). While the resulting volume is not substantial in and of itself, it does result in more green time required for this movement, which causes increased delays and queuing on the other intersection approaches. This improvement is further necessitated by


Page 34

the short 180-foot dual left-turn lane design, which causes queues to block travel in the adjacent through lanes.2, 3

• Addition of Second Left-Turn Lane on Southbound Sunrise Boulevard at Primary Street A – this movement would serve nearly 300 vehicles per hour under existing plus project conditions during the AM and PM peak hours, a major increase from the 10 AM and 30 PM peak hour vehicles that currently perform this turn. The added demand would result in vehicles spilling out of the turn lane. It would also, by virtue of requiring much more intersection green time, cause major queue spillbacks on northbound Sunrise Boulevard.4, 5

• Dedicated Northbound Right-Turn Lanes at Project Access Signals on Sunrise Boulevard – these capacity improvements are driven primarily by the need to accommodate bus travel in the corridor. Buses would otherwise incur significant delays due to vehicles waiting to turn right into the site. Refer to Draft EIR for more details on how these improvements would be configured to facilitate bus travel.

A number of other improvements were identified to accommodate project access needs. These require modifications to existing lane assignments (but no right-of-way acquisition) at multiple intersections as well as site plan modifications to provide adequate site access design (in terms of number of ingress/egress lanes and stacking). Figure 11 illustrates the recommended site access improvements including the geometric changes at the Sunrise Boulevard/Greenback Lane intersection.

The following describes the recommended site access improvements (to the extent any type of elaboration is needed, beyond what is shown on Figure 11):

2 The concept of extending the dual left-turn lanes was explored, but rejected due to its ineffectiveness. The large volume increase is caused by the major trip generating land uses and parking facilities accessible from Sunrise Boulevard.

3 Construction of this improvement would require minor lane narrowing on Sunrise Boulevard, including use of part of the 19-foot outside (#3) northbound receiving lane. This could result in the adjacent RT bus stop no longer having a dedicated bus pullout area. This improvement appears feasible to construct without requiring right-of-way from any properties besides minor encroachment into the project site (i.e., outside northbound through lane would occupy part of where the right-turn lane currently exists, thereby pushing the right-turn lane further into the site).

4 This improvement would require minor widening easterly into the project site to accommodate the added lane. Although a four-foot raised median is present, additional pavement would be required beyond what could be accomplished with restriping.

5 The second (outside) left-turn lane would also be an important element of the future transit center, providing an opportunity for it to be dedicated to buses only during peak periods to provide direct and efficient access to the center.

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Project Site RecommendationsFigure 11

Sunrise Blvd

Greenback Ln

Entry "E"

Parkway "A"

Arcadia Dr

Greenback Drwy

Sunrise Drwy

Primary St "A"

Mareketplace Drwy

Primary St "B"

Primary St "C"

Parkway "B"

Macy Plaza Dr

"B"

Northbound Right TurnOperates with Overlap Phasing.Westbound U-Turn Prohibited.

Shift Northbound AcceptingLanes to Accomodate ThirdNorthbound Left Turn Pocket

Construct 190 FootRight Turn Pocket

Eastbound Right Turn Operates

with Overlap Phasing.

Northbound U-Turn Prohibited

Eastbound Right Turn PocketLengthened to 160 Feet.

Add Leading Pedestrian Intervals

to East and South Leg Crosswalks.

1

STOP xxx ft

OVLStudy Intersection Traffic Signal

Stop Sign

Existing Turn Lane

Added Lane as Part of Recommended SiteAccess Improvments

Recommended Length of New TurnPocket or Extended Length ofExisting Turn Pocket

Right-Turn Overlap Arrow Add Signalized Crosswalk

Notes:1. Improvements shown here represent changes in lane configurations relative to what currently exists. 2. Signalized study intersections 3, 5, 7, and 9 would be modified to each operate with eight-phase protected left-turn signal phasing.3. These recommendations are based on the Projected Development scenario.These recommendations could change if the quantity/type of land use is altered or if the placement of parking facilities changes.

1 810

2

4

6

STOP

STOP

STOP

STOP

STOP

STOP

STOP

STOP

OVL

1

INSET

Intersection Improvements: Sunrise Blvd & Greenback Ln

200ft

250f

t

250ft250ft

100ft

Existing Signalized Crosswalk

7

9

5

3

Lengthen left-turn lane to 325 feet

Provide 275 feetof throat depth








Page 36

Sunrise Boulevard/Greenback Lane

• Operate a leading pedestrian interval (LPI) at the east and south leg crosswalks. This requires specific signal equipment and phasing to create a separate set of signal indications and phasing for the northbound and westbound right-turn movements (such that they are held red, while the adjacent through lanes receive a green indication). LPI’s are recommended here, based on the PMP and site observations of near misses to pedestrians. LPI’s enables pedestrians to be more visible which contributes to reduced likelihood of conflicts with right turning vehicles.

• Lengthen the northbound right-turn lane to 190 feet. This is the maximum amount of storage that can be provided without encroaching into the first project driveway south of Greenback Lane. This would require minor encroachment into the project site.

• Lengthen the eastbound right-turn lane to 160 feet. This requires extension of the striping using available pavement, but no widening or relocation of curb, gutter, and sidewalk.

• Operate the northbound and eastbound approaches with right-turn overlap phasing. This will require the northbound and westbound approaches to prohibit u-turns (both movements accommodate fewer than 10 vehicles during peak hours).

Sunrise Boulevard/Birdcage Drive/Primary Street A

• Modify east-west approaches to operate with protected left-turn phasing6 including three outbound lanes from the project site (left, through, and a right-turn) with a right-turn overlap arrow.

• Add a crosswalk on the north leg of the intersection. • Refer to Draft EIR for specific operational improvements that should be considered in the northbound

right-turn lane to accommodate a bus “queue jump” movement.

Sunrise Boulevard/Primary Street B

• Operate east-west approaches with protected left-turn phasing. • Add a crosswalk on both the north and south legs of the intersection.

Sunrise Boulevard/Macy Plaza Drive/Parkway B

• Modify east-west approaches to operate with protected left-turn phasing. • Add a crosswalk on the south leg of the intersection.

6 In nearly all instances, protected left-turn phasing (i.e., opposing left-turns operate simultaneously followed by through movements) is more efficient than the alternative of split-phasing (i.e., eastbound travel followed by westbound travel). Additionally, protected left-turn phasing enables the addition of more crosswalks across arterial streets without causing undue delays to arterial street travel. Swept path analyses of all three intersections proposed to include protected left-turn phasing confirmed simultaneous left-turns can be made.


Page 37

• The length of the recommended 100-foot deceleration lane on northbound Sunrise Boulevard is limited by the southerly limits of the project site.

Greenback Lane/Arcadia Drive/Parkway A

• Use the four-lane cross-section of Parkway A (south of Greenback Lane) to be comprised of one inbound lane and three outbound lanes (two left-turns and one through/right lane).

• Modify lane assignments on southbound Arcadia Drive to consist of a dedicated left and a shared through/right lane7.

• Add a crosswalk on the west leg of the intersection. • Lengthen the westbound left-turn from 290 to 325 feet. This would require removal of a portion of a

small, landscaped area that contains several palm trees.

Figure 11 displays a number of other improvements (not described above) that relate to site access improvements, particularly the amount of throat depth required to accommodate motorists waiting to exit the site onto Sunrise Boulevard or Greenback Lane. INTERSECTION OPERATIONS

Table 10 displays the operational results at the study intersections under existing plus project conditions with the recommended site access improvements. Table 11 shows the effectiveness of these improvements under cumulative plus project conditions.

Table 12 displays the maximum queues expected under existing plus project conditions with the recommended site access improvements. Table 13 shows similar information under cumulative plus project conditions with the improvements in place.

Key Findings of Existing Plus Project Conditions with Recommended Site Access Improvements

The following important results come from Tables 10 and 12:

• With the recommended improvements in place, all signalized study intersections would operate at LOS E or better, which meets the City’s minimum LOS policy. However, it is noted that intersections along both corridors are not required to actually achieve LOS E because they are part of several exempted arterial streets where LOS F may be accepted (see General Plan Policy 29.2).

7 A bus stop is located on the west side of Arcadia Drive a short distance north of this intersection. However, no buses leave this site and then turn left onto eastbound Greenback Lane. Hence, the modification of the outside lane from a shared left/through/right lane to a through/right lane would not introduce a new, undesired bus weaving movement.


Page 38

• The queuing benefits associated with the recommended improvements are also apparent, as evidenced by the following:

o The southbound through maximum queue on Sunrise Boulevard at Greenback Lane would be reduced from 925 to 450 feet during the PM peak hour with the recommended improvements. This is due primarily to the decrease in green time needed for the northbound left-turn movement due to the third left-turn lane.

o The southbound left-turn lane maximum queue at the Sunrise Boulevard/Birdcage Drive/Primary Street A intersection would no longer exceed the available storage, thereby eliminating the undesirable effect of vehicles spilling out of the turn pocket into the #1 through lane.

o The recommended lengthening of the westbound left-turn lane on Greenback Lane at Arcadia Drive/Parkway A would result in adequate storage being provided for that movement.

o The project’s greatest outbound typical peak travel demand would occur during the weekday PM peak hour. The project would have 14 distinct turn lanes that provide egress from the site. When maximum queues at each of those locations are reviewed, the following results are found:

Maximum queue would be less than recommended storage = 5 locations.

Maximum queue would equal recommended storage = 7 locations.

Maximum queue would exceed recommended storage = 2 locations (westbound left-turn exiting at Primary Street A exceeds available storage by one vehicle and westbound right exceeding Primary Street C exceeds available storage by four vehicles).

The above results suggest that project site has been designed to provide adequate egress to accommodate a typical weekday PM peak hour condition. The benefits of maintaining the site design outweigh the consequences of on-site storage exceedance occurring once or twice during the PM peak hour by a couple of cars.

• Certain turn lanes along both Sunrise Boulevard and Greenback Lane show maximum queues that exceed their available storage. As noted previously, this occurs as a result of through traffic blocking access to the turn lane. Those instances result in increased delays to both through and turning vehicles, but do not cause the undesirable effect of a vehicle spilling out a turn pocket into an adjacent through lane. The recommendations shown on Figure 11 address such instances.


Page 39

Key Findings of Cumulative Plus Project Conditions with Recommended Site Access Improvements

The following important results come from Tables 11 and 13 (as well as the traffic forecasts on Figures 3 and 8):

• Background traffic levels are expected to increase by 20 to 30 percent on Sunrise Boulevard and Greenback Lane. This growth is sufficient to cause operations to degrade to LOS F under Cumulative no Project PM peak hour conditions at three of the four signalized study intersections. Recall that these intersections currently all operate at LOS E or better. Given this, it is to be expected that Cumulative plus Project intersection operations also show considerably degraded performance.

• Chart 1 shows the percentage of motorists along Sunrise Boulevard and Greenback Lane along the project frontage that do not have a trip origin or destination in the City. This data was collected by Streetlight Data, Inc. in Fall 2018 and Spring 2019. As shown, between half and three-quarters of trips are regional. This helps explain why the City has adopted General Plan Policy 29.2. It acknowledges that routes like these serve a high proportion of non-local trips. Thus, additional street widening to achieve a certain LOS target is not desirable as that widening is accommodating primarily non-local trips.

• The project’s greatest outbound typical peak travel demand would occur during the weekday PM peak hour. Of the project’s 14 distinct turn lanes, five would have vehicle storage that can accommodate the maximum queue. However, the nine would not. This is due to more severe congestion on the arterial streets, which makes egress from the site more difficult. As mentioned previously, the recommended site access improvements are not intended to accommodate site access needs under cumulative conditions, as such needs could adversely affect the overall site plan and its architectural elements.

22% 43% 50%24%

78% 57% 50%76%

NB Sunrise Blvd

SB Sunrise Blvd

EB Greenback Lane

WB Greenback Lane

Chart 1: Proportion of Local vs. Through Trips

Citrus Heights Cut-Through


Page 40

Table 10. Intersection Operations – Existing Plus Project Conditions with Site Access Improvements


Existing Conditions Existing Plus Project

Conditions

Existing Plus Project Conditions with Site

Improvements

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

1. Sunrise Blvd/Greenback Ln Signal D / 41 E / 59 D / 46 E / 71 D / 40 D / 53

2. Sunrise Blvd/Sunrise Dwy Side Street Stop

A / 9 (EB RT)

C / 23 (WB RT)

C / 21 (EB RT)

E / 48 (WB RT)

B /15 (EB RT)

D / 29 (WB RT)

3. Sunrise Blvd/ Birdcage Center/ Primary Street A Signal A / 9 C / 24 B / 20 F / 89 B / 18 E / 72

4. Sunrise Blvd/Project Dwy 3 Side Street Stop

B / 10 (EB RT)

C / 16 (WB RT)

B / 12 (EB RT)

B / 14 (EB RT)

A / 10 (EB RT)

B / 12 (EB RT)

5. Sunrise Blvd/Primary Street B

Side Street Stop/

Signal 1

B / 10 (NB LT)

C / 25 (SB LT) C / 21 D / 54 B / 19 D / 51

6. Sunrise Blvd/Primary Street C

Side Street Stop

A / 8 (EB RT)

C / 15 (WB RT)

B / 10 (WB RT)

F / 181 (WB RT)

A / 10 (WB RT)

F / 148 (WB RT)

7. Sunrise Blvd/Macy Plaza Dr/Parkway B Signal A / 10 C / 22 C / 20 E / 64 B / 14 E / 56

8. Greenback Lane/Entry E Side Street Stop

B / 15 (SB LT)

D / 28 (SB LT)

C / 16 (EB LT)

D / 27 (SB LT)

C / 25 (SB LT)

D / 25 (SB LT)

9. Arcadia Dr/Greenback Ln/Parkway A Signal B / 18 C / 30 B / 20 C / 33 B / 18 C / 27

10. Greenback Ln/Project Dwy 4

Side Street Stop

A / 3 (NB RT)

B / 12 (NB RT)

A / 10 (NB RT)

B / 11 (NB RT)

A / 9 (NB RT)

B / 10 (NB RT)



Page 41

Table 11. Intersection Operations – Cumulative Conditions with Site Access Improvements




Cumulative Plus Project Conditions Site

Improvements

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

1. Sunrise Blvd/ Greenback Ln Signal D / 42 F / 111 F / 80 F / 124 E / 72 F / 104

2. Sunrise Blvd/Sunrise Dwy Side Street Stop

B / 10 (EB RT)

F / 62 (WB RT)

C / 21 (WB RT)

F / 54 (WB RT)

C / 24 (EB RT)

E / 49 (WB RT)

3. Sunrise Blvd/ Birdcage Center/ Primary Street A Signal B / 11 F / 98 C / 23 F / 88 B / 19 F / 83

4. Sunrise Blvd/Project Dwy 3

Side Street Stop

B / 11 (EB RT)

D / 26 (WB RT)

C / 16 (EB RT)

C / 17 (EB RT)

B / 13 (EB RT)

B / 15 (EB RT)

5. Sunrise Blvd/Primary Street B

Side Street Stop/

Signal 1

B / 15 (NB LT)

F / 50 (WB RT) C / 27 F / 87 C / 22 F / 91

6. Sunrise Blvd/Primary Street C

Side Street Stop

A / 10 (EB RT)

C / 24 (WB RT)

B / 13 (WB RT)

F / 237 (WB RT)

B / 13 (WB RT)

F / 277 (WB RT)

7. Sunrise Blvd/Macy Plaza Dr/Parkway B Signal B / 16 D / 55 C / 23 E / 74 B / 15 E / 77

8. Greenback Lane/Entry E Side Street Stop

D / 28 (SB LT)

F / 130 (SB LT)

D / 31 (EB LT)

F / 509 (NB RT)

E / 42 (NB RT)

F / 743 (NB RT)

9. Arcadia Dr/Greenback Ln/Parkway A Signal C / 20 F / 116 E / 58 F / 132 E / 66 F / 139

10. Greenback Ln/Project Dwy 4

Side Street Stop

A / 8 (NB RT)

D / 34 (NB RT)

C / 22 (NB RT)

F / 64 (NB RT)

E / 44 (NB RT)

E / 49 (NB RT)


Tomorrow Specific Plan Draft EIR Local Transportation Analysis

Page 42

Table 12: Queuing Analysis of Key Movements – Existing Plus Project Conditions with Site Access Improvements


(ft) 3


Existing Conditions Existing Plus Project Conditions

Existing Plus Project Conditions with Site

Access Improvements

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour


Northbound

Left Turn 200 200 300 300 300 275 300

Through 625 325 625 350 650 375 625

Right Turn 150 (190) 150 250 150 250 100 150

Southbound Left Turn 200 175 275 425 325 425 375

Through 950 350 500 700 925 700 450

Eastbound Through 700 450 575 500 550 450 625

Right Turn 110 (160) 150 150 150 150 200 150

Westbound

Left Turn 275 225 325 200 250 175 275

Through 1,150 425 475 300 275 250 375

Right Turn 125 275 275 275 175 100 250

2. Sunrise Blvd/Sunrise Dwy SSSC Westbound Right Turn 175 (150) 25 75 75 225 75 150


Signal

Northbound

Left Turn 275 100 225 150 300 100 300

Through 1,650/850 4 150 350 350 875 250 850

Right-Turn N / A (250) Does Not Exist Does Not Exist 100 300


Through 625 350 550 225 600 250 300

Eastbound Left-Turn 300 100 175 100 250 100 275

Shared LT/TH/RT (Shared TH/RT) 300 50 175 100 100 75 100


Page 43

Westbound

Left Turn 225 (300) 25 50 200 300 175 325

Shared LT/TH/RT (TH Only) 225 (300) 25 75 225 375 50 300

Right N / A (300) Does Not Exist Does Not Exist 125 250

4. Sunrise Blvd/Dwy 3 SSSC Westbound Right Turn 150, 25 75 Does Not Exist Does Not Exist


SSSC/ Signal 4

Northbound

Left Turn 275 75 150 150 300 125 300

Through 750 0 0 350 800 275 800

Right Turn N / A (250) Does Not Exist Does Not Exist 175 300


Through 850 0 0 275 450 275 450

Eastbound

Left Turn 325 N / A N / A 25 100 25 75


325 50 125 50 150 50 125

Westbound

Left Turn 225 (300) N / A N / A 175 275 200 300


225 (300) N / A N / A 100 300 75 275


SSSC Westbound Right Turn 175 (250) 25 50 100 425 50 350


Signal

Northbound

Left Turn 225 150 250 225 250 175 250

Through 650 250 525 475 700 300 675



Through 1,650/775 4 225 350 275 400 275 375

Eastbound


125 75 175 125 200 100 175


850 125 200 150 225 150 200

Westbound Left Turn 275 (250) 75 150 175 275 150 250


Page 44


475 (250) 125 150 100 200 100 200

8. Greenback Ln/ Entry E SSSC Northbound Right Turn 325 (100) 25 50 50 75 50 100


Signal

Northbound

Left Turn 175 (275) 50 150 200 300 150 250


175 (275) 75 175 250 450 175 275

Southbound

Left Turn 175 100 200 150 225 150 225


625 175 250 175 275 100 225

Eastbound Left Turn 200 150 225 100 100 100 100

Through 1,125 325 375 200 325 225 275


Through 1,150 325 400 300 350 175 325

10. Greenback Ln/ Drwy 3 SSSC Northbound Right Turn 150 25 25 25 50 25 50

Notes: 1. Results based on SimTraffic. Maximum queue lengths are rounded to nearest 25 feet. All queues are expressed on a ‘per lane” basis. Movements that are highlighted represent

queues that reach or exceed available storage. 2. Movements shown in parentheses represent changes associated with the proposed project. Unless otherwise specified on arterial streets, right-turns assumed to occur from the

outside through lane. 3. Available storage lengths based on review of aerial imagery and measured to upstream signalized intersection or first internal driveway. Storage values shown in parentheses

represent recommended for the proposed project. 4. Project would install new traffic signal at this intersection, which changes available storage at this intersections, and adjacent locations to the north and south.

N / A= Not Applicable because movement is either prohibited or turn lane does not exist under given scenario. Shaded cells represent maximum queues that would equal or exceed the available turn lane storage. Source: Fehr & Peers, 2021.


Page 45

Table 13: Queuing Analysis of Key Movements – Cumulative Conditions with Site Access Improvements


(ft) 3




Cumulative Plus Project Conditions with Site

Access Improvements

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour

AM Peak Hour

PM Peak Hour


Northbound

Left Turn 200 275 300 300 300 300 300

Through 625 375 750 550 650 500 650

Right Turn 150 (190) 225 250 250 250 100 150


Through 950 500 425 950 950 950 825

Eastbound Through 700 400 1,175 625 1,175 550 1,150

Right Turn 110 (160) 150 150 150 150 200 200

Westbound

Left Turn 275 250 275 325 300 225 325

Through 1,150 400 425 450 725 400 750

Right Turn 125 250 275 275 275 275 275

2. Sunrise Blvd/Sunrise Dwy SSSC Westbound Right Turn 175 (150) 25 100 125 200 75 200


Signal

Northbound

Left Turn 275 100 300 225 300 100 300

Through 1,650/850 4 275 875 400 825 375 850

Right-Turn N / A (250) Does Not Exist Does Not Exist 200 300


Through 625 225 300 250 600 250 300

Eastbound Left-Turn 300 75 250 100 275 100 275

Shared LT/TH/RT (Shared TH/RT) 300 50 200 100 100 100 100



Page 46

Shared LT/TH/RT (TH Only) 225 (300) 50 125 250 400 50 300

Right N / A (300) Does Not Exist Does Not Exist 150 300

4. Sunrise Blvd/Dwy 3 SSSC Westbound Right Turn 150, 26 100 Does Not Exist Does Not Exist


SSSC/ Signal 4

Northbound

Left Turn 275 100 300 250 300 250 300

Through 750 0 0 575 800 350 800



Through 850 0 0 325 600 325 600

Eastbound

Left Turn 325 N / A N / A 50 75 50 100


325 50 125 50 150 50 150

Westbound

Left Turn 225 (300) N / A N / A 175 275 175 275


225 (300) 25 75 100 325 100 225


SSSC Westbound Right Turn 175 (250) 25 50 100 425 100 450


Signal

Northbound

Left Turn 225 175 250 225 250 200 250

Through 650 425 650 575 700 325 700



Through 1,650/775 4 325 450 325 600 300 400

Eastbound


125 75 200 125 225 100 225


850 125 250 150 250 125 250


Shared LT/TH/RT 475 (250) 125 175 125 300 100 350


Page 47

(Shared TH/RT)

8. Greenback Ln/ Entry E SSSC Northbound Right Turn 325 (100) 25 125 50 325 75 300


Signal

Northbound

Left Turn 175 (275) 75 125 250 300 200 400


175 (275) 100 250 450 600 325 575

Southbound

Left Turn 175 225 250 250 250 200 250


625 350 375 550 650 300 650

Eastbound Left Turn 200 100 250 150 250 150 250

Through 1,125 175 1,100 375 1,125 475 1.075


Through 1,150 325 325 500 625 475 600

10. Greenback Ln/ Drwy 3 SSSC Northbound Right Turn 150 25 50 50 100 25 75

Notes: 1. Results based on SimTraffic. Maximum queue lengths are rounded to nearest 25 feet. All queues are expressed on a ‘per lane” basis. Movements that are highlighted represent

queues that reach or exceed available storage. 2. Movements shown in parentheses represent changes associated with the proposed project. Unless otherwise specified on arterial streets, right-turns assumed to occur from the

outside through lane. 3. Available storage lengths based on review of aerial imagery and measured to upstream signalized intersection or first internal driveway. Storage values shown in parentheses

represent recommended for the proposed project. 4. Project would install new traffic signal at this intersection, which changes available storage at this intersections, and adjacent locations to the north and south.

N / A= Not Applicable because movement is either prohibited or turn lane does not exist under given scenario. Shaded cells represent maximum queues that would equal or exceed the available turn lane storage. Source: Fehr & Peers, 2021.


Page 48

Technical Appendices

Appendix A – Intersection Technical Calculations

SimTraffic Post‐Processor Sunrise Tomorrow SP & EIRAverage Data from 10 Runs Existing ConditionsIntersection Volume and Delay AM Peak Hour

DemandVolume Standard GEH Worst

Control (vph) Average Deviation Minimum Maximum Statistic Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 4,785 4,805 100.4% 67 4,692 4,901 0.3 40.8 4.6 33.4 44.4 D2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 2,222 2,209 99.4% 45 2,127 2,275 0.3 9.4 5.8 2.7 19.7 A EBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 2,226 2,215 99.5% 42 2,151 2,278 0.2 8.7 2.3 5.1 11.6 A4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 2,181 2,173 99.6% 41 2,107 2,245 0.2 10.2 3.3 5.4 16.9 B EBRT5 Sunrise Blvd/Sunrise Drwy 4 Side‐street Stop 2,238 2,229 99.6% 40 2,169 2,300 0.2 10.4 5.2 4.8 23.2 B NBLT6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 2,206 2,195 99.5% 39 2,139 2,268 0.2 7.7 5.7 2.6 17.2 A EBRT7 Sunrise Blvd/Macy Plaza Dr Signal 2,364 2,357 99.7% 27 2,322 2,413 0.1 9.8 2.4 5.7 13.3 A8 Greenback Drwy 1/Greenback Ln Side‐street Stop 2,529 2,536 100.3% 61 2,428 2,633 0.1 14.7 16.6 0.0 38.9 B SBLT9 Arcadia Dr/Greenback Ln Signal 2,721 2,722 100.0% 63 2,625 2,840 0.0 17.5 3.5 12.7 21.0 B10 Greenback Drwy 3/Greenback Ln Side‐street Stop 2,674 2,674 100.0% 68 2,566 2,800 0.0 2.9 5.6 0.0 16.1 A NBRT

51 Sunrise Blvd/Arcadia Dr Signal 2,628 2,623 99.8% 48 2,543 2,713 0.1 11.5 1.3 9.8 13.8 B52 Birdcage Ln/Greenback Ln Signal 3,102 3,143 101.3% 46 3,065 3,200 0.7 25.1 3.4 21.5 32.4 C53 Fair Oaks Blvd/Greenback Ln Signal 4,066 4,060 99.9% 65 3,982 4,174 0.1 45.8 9.7 31.1 63.1 D54 Sunrise Blvd/Kingswood Dr Signal 2,442 2,437 99.8% 39 2,374 2,515 0.1 11.5 1.2 9.5 13.5 B

38,38438,377100.0%0.0

Note: For Side‐street Stop and Uncontrolled intersections, the highest delay by movement is reported. The movement with the highest delay is reported as the worst movement.

Total Delay (sec/veh)

Total Volume Served (veh/hr)Percent ServedGEH Statistic

Served Volume (vph)Percent ServedIntersection

Network SummaryTotal Demand Volume (veh/hr)

Fehr & Peers 10/28/2020

SimTraffic Post‐Processor Sunrise Tomorrow SP & EIRAverage Results from 10 Runs Existing ConditionsVolume and Delay by Movement AM Peak Hour

Intersection 1 Sunrise Blvd/Greenback Ln Signal

Demand Total Delay (sec/veh)Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS

Left Turn 162 161 99.3% 55.5 6.9 EThrough 719 721 100.3% 28.4 8.7 CRight Turn 90 83 92.7% 9.5 2.8 A

Subtotal 971 966 99.4% 31.2 6.9 CLeft Turn 139 136 97.8% 65.3 4.9 EThrough 894 887 99.2% 30.9 6.8 CRight Turn 177 179 100.8% 17.1 3.2 B

Subtotal 1,210 1,201 99.3% 32.5 5.2 CLeft Turn 172 178 103.3% 58.8 8.8 EThrough 1,016 1,028 101.1% 47.0 6.8 DRight Turn 147 151 103.0% 23.0 5.0 C

Subtotal 1,335 1,357 101.6% 45.8 6.0 DLeft Turn 182 176 96.6% 72.2 11.1 EThrough 1,022 1,040 101.8% 51.1 13.0 DRight Turn 65 66 101.1% 14.8 8.2 B

Subtotal 1,269 1,281 101.0% 52.0 11.6 DTotal 4,785 4,805 100.4% 40.8 4.6 D

65.7Intersection 2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop


Left TurnThrough 969 964 99.5% 1.6 0.4 ARight Turn 12 13 105.8% 0.3 0.5 A

Subtotal 981 977 99.6% 1.6 0.4 ALeft TurnThrough 1,188 1,182 99.5% 3.4 0.5 ARight Turn 35 32 92.0% 2.4 0.4 A

Subtotal 1,223 1,215 99.3% 3.4 0.5 ALeft TurnThroughRight Turn 16 16 97.5% 9.4 5.8 A

Subtotal 16 16 97.5% 9.4 5.8 ALeft TurnThroughRight Turn 2 2 85.0% 0.6 1.3 A

Subtotal 2 2 85.0% 0.6 1.3 ATotal 2,222 2,209 99.4% 2.7 0.4 A

5.7

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

Fehr & Peers 10/28/2020


Intersection 3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal


Left Turn 30 31 102.7% 33.1 5.7 CThrough 945 941 99.6% 3.0 1.1 ARight Turn 1 2 160.0% 0.7 0.9 A

Subtotal 976 974 99.8% 4.0 1.1 ALeft Turn 7 6 87.1% 48.5 45.0 DThrough 1,177 1,171 99.5% 10.8 4.1 BRight Turn 20 18 88.0% 9.0 4.6 A

Subtotal 1,204 1,195 99.2% 11.0 4.0 BLeft Turn 33 35 105.2% 54.1 12.8 DThrough 2 3 125.0% 24.9 34.2 CRight Turn 6 4 73.3% 4.4 5.2 A

Subtotal 41 42 101.5% 50.6 12.6 DLeft Turn 2 2 90.0% 15.0 36.6 BThrough 1 1 90.0% 0.0 0.0 ARight Turn 2 2 115.0% 3.5 8.5 A

Subtotal 5 5 100.0% 18.1 36.1 BTotal 2,226 2,215 99.5% 8.7 2.3 A



Left TurnThrough 970 969 99.9% 0.5 0.1 ARight Turn 2 4 180.0% 0.1 0.3 A

Subtotal 972 972 100.0% 0.4 0.1 ALeft TurnThrough 1,170 1,159 99.1% 2.7 1.0 ARight Turn 15 16 106.0% 1.4 1.0 A




9.9

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

Fehr & Peers 10/28/2020


Intersection 5 Sunrise Blvd/Sunrise Drwy 4 Side‐street Stop


Left Turn 51 49 95.5% 10.2 4.9 BThrough 964 964 100.0% 0.4 0.1 ARight Turn 5 5 96.0% 0.0 0.0 A

Subtotal 1,020 1,017 99.7% 0.9 0.3 ALeft Turn 16 15 93.1% 7.4 4.2 AThrough 1,149 1,138 99.0% 1.0 0.2 ARight Turn 23 26 111.7% 0.7 0.4 A






Left TurnThrough 1,016 1,013 99.7% 1.7 0.4 ARight Turn 1 1 140.0% 0.5 1.0 A

Subtotal 1,017 1,015 99.8% 1.7 0.4 ALeft TurnThrough 1,161 1,150 99.1% 0.9 0.2 ARight Turn 12 12 98.3% 0.4 0.3 A




7.0

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/28/2020


Intersection 7 Sunrise Blvd/Macy Plaza Dr Signal


Left Turn 43 47 108.8% 51.3 9.8 DThrough 988 984 99.6% 8.6 3.3 ARight Turn 30 30 100.7% 4.9 3.9 A

Subtotal 1,061 1,061 100.0% 10.2 2.9 BLeft Turn 6 5 80.0% 38.7 48.1 DThrough 1,155 1,146 99.2% 5.6 2.4 ARight Turn 12 13 110.0% 5.0 4.3 A

Subtotal 1,173 1,164 99.2% 5.9 2.3 ALeft Turn 16 16 98.1% 57.6 15.6 EThrough 20 21 107.0% 51.1 13.2 DRight Turn 31 32 102.6% 16.3 5.3 B

Subtotal 67 69 102.8% 40.2 7.7 DLeft Turn 24 20 84.6% 53.4 16.1 DThrough 28 31 109.3% 46.5 20.8 DRight Turn 11 12 106.4% 15.2 14.5 B

Subtotal 63 63 99.4% 42.5 11.9 DTotal 2,364 2,357 99.7% 9.8 2.4 A

57.6Intersection 8 Greenback Drwy 1/Greenback Ln Side‐street Stop


Left TurnThroughRight Turn 4 4 95.0% 3.3 3.5 A

Subtotal 4 4 95.0% 3.3 3.5 ALeft Turn 5 4 80.0% 4.4 6.2 AThroughRight Turn 4 5 117.5% 5.0 5.3 A

Subtotal 9 9 96.7% 6.5 5.6 ALeft Turn 10 9 93.0% 11.9 7.7 BThrough 1,212 1,213 100.1% 4.8 0.3 ARight Turn 18 19 104.4% 4.2 1.6 A


Subtotal 1,276 1,283 100.5% 0.5 0.1 ATotal 2,529 2,536 100.3% 2.7 0.2 A

11.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/28/2020


Intersection 9 Arcadia Dr/Greenback Ln Signal


Left Turn 13 13 96.9% 39.4 27.4 DThrough 13 13 96.2% 43.9 23.1 DRight Turn 7 8 110.0% 12.3 12.4 B

Subtotal 33 33 99.4% 36.3 10.9 DLeft Turn 79 79 100.4% 45.1 6.3 DThrough 2 1 65.0% 19.7 34.8 BRight Turn 18 19 105.6% 28.0 18.0 C

Subtotal 99 100 100.6% 41.9 6.6 DLeft Turn 17 16 94.7% 89.9 20.6 FThrough 1,197 1,195 99.9% 22.5 5.5 CRight Turn 7 9 127.1% 16.0 9.9 B

Subtotal 1,221 1,220 99.9% 23.2 5.3 CLeft Turn 41 38 92.2% 51.2 14.7 DThrough 1,245 1,250 100.4% 9.0 3.0 ARight Turn 82 82 99.4% 6.6 3.5 A

Subtotal 1,368 1,370 100.1% 10.0 3.0 BTotal 2,721 2,722 100.0% 17.5 3.5 B




Subtotal 2 1 70.0% 1.8 2.2 ALeft TurnThroughRight Turn

SubtotalLeft TurnThrough 1,301 1,298 99.8% 2.2 0.6 ARight Turn 3 3 106.7% 0.5 0.9 A

Subtotal 1,304 1,301 99.8% 2.2 0.6 ALeft TurnThrough 1,368 1,371 100.2% 1.5 0.6 ARight Turn


2.9

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

Fehr & Peers 10/28/2020

SimTraffic Post‐Processor Sunrise Tomorrow SP & EIRAverage Results from 10 Runs Existing ConditionsQueue Length AM Peak Hour


Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block TimeDirection Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream

U/Left Turns 250 72 6 134 16 160 34 0% 0%Left Turn 250 115 11 238 32 354 2 0% 0%Through 693 279 19 403 35 448 79 36% 0%Right Turn 110 103 12 193 9 150 0 2% 0%


U/Left Turns 175 53 7 103 8 123 14 0% 0%Left Turn 1,175 73 6 123 10 178 94 0% 0%Through 486 153 12 254 32 354 76 9% 0%Right Turn 140 75 12 167 32 224 34 1% 0%




Right Turn 296 14 4 40 5 45 12 0% 0%

Through 237 1 2 11 19 40 54 0% 0%Through/Right 237 1 2 8 15 19 33 0% 0%


Right Turn 244 1 1 10 6 24 13 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB

Fehr & Peers 10/28/2020




Left Turn 533 32 5 73 12 99 29 0% 0%Shared 533 13 3 43 6 62 26 0% 0%

U/Left Turns 250 27 3 65 8 87 24 0% 0%Through 375 33 5 90 13 143 43 0% 0%

Through/Right 807 64 5 118 11 152 25 0% 0%


Through/Right 597 133 16 292 33 354 25 0% 0%

Left Turn 536 2 2 13 8 26 14 0% 0%Shared 536 3 2 19 7 35 8 0% 0%



Right Turn 297 18 3 48 7 60 18 0% 0%



Right Turn 440 6 3 26 7 33 0 0% 0%

WB

EB

NB

SB

EB

NB

SB

WB

Fehr & Peers 10/28/2020




Right Turn 303 21 2 52 6 62 14 0% 0%


Through/Right 250 0 0 0 0 0 0 0% 0%

Left Turn 235 7 1 27 3 44 10 0% 0%Through/Right 392 1 1 8 9 26 24 0% 0%

Right Turn 440 7 3 27 8 33 14 0% 0%



Right Turn 291 13 4 39 5 37 9 0% 0%

Right Turn 420 4 2 21 4 33 1 0% 0%


SB

WB

EB

EB

NB

WB

NB

Fehr & Peers 10/28/2020




Left/Through 120 20 5 55 11 74 24 0% 0%Through/Right 644 45 7 91 13 117 23 0% 0%


Through/Right 636 50 9 131 20 172 28 0% 0%


Through/Right 387 60 8 151 32 230 75 0% 0%

Left Turn 461 18 5 50 9 66 13 0% 0%Shared 461 41 5 85 9 114 27 0% 0%

Intersection 8 Greenback Drwy 1/Greenback Ln Side‐street Stop


U/Left Turns 215 4 2 20 6 36 13 0% 0%Through/Right 608 0 1 2 6 5 16 0% 0%

Right Turn 300 3 2 17 8 27 9 0% 0%

Shared 213 8 3 31 7 40 11 0% 0%


SB

WB

WB

EB

NB

EB

NB

SB

Fehr & Peers 10/28/2020





Through/Right 266 177 23 312 34 330 29 0% 3%

Left Turn 548 12 3 41 7 58 13 0% 0%Shared 548 19 4 52 7 69 21 0% 0%

Left Turn 150 17 7 60 20 108 56 0% 0%Shared 611 73 6 134 15 171 24 1% 0%


Through/Right 246 97 16 227 37 313 24 0% 2%




Right Turn 241 1 1 11 7 25 13 0% 0%

Through 373 2 3 18 24 48 66 0% 0%

EB

EB

NB

WB

NB

SB

WB

Fehr & Peers 10/28/2020

SimTraffic Post‐Processor Sunrise Tomorrow SP & EIRAverage Data from 10 Runs Existing ConditionsIntersection Volume and Delay PM Peak Hour

DemandVolume Standard GEH Worst

Control (vph) Average Deviation Minimum Maximum Statistic Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 5,788 5,775 99.8% 69 5,670 5,865 0.2 59.3 12.9 41.1 84.6 E2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 2,986 2,985 100.0% 53 2,890 3,037 0.0 23.1 19.7 8.0 76.7 C WBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 3,009 3,040 101.0% 58 2,926 3,104 0.6 24.4 6.6 16.1 34.2 C4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 2,792 2,822 101.1% 46 2,730 2,881 0.6 15.7 5.0 7.7 25.2 C WBRT5 Sunrise Blvd/Sunrise Drwy 4 Side‐street Stop 2,998 3,031 101.1% 47 2,958 3,098 0.6 25.0 9.1 7.5 36.4 C SBLT6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 2,968 3,007 101.3% 55 2,916 3,069 0.7 15.3 14.2 0.0 38.6 C WBRT7 Sunrise Blvd/Macy Plaza Dr Signal 3,400 3,437 101.1% 63 3,330 3,512 0.6 21.9 3.2 18.0 26.2 C8 Greenback Drwy 1/Greenback Ln Side‐street Stop 2,910 2,942 101.1% 66 2,826 3,063 0.6 27.7 13.8 10.4 55.7 D SBLT9 Arcadia Dr/Greenback Ln Signal 3,104 3,137 101.1% 62 3,029 3,240 0.6 30.4 2.7 27.5 37.0 C10 Greenback Drwy 3/Greenback Ln Side‐street Stop 2,895 2,931 101.2% 51 2,838 3,013 0.7 11.8 14.3 2.4 43.2 B NBRT

51 Sunrise Blvd/Arcadia Dr Signal 3,274 3,234 98.8% 52 3,162 3,315 0.7 32.7 7.9 19.2 33.6 C52 Birdcage Ln/Greenback Ln Signal 3,528 3,502 99.3% 59 3,407 3,597 0.4 25.2 3.7 21.1 31.9 C53 Fair Oaks Blvd/Greenback Ln Signal 4,527 4,466 98.7% 84 4,297 4,635 0.9 108.4 28.1 75.1 172.2 F54 Sunrise Blvd/Kingswood Dr Signal 3,280 3,291 100.3% 59 3,214 3,351 0.2 12.9 2.2 8.8 16.1 B

47,45947,599100.3%0.6



Total Volume Served (veh/hr)Percent ServedGEH Statistic



Fehr & Peers 10/28/2020

SimTraffic Post‐Processor Sunrise Tomorrow SP & EIRAverage Results from 10 Runs Existing ConditionsVolume and Delay by Movement PM Peak Hour



Left Turn 341 340 99.6% 100.7 23.1 FThrough 1,130 1,109 98.1% 66.9 23.2 ERight Turn 196 204 103.8% 34.8 12.2 C

Subtotal 1,667 1,652 99.1% 70.0 20.7 ELeft Turn 173 174 100.8% 94.7 17.4 FThrough 833 807 96.9% 43.8 10.7 DRight Turn 190 184 96.8% 18.7 5.5 B

Subtotal 1,196 1,166 97.4% 47.4 9.9 DLeft Turn 278 272 97.9% 84.6 25.6 FThrough 1,031 1,043 101.2% 59.1 30.1 ERight Turn 185 193 104.5% 42.4 21.2 D

Subtotal 1,494 1,509 101.0% 61.9 26.4 ELeft Turn 254 263 103.5% 92.5 17.1 FThrough 1,095 1,105 100.9% 47.6 14.0 DRight Turn 82 81 99.0% 21.9 14.5 C

Subtotal 1,431 1,449 101.2% 54.3 13.4 DTotal 5,788 5,775 99.8% 59.3 12.9 E



Left TurnThrough 1,633 1,636 100.2% 12.9 7.6 BRight Turn 9 10 107.8% 4.0 6.8 A

Subtotal 1,642 1,646 100.2% 12.8 7.5 BLeft TurnThrough 1,194 1,189 99.6% 6.1 1.8 ARight Turn 76 73 96.4% 5.5 2.2 A

Subtotal 1,270 1,262 99.4% 6.1 1.8 ALeft TurnThroughRight Turn 40 41 101.3% 13.9 8.2 B

Subtotal 40 41 101.3% 13.9 8.2 BLeft TurnThroughRight Turn 34 36 106.2% 23.1 19.7 C

Subtotal 34 36 106.2% 23.1 19.7 CTotal 2,986 2,985 100.0% 10.2 4.6 B

21.8

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

Fehr & Peers 10/28/2020




Left Turn 52 52 99.2% 52.0 22.2 DThrough 1,487 1,510 101.5% 21.1 8.8 CRight Turn 12 12 100.0% 16.8 23.8 B

Subtotal 1,551 1,573 101.4% 22.0 8.6 CLeft Turn 31 33 105.2% 65.2 13.8 EThrough 1,114 1,124 100.9% 22.1 6.2 CRight Turn 89 90 101.5% 16.7 4.4 B

Subtotal 1,234 1,247 101.1% 23.1 5.7 CLeft Turn 138 133 96.1% 53.0 5.2 DThrough 20 20 98.0% 54.4 25.6 DRight Turn 27 26 94.8% 33.4 16.9 C

Subtotal 185 178 96.1% 50.0 7.4 DLeft Turn 12 14 114.2% 52.9 17.5 DThrough 11 11 100.9% 47.7 16.5 DRight Turn 16 16 102.5% 21.2 16.6 C

Subtotal 39 41 105.6% 37.5 14.4 DTotal 3,009 3,040 101.0% 24.4 6.6 C






Subtotal 71 65 91.8% 8.8 3.3 ALeft TurnThroughRight Turn 33 35 106.1% 15.7 5.0 C

Subtotal 33 35 106.1% 15.7 5.0 CTotal 2,792 2,822 101.1% 2.9 0.7 A

14.3

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

Fehr & Peers 10/28/2020




Left Turn 138 132 95.7% 21.2 4.2 CThrough 1,498 1,527 101.9% 0.8 0.1 ARight Turn 29 33 113.1% 0.5 0.3 A

Subtotal 1,665 1,692 101.6% 2.5 0.4 ALeft Turn 21 20 96.7% 19.1 8.3 CThrough 1,091 1,098 100.6% 1.7 0.2 ARight Turn 78 79 100.6% 1.8 0.5 A

Subtotal 1,190 1,197 100.6% 1.9 0.2 ALeft TurnThrough 1 0 0.0% 0.0 0.0 ARight Turn 113 114 101.2% 8.3 1.6 A

Subtotal 114 114 100.3% 8.3 1.6 ALeft TurnThroughRight Turn 29 28 95.9% 13.7 6.7 B









9.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/28/2020




Left Turn 139 141 101.1% 69.2 5.8 EThrough 1,554 1,590 102.3% 16.3 4.3 BRight Turn 110 109 99.0% 12.9 3.2 B

Subtotal 1,803 1,840 102.0% 20.0 3.9 BLeft Turn 49 49 100.4% 58.6 13.9 EThrough 1,114 1,122 100.8% 16.2 4.7 BRight Turn 56 56 100.4% 22.7 8.0 C

Subtotal 1,219 1,228 100.7% 18.4 4.1 BLeft Turn 75 72 96.4% 49.1 6.7 DThrough 38 41 108.9% 52.1 10.5 DRight Turn 93 94 100.8% 28.6 8.6 C






Subtotal 34 36 104.4% 9.8 5.0 ALeft Turn 19 18 95.8% 27.7 13.8 DThroughRight Turn 84 86 102.9% 14.6 4.9 B

Subtotal 103 105 101.6% 16.2 4.7 CLeft Turn 85 86 101.5% 18.0 4.7 CThrough 1,220 1,239 101.5% 5.0 0.4 ARight Turn 71 69 96.6% 4.5 0.7 A



21.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/28/2020




Left Turn 86 86 99.8% 52.4 11.3 DThrough 30 32 105.3% 55.6 11.2 ERight Turn 49 49 99.4% 30.9 11.9 C

Subtotal 165 166 100.7% 47.0 10.0 DLeft Turn 152 148 97.2% 53.8 14.7 DThrough 10 10 104.0% 48.3 20.4 DRight Turn 36 34 95.0% 39.7 18.5 D

Subtotal 198 192 97.2% 51.6 13.2 DLeft Turn 35 35 99.7% 66.4 4.9 EThrough 1,197 1,222 102.1% 31.7 3.0 CRight Turn 41 43 104.9% 24.1 6.2 C

Subtotal 1,273 1,300 102.1% 32.4 2.8 CLeft Turn 78 77 98.3% 65.6 7.2 EThrough 1,264 1,273 100.7% 21.3 3.4 CRight Turn 126 128 101.9% 20.6 5.6 C

Subtotal 1,468 1,478 100.7% 23.8 2.9 CTotal 3,104 3,137 101.1% 30.4 2.7 C



Left TurnThroughRight Turn 8 10 123.8% 10.7 12.0 B

Subtotal 8 10 123.8% 10.7 12.0 BLeft TurnThroughRight Turn




11.8

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

Fehr & Peers 10/28/2020

SimTraffic Post‐Processor Sunrise Tomorrow SP & EIRAverage Results from 10 Runs Existing ConditionsQueue Length PM Peak Hour









Right Turn 296 26 3 55 7 66 23 0% 0%



Right Turn 244 29 5 62 13 82 22 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB

Fehr & Peers 10/28/2020




Left Turn 533 96 9 158 17 183 28 0% 0%Shared 533 74 6 136 11 167 12 0% 0%


Through/Right 375 142 40 283 63 354 41 0% 1%


Through/Right 597 246 17 439 23 544 21 0% 0%

Left Turn 536 12 3 39 6 51 10 0% 0%Shared 536 28 4 64 8 80 22 0% 0%



Right Turn 297 34 4 62 8 82 25 0% 0%



Right Turn 440 28 4 62 9 75 19 0% 0%

EB

NB

SB

EB

NB

SB

WB

WB

Fehr & Peers 10/28/2020




Right Turn 303 48 6 86 17 117 33 0% 0%


Through/Right 322 1 1 10 11 40 37 0% 0%


Through/Right 392 3 3 15 12 27 22 0% 0%

Right Turn 440 23 5 53 10 68 17 0% 0%



Right Turn 291 39 4 66 8 83 15 0% 0%


Right Turn 420 9 3 32 6 38 10 0% 0%

SB

WB

EB

EB

NB

SB

WB

Fehr & Peers 10/28/2020






Through/Right 636 155 18 320 35 381 45 0% 0%


Through/Right 387 152 12 272 28 360 39 0% 0%

Left Turn 461 73 6 133 14 149 17 0% 0%Shared 461 65 9 123 14 146 20 0% 0%




Through/Right 608 2 2 15 12 38 28 0% 0%

Right Turn 300 23 4 51 7 66 12 0% 0%

Shared 213 51 5 91 15 113 27 0% 0%


EB

NB

SB

SB

WB

WB

EB

NB

Fehr & Peers 10/28/2020





Through/Right 266 211 18 355 26 340 16 0% 9%

Left Turn 548 66 8 121 15 141 17 0% 0%Shared 548 72 7 139 11 173 15 0% 0%

Left Turn 150 60 13 146 31 190 44 1% 0%Shared 611 127 13 207 23 243 37 9% 0%


Through/Right 619 197 26 319 37 401 20 0% 0%




Right Turn 241 9 3 32 5 35 6 0% 0%

Through 373 14 14 73 57 155 111 1% 0%

EB

EB

NB

WB

NB

SB

WB

Fehr & Peers 10/28/2020

Appendix B – Intersection Technical Calculations

SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Data from 10 Runs Existing Plus Project ConditionsIntersection Volume and Delay AM Peak Hour

DemandVolume Standard Worst

Control (vph) Average Deviation Minimum Maximum Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 5,808 5,790 99.7% 58 5,652 5,859 45.8 6.7 39.2 56.9 D2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 3,058 3,022 98.8% 47 2,947 3,085 21.4 23.8 4.0 84.8 C EBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 3,235 3,194 98.7% 58 3,076 3,263 19.9 2.4 15.5 23.9 B4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 2,727 2,701 99.1% 44 2,638 2,773 12.2 5.8 2.8 24.0 B EBRT5 Sunrise Blvd/Sunrise Drwy 4 Signal 3,006 2,987 99.4% 43 2,916 3,058 23.6 3.5 19.0 30.3 C6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 2,788 2,765 99.2% 44 2,705 2,840 10.0 2.3 5.6 14.4 B WBRT7 Sunrise Blvd/Macy Plaza Dr Signal 2,981 2,969 99.6% 42 2,894 3,023 20.3 2.4 17.8 26.0 C8 Greenback Drwy 1/Greenback Ln Side‐street Stop 2,797 2,822 100.9% 50 2,741 2,896 16.0 10.1 0.9 29.8 C EBLT9 Arcadia Dr/Greenback Ln Signal 3,066 3,070 100.1% 65 2,983 3,186 19.5 1.4 17.7 28.6 B10 Greenback Drwy 3/Greenback Ln Side‐street Stop 2,891 2,885 99.8% 58 2,820 2,994 10.0 8.7 2.4 30.7 A NBRT

51 Sunrise Blvd/Arcadia Dr Signal 3,095 3,074 99.3% 36 3,019 3,126 16.0 7.3 12.2 36.3 B52 Birdcage Ln/Greenback Ln Signal 3,633 3,638 100.1% 31 3,581 3,690 24.1 2.2 19.3 25.3 C53 Fair Oaks Blvd/Greenback Ln Signal 4,281 4,234 98.9% 71 4,158 4,362 58.3 12.1 44.6 75.8 E54 Sunrise Blvd/Kingswood Dr Signal 2,918 2,879 98.7% 49 2,814 2,947 13.5 3.0 9.5 20.9 B

46,28446,03099.5%



Total Volume Served (veh/hr)Percent Served



Fehr & Peers 11/2/2020

SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Existing Plus Project ConditionsVolume and Delay by Movement AM Peak Hour




Subtotal 1,298 1,288 99.2% 39.5 9.6 DLeft Turn 183 180 98.4% 64.4 8.3 EThrough 1,143 1,136 99.3% 63.6 22.3 ERight Turn 177 169 95.6% 26.7 15.1 C

Subtotal 1,503 1,485 98.8% 59.8 19.7 ELeft Turn 172 161 93.8% 69.8 6.2 EThrough 1,112 1,132 101.8% 43.4 5.4 DRight Turn 374 370 98.9% 37.3 9.6 D

Subtotal 1,658 1,663 100.3% 44.7 5.9 DLeft Turn 202 192 95.0% 73.0 4.1 EThrough 1,057 1,074 101.6% 30.0 4.0 CRight Turn 90 89 98.4% 11.0 2.5 B







Subtotal 16 15 91.3% 12.1 10.2 BLeft TurnThroughRight Turn 59 58 98.8% 9.8 4.3 A


12.7

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB





Left Turn 30 26 86.7% 57.3 10.4 EThrough 1,078 1,082 100.4% 18.9 3.6 BRight Turn 116 112 96.7% 20.1 6.3 C

Subtotal 1,224 1,220 99.7% 19.8 3.6 BLeft Turn 291 283 97.2% 41.7 7.4 DThrough 1,389 1,365 98.3% 12.7 1.5 BRight Turn 20 18 89.5% 10.0 7.9 B

Subtotal 1,700 1,666 98.0% 17.5 2.3 BLeft Turn 33 30 89.4% 57.4 13.1 EThrough 20 20 99.5% 66.8 24.4 ERight Turn 6 6 95.0% 32.3 45.3 C

Subtotal 59 55 93.4% 54.8 15.1 DLeft Turn 90 89 99.2% 53.8 4.4 DThrough 10 10 98.0% 32.1 29.2 CRight Turn 152 154 101.3% 15.1 6.0 B




Left TurnThrough 1,224 1,221 99.7% 3.0 0.4 ARight Turn




SubtotalTotal 2,727 2,701 99.1% 2.4 0.3 A

9.0

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB



Intersection 5 Sunrise Blvd/Sunrise Drwy 4 Signal


Left Turn 51 52 102.4% 71.9 10.1 EThrough 1,171 1,172 100.1% 24.0 5.4 CRight Turn 129 131 101.2% 22.9 7.7 C

Subtotal 1,351 1,354 100.3% 25.9 5.6 CLeft Turn 175 168 96.2% 52.0 7.2 DThrough 1,290 1,276 98.9% 15.5 2.7 BRight Turn 23 25 108.3% 12.5 7.8 B

Subtotal 1,488 1,469 98.7% 19.8 3.0 BLeft Turn 5 4 76.0% 48.9 47.6 DThrough 10 11 107.0% 62.7 26.5 ERight Turn

Subtotal 15 15 96.7% 65.3 20.5 ELeft Turn 94 92 97.3% 45.6 8.2 DThrough 10 11 105.0% 43.7 32.6 DRight Turn 48 47 98.5% 10.6 6.8 B









9.4

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB






Subtotal 1,378 1,375 99.8% 25.1 3.7 CLeft Turn 80 78 97.1% 48.3 8.2 DThrough 1,271 1,254 98.7% 9.9 2.6 ARight Turn 35 34 98.0% 7.6 3.5 A

Subtotal 1,386 1,366 98.6% 11.9 2.8 BLeft Turn 39 38 97.4% 61.1 14.3 EThrough 27 30 112.2% 57.0 19.1 ERight Turn 31 34 108.1% 16.4 7.1 B

Subtotal 97 102 104.9% 43.4 5.8 DLeft Turn 67 69 103.4% 57.8 7.4 EThrough 9 9 103.3% 44.6 31.5 DRight Turn 44 47 107.5% 12.4 5.2 B





Subtotal 42 42 99.5% 4.5 1.5 ALeft Turn 5 4 84.0% 5.2 6.5 AThroughRight Turn 4 5 115.0% 2.4 1.9 A

Subtotal 9 9 97.8% 5.3 3.3 ALeft Turn 10 9 94.0% 14.9 8.8 BThrough 1,234 1,243 100.7% 4.4 0.4 ARight Turn 146 156 106.8% 5.1 0.9 A



15.6

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB







Subtotal 107 103 96.0% 47.2 6.6 DLeft Turn 25 25 99.2% 56.6 23.6 EThrough 1,205 1,217 101.0% 12.8 1.3 BRight Turn 51 51 100.8% 13.6 6.1 B

Subtotal 1,281 1,293 100.9% 13.6 1.1 BLeft Turn 172 171 99.1% 68.5 9.0 EThrough 1,247 1,252 100.4% 12.6 1.7 BRight Turn 82 75 91.5% 11.1 3.3 B









6.7

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB


SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Existing Plus Project ConditionsQueue Length AM Peak Hour









Right Turn 296 13 4 39 8 44 16 0% 0%



Right Turn 506 34 3 64 10 76 14 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB

Fehr & Peers 10/29/2020






Through/Right 386 116 11 250 25 346 54 0% 0%


Through/Right 237 119 10 200 15 228 32 0% 0%




Right Turn 297 17 4 46 6 55 16 0% 0%

Through 398 0 1 2 8 7 22 0% 0%

EB

NB

EB

NB

SB

WB

Fehr & Peers 10/29/2020






Through/Right 328 198 16 317 33 350 28 0% 2%

Left Turn 235 124 12 204 16 233 33 0% 0%Through 398 132 15 217 29 269 57 0% 0%

Through/Right 398 150 16 243 33 286 51 0% 0%




Right Turn 291 11 3 36 5 38 10 0% 0%


Right Turn 420 39 3 68 7 87 15 0% 0%

SB

WB

EB

EB

NB

NB

WB

Fehr & Peers 10/29/2020






Through/Right 648 224 22 383 34 434 50 0% 0%


Through/Right 387 95 19 211 41 276 69 0% 0%





Through/Right 621 1 1 11 11 30 28 0% 0%

Right Turn 300 26 3 49 5 59 14 0% 0%

Shared 213 9 3 31 6 38 10 0% 0%

Through/Right 166 0 0 2 4 6 12 0% 0%

SB

WB

WB

EB

NB

EB

NB

SB

Fehr & Peers 10/29/2020





Through/Right 275 91 11 165 22 199 35 0% 0%

Left Turn 250 36 12 115 35 187 51 0% 0%Shared 548 123 13 209 24 235 35 0% 0%

Left Turn 150 18 6 69 19 132 39 0% 0%Shared 611 83 7 148 9 176 12 1% 0%


Through/Right 246 130 14 261 25 307 32 0% 1%



Right Turn 241 11 3 35 4 35 7 0% 0%

Through 373 2 3 17 21 60 62 1% 0%


EB

NB

WB

EB

NB

SB

WB

Fehr & Peers 10/29/2020

SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Data from 10 Runs Existing Plus Project ConditionsIntersection Volume and Delay PM Peak Hour


Control (vph) Average Deviation Minimum Maximum Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 6,865 6,497 94.6% 100 6,310 6,602 71.4 6.2 59.2 84.3 E2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 3,893 3,567 91.6% 58 3,444 3,640 48.0 23.6 18.7 80.9 E WBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 4,113 3,753 91.2% 58 3,679 3,865 89.4 4.9 81.3 102.0 F4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 3,440 3,111 90.4% 59 3,039 3,235 43.4 5.4 36.2 54.1 E NBTH5 Sunrise Blvd/Sunrise Drwy 4 Signal 3,967 3,554 89.6% 75 3,466 3,688 80.4 6.9 69.4 87.0 F6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 3,681 3,298 89.6% 98 3,159 3,470 181.4 96.4 29.3 301.4 F WBRT7 Sunrise Blvd/Macy Plaza Dr Signal 4,045 3,651 90.2% 114 3,508 3,826 64.3 4.6 56.3 71.3 E8 Greenback Drwy 1/Greenback Ln Side‐street Stop 3,177 3,122 98.3% 58 3,023 3,223 26.9 8.6 13.6 38.7 D SBLT9 Arcadia Dr/Greenback Ln Signal 3,490 3,453 98.9% 68 3,318 3,519 33.3 2.9 27.6 34.0 C10 Greenback Drwy 3/Greenback Ln Side‐street Stop 3,121 3,088 98.9% 55 2,974 3,134 11.1 5.1 2.6 20.7 B NBRT

51 Sunrise Blvd/Arcadia Dr Signal 3,777 3,523 93.3% 113 3,249 3,611 42.4 24.8 21.9 88.2 D52 Birdcage Ln/Greenback Ln Signal 4,089 3,993 97.6% 45 3,922 4,056 25.9 3.4 20.6 31.5 C53 Fair Oaks Blvd/Greenback Ln Signal 4,752 4,722 99.4% 62 4,612 4,804 51.9 5.3 45.0 60.0 D54 Sunrise Blvd/Kingswood Dr Signal 3,802 3,434 90.3% 99 3,283 3,585 48.8 6.1 41.9 58.9 D

56,21252,76493.9%







SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Existing Plus Project ConditionsVolume and Delay by Movement PM Peak Hour



Left Turn 582 505 86.8% 125.1 8.6 FThrough 1,349 1,189 88.1% 72.3 5.5 ERight Turn 211 190 90.0% 31.1 3.1 C

Subtotal 2,142 1,884 87.9% 81.6 4.9 FLeft Turn 205 192 93.7% 138.2 27.3 FThrough 1,032 978 94.8% 127.8 31.9 FRight Turn 190 187 98.5% 74.1 28.7 E

Subtotal 1,427 1,357 95.1% 122.5 29.4 FLeft Turn 278 286 102.8% 75.8 6.7 EThrough 1,056 1,033 97.9% 44.8 6.0 DRight Turn 392 384 97.9% 34.9 6.1 C

Subtotal 1,726 1,703 98.7% 48.5 5.1 DLeft Turn 267 271 101.5% 77.8 3.8 EThrough 1,183 1,165 98.5% 30.1 2.9 CRight Turn 120 116 96.8% 20.0 5.5 C




Left TurnThrough 2,035 1,774 87.2% 16.1 3.6 CRight Turn 22 21 94.5% 8.2 5.5 A

Subtotal 2,057 1,795 87.3% 16.1 3.6 CLeft TurnThrough 1,613 1,560 96.7% 14.2 2.2 BRight Turn 76 68 89.7% 4.6 2.0 A

Subtotal 1,689 1,629 96.4% 13.9 2.2 BLeft TurnThroughRight Turn 40 38 96.0% 33.1 17.8 D

Subtotal 40 38 96.0% 33.1 17.8 DLeft TurnThroughRight Turn 107 105 98.3% 48.0 23.6 E

Subtotal 107 105 98.3% 48.0 23.6 ETotal 3,893 3,567 91.6% 16.2 2.5 C

46.4

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB





Left Turn 52 40 77.1% 170.3 16.3 FThrough 1,709 1,434 83.9% 144.6 9.5 FRight Turn 115 92 79.7% 134.2 11.7 F

Subtotal 1,876 1,565 83.4% 144.6 9.5 FLeft Turn 281 271 96.5% 111.7 10.0 FThrough 1,283 1,246 97.1% 43.2 5.8 DRight Turn 89 83 92.9% 41.5 9.3 D

Subtotal 1,653 1,600 96.8% 55.4 6.9 ELeft Turn 138 137 99.1% 58.3 7.7 EThrough 10 10 100.0% 54.7 30.3 DRight Turn 27 28 101.9% 14.5 10.1 B

Subtotal 175 174 99.5% 52.1 8.5 DLeft Turn 180 177 98.6% 55.3 10.3 EThrough 20 21 103.5% 50.9 10.9 DRight Turn 209 216 103.2% 30.8 11.0 C

Subtotal 409 414 101.1% 42.8 8.8 DTotal 4,113 3,753 91.2% 89.4 4.9 F



Left TurnThrough 1,876 1,583 84.4% 42.9 3.7 ERight Turn

Subtotal 1,876 1,583 84.4% 42.9 3.7 ELeft TurnThrough 1,456 1,414 97.1% 4.0 0.6 ARight Turn 37 38 103.2% 3.5 0.9 A



SubtotalTotal 3,440 3,111 90.4% 24.1 1.9 C

32.2

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB






Subtotal 1,993 1,646 82.6% 123.6 13.3 FLeft Turn 172 162 94.2% 56.0 12.9 EThrough 1,277 1,228 96.1% 44.4 4.1 DRight Turn 78 72 92.1% 48.4 7.3 D

Subtotal 1,527 1,461 95.7% 45.8 4.3 DLeft Turn 24 24 100.8% 65.4 15.4 EThrough 10 10 100.0% 34.4 22.6 CRight Turn 94 100 105.9% 18.4 5.7 B

Subtotal 128 134 104.5% 27.6 6.7 CLeft Turn 184 180 97.7% 64.7 29.1 EThrough 10 10 104.0% 37.0 32.0 DRight Turn 125 123 98.4% 22.0 10.2 C




Left TurnThrough 1,835 1,526 83.1% 53.6 10.3 FRight Turn 55 47 85.3% 42.7 24.6 E

Subtotal 1,890 1,572 83.2% 53.2 10.6 FLeft TurnThrough 1,495 1,443 96.5% 3.6 0.3 ARight Turn 63 64 102.2% 3.3 0.5 A


Subtotal 75 76 101.1% 11.8 3.5 BLeft TurnThroughRight Turn 158 142 90.0% 181.4 96.4 F

Subtotal 158 142 90.0% 181.4 96.4 FTotal 3,681 3,298 89.6% 35.3 7.3 E

67.7

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB






Subtotal 2,005 1,660 82.8% 108.8 13.9 FLeft Turn 92 94 102.6% 54.1 10.4 DThrough 1,376 1,315 95.6% 24.0 4.1 CRight Turn 102 106 103.7% 27.6 7.0 C

Subtotal 1,570 1,515 96.5% 26.1 3.7 CLeft Turn 88 87 99.1% 57.8 15.3 EThrough 33 32 96.7% 46.0 10.0 DRight Turn 93 96 103.2% 22.3 7.3 C


Subtotal 256 260 101.7% 45.8 8.3 DTotal 4,045 3,651 90.2% 64.3 4.6 E




Subtotal 90 88 97.2% 6.0 1.3 ALeft Turn 19 19 100.0% 26.9 8.6 DThroughRight Turn 84 84 99.9% 12.4 5.1 B




23.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 225 228 101.5% 52.4 4.6 DThrough 25 24 95.2% 69.3 12.5 ERight Turn 166 173 104.4% 53.1 11.1 D

Subtotal 416 426 102.3% 54.2 6.1 DLeft Turn 145 148 102.1% 56.0 4.8 EThrough 17 19 110.6% 68.2 25.2 ERight Turn 36 38 106.7% 56.0 15.1 E

Subtotal 198 205 103.6% 57.1 6.5 ELeft Turn 41 40 96.6% 63.5 18.5 EThrough 1,203 1,153 95.9% 30.1 4.3 CRight Turn 67 66 98.2% 29.4 8.0 C

Subtotal 1,311 1,259 96.0% 31.1 4.4 CLeft Turn 181 184 101.8% 59.9 15.2 EThrough 1,258 1,260 100.1% 22.6 2.4 CRight Turn 126 120 95.3% 23.3 4.1 C









8.8

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Existing Plus Project ConditionsQueue Length PM Peak Hour









Right Turn 296 33 8 69 13 88 25 0% 0%



Right Turn 506 88 18 177 51 229 65 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB







Through/Right 824 735 32 950 36 857 23 0% 5%


Through/Right 596 337 21 465 35 590 27 0% 0%




Right Turn 297 41 3 74 9 93 16 0% 0%

Through 398 377 30 527 44 440 20 0% 10%


EB

NB

SB

EB

NB

SB

WB







Through/Right 755 636 55 869 45 794 36 0% 7%


Through/Right 398 340 13 479 26 451 5 0% 6%




Right Turn 291 42 4 78 10 97 22 0% 0%



Right Turn 420 243 87 416 131 421 79 0% 17%

SB

WB

EB

EB

NB

NB

SB

WB







Through/Right 648 572 49 790 36 694 15 0% 11%


Through/Right 387 193 18 322 36 392 37 0% 0%





Through/Right 621 4 3 24 16 58 42 0% 0%

Right Turn 300 36 3 62 8 80 18 0% 0%

Shared 213 51 5 89 11 114 18 0% 0%


SB

WB

WB

EB

NB

EB

NB

SB






Through/Right 275 187 11 275 14 312 24 0% 1%

Left Turn 250 172 23 315 23 300 1 0% 0%Shared 548 264 24 400 34 457 55 14% 0%

Left Turn 150 72 17 180 32 214 35 0% 0%Shared 611 150 15 232 25 271 49 15% 0%


Through/Right 246 239 16 360 16 337 17 0% 7%



Right Turn 241 16 3 44 5 47 12 0% 0%

Through 373 12 10 51 33 91 51 0% 0%

EB

NB

WB

NB

SB

WB


Appendix C – Intersection Technical Calculations

SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Data from 10 Runs Cumualtive No Project ConditionsIntersection Volume and Delay AM Peak Hour


Control (vph) Average Deviation Minimum Maximum Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 5,905 5,879 99.6% 41 5,790 5,935 41.7 2.9 35.7 45.3 D2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 2,815 2,767 98.3% 42 2,705 2,842 10.4 6.7 3.0 25.9 B EBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 2,830 2,792 98.7% 43 2,725 2,854 11.1 3.7 8.3 20.4 B4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 2,770 2,734 98.7% 44 2,672 2,807 10.9 6.3 5.1 25.4 B EBRT5 Sunrise Blvd/Sunrise Drwy 4 Side‐street Stop 2,830 2,803 99.0% 51 2,733 2,892 14.8 9.1 4.7 34.0 B NBLT6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 2,800 2,777 99.2% 50 2,699 2,860 9.7 5.3 2.6 20.7 A EBRT7 Sunrise Blvd/Macy Plaza Dr Signal 2,965 2,947 99.4% 43 2,869 3,013 15.8 3.0 9.8 19.3 B8 Greenback Drwy 1/Greenback Ln Side‐street Stop 3,080 3,108 100.9% 46 3,025 3,188 27.9 6.3 15.6 37.5 D SBLT9 Arcadia Dr/Greenback Ln Signal 3,300 3,314 100.4% 58 3,239 3,401 20.3 11.3 10.7 46.5 C10 Greenback Drwy 3/Greenback Ln Side‐street Stop 3,180 3,163 99.4% 56 3,064 3,236 22.7 20.1 1.2 57.8 C EBTH

51 Sunrise Blvd/Arcadia Dr Signal 3,213 3,182 99.0% 41 3,105 3,241 18.7 3.0 14.2 23.9 B52 Birdcage Ln/Greenback Ln Signal 3,645 3,638 99.8% 46 3,578 3,691 26.4 2.2 22.5 26.3 C53 Fair Oaks Blvd/Greenback Ln Signal 4,570 4,464 97.7% 41 4,395 4,523 93.6 12.7 71.6 114.5 F54 Sunrise Blvd/Kingswood Dr Signal 3,030 3,014 99.5% 39 2,956 3,086 16.4 3.6 10.9 20.7 B

46,93346,58199.3%






Fehr & Peers 10/30/2020

SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Cumualtive No Project ConditionsVolume and Delay by Movement AM Peak Hour



Left Turn 200 199 99.6% 72.0 8.3 EThrough 885 874 98.7% 33.8 3.4 CRight Turn 95 97 102.3% 11.7 4.1 B

Subtotal 1,180 1,170 99.2% 38.2 3.2 DLeft Turn 180 184 102.1% 72.2 9.2 EThrough 1,250 1,234 98.7% 48.3 10.4 DRight Turn 185 182 98.6% 26.7 8.4 C











6.6

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 30 31 102.0% 66.4 9.9 EThrough 1,145 1,139 99.5% 9.9 7.9 ARight Turn 5 5 108.0% 15.0 39.7 B

Subtotal 1,180 1,175 99.6% 11.3 7.7 BLeft Turn 15 14 91.3% 65.9 44.5 EThrough 1,550 1,519 98.0% 8.5 1.6 ARight Turn 20 20 97.5% 8.1 3.6 A

Subtotal 1,585 1,553 98.0% 9.1 1.6 ALeft Turn 35 34 96.3% 66.0 12.9 EThrough 5 6 110.0% 55.8 45.0 ERight Turn 10 10 99.0% 20.2 28.3 C

Subtotal 50 49 98.2% 54.7 14.0 DLeft Turn 5 6 124.0% 71.5 35.8 EThrough 5 5 100.0% 55.6 42.7 ERight Turn 5 5 90.0% 5.6 10.7 A

Subtotal 15 16 104.7% 52.2 26.6 DTotal 2,830 2,792 98.7% 11.1 3.7 B








8.8

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 55 56 100.9% 13.3 5.5 BThrough 1,165 1,157 99.3% 0.5 0.1 ARight Turn 5 6 122.0% 0.2 0.4 A

Subtotal 1,225 1,218 99.5% 1.1 0.3 ALeft Turn 20 18 90.5% 9.5 7.4 AThrough 1,525 1,505 98.7% 1.0 0.2 ARight Turn 25 26 102.8% 0.5 0.4 A











9.6

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 50 49 98.4% 58.3 12.7 EThrough 1,185 1,175 99.2% 12.5 4.3 BRight Turn 30 32 106.3% 8.8 6.6 A

Subtotal 1,265 1,256 99.3% 14.2 4.1 BLeft Turn 10 9 91.0% 80.0 36.1 EThrough 1,530 1,525 99.6% 14.1 2.8 BRight Turn 15 14 92.7% 15.7 9.7 B







Subtotal 5 4 82.0% 4.0 5.7 ALeft Turn 25 25 99.2% 20.8 9.3 CThroughRight Turn 5 5 104.0% 9.2 12.2 A




19.8

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 15 17 110.7% 53.8 22.0 DThrough 20 23 112.5% 52.2 17.7 DRight Turn 10 10 102.0% 29.9 19.7 C

Subtotal 45 49 109.6% 50.3 13.9 DLeft Turn 85 74 86.9% 159.4 250.9 FThrough 10 10 100.0% 176.4 266.7 FRight Turn 70 68 97.0% 155.0 270.2 F

Subtotal 165 152 92.0% 68.6 65.5 ELeft Turn 20 23 117.0% 49.3 23.4 DThrough 1,410 1,423 100.9% 18.9 22.1 BRight Turn 20 19 96.5% 16.8 24.7 B

Subtotal 1,450 1,466 101.1% 19.3 22.0 BLeft Turn 50 50 100.6% 93.1 18.3 FThrough 1,505 1,509 100.3% 12.7 3.7 BRight Turn 85 88 103.6% 11.1 4.7 B

Subtotal 1,640 1,647 100.4% 15.1 3.9 BTotal 3,300 3,314 100.4% 20.3 11.3 C





SubtotalLeft TurnThrough 1,530 1,520 99.4% 22.7 20.1 CRight Turn 5 4 82.0% 14.6 32.8 B

Subtotal 1,535 1,525 99.3% 22.7 20.1 CLeft TurnThrough 1,640 1,634 99.6% 2.7 0.7 ARight Turn

Subtotal 1,640 1,634 99.6% 2.7 0.7 ATotal 3,180 3,163 99.4% 12.5 10.0 B

12.4

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020

SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Cumualtive No Project ConditionsQueue Length AM Peak Hour









Right Turn 296 18 4 47 6 62 14 0% 0%



Right Turn 244 4 3 19 7 31 1 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB

Fehr & Peers 10/30/2020




Left Turn 533 28 5 63 8 79 13 0% 0%Shared 533 22 6 55 12 61 15 0% 0%


Through/Right 375 77 15 191 35 264 53 0% 0%


Through/Right 237 103 13 185 20 213 28 0% 0%

Left Turn 536 7 3 28 6 37 9 0% 0%Shared 536 11 4 36 8 50 14 0% 0%



Right Turn 297 17 4 46 6 60 21 0% 0%


Right Turn 440 10 3 34 5 35 7 0% 0%


EB

NB

WB

EB

NB

SB

WB

SB

Fehr & Peers 10/30/2020




Right Turn 303 21 5 52 9 58 21 0% 0%


Through/Right 250 0 0 0 0 0 0 0% 0%


Through/Right 392 0 0 2 3 7 8 0% 0%

Right Turn 440 9 2 32 9 37 17 0% 0%



Right Turn 291 14 3 41 4 39 10 0% 0%


Right Turn 420 5 2 23 8 30 10 0% 0%


SB

WB

EB

EB

NB

SB

WB

NB

Fehr & Peers 10/30/2020






Through/Right 636 94 21 225 42 321 86 0% 0%


Through/Right 387 186 17 289 25 327 34 0% 0%

Left Turn 461 21 6 54 12 67 18 0% 0%Shared 461 45 7 100 12 130 47 0% 0%




Right Turn 300 4 2 19 5 30 1 0% 0%

Shared 213 26 5 60 8 78 20 0% 0%

Through 166 0 1 2 5 4 14 0% 0%

EB

NB

SB

SB

WB

WB

EB

NB

Fehr & Peers 10/30/2020





Through/Right 266 80 27 160 67 183 69 0% 1%

Left Turn 548 17 3 48 7 60 10 0% 0%Shared 548 34 6 76 10 92 13 0% 0%

Left Turn 150 44 17 145 41 212 35 0% 0%Shared 611 139 54 281 150 333 160 15% 2%


Through/Right 246 132 28 287 48 319 22 0% 2%




Right Turn 241 4 3 21 8 34 7 0% 0%

Through 373 3 4 19 22 51 50 0% 0%

EB

EB

NB

WB

NB

SB

WB

Fehr & Peers 10/30/2020

SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Data from 10 Runs Cumulative No Project ConditionsIntersection Volume and Delay PM Peak Hour


Control (vph) Average Deviation Minimum Maximum Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 6,995 6,281 89.8% 162 6,028 6,532 111.1 4.2 105.7 117.7 F2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 3,510 3,261 92.9% 40 3,209 3,350 61.7 52.8 22.6 179.5 F WBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 3,540 3,267 92.3% 32 3,225 3,334 98.3 2.8 94.9 103.0 F4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 3,315 3,099 93.5% 41 3,028 3,163 88.2 5.1 80.5 94.8 F NBTH5 Sunrise Blvd/Sunrise Drwy 4 Side‐street Stop 3,520 3,340 94.9% 38 3,285 3,409 71.6 5.5 59.3 78.8 F NBTH6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 3,490 3,327 95.3% 33 3,287 3,400 48.2 12.2 20.0 65.0 E NBTH7 Sunrise Blvd/Macy Plaza Dr Signal 3,930 3,740 95.2% 36 3,689 3,804 54.5 14.6 29.4 73.3 D8 Greenback Drwy 1/Greenback Ln Side‐street Stop 3,740 3,284 87.8% 115 3,065 3,434 141.9 19.8 109.5 179.0 F EBRT9 Arcadia Dr/Greenback Ln Signal 4,045 3,592 88.8% 95 3,398 3,694 115.9 5.2 106.2 124.1 F10 Greenback Drwy 3/Greenback Ln Side‐street Stop 3,690 3,250 88.1% 83 3,094 3,358 35.9 28.8 0.0 88.9 E EBRT

51 Sunrise Blvd/Arcadia Dr Signal 3,825 3,586 93.8% 60 3,459 3,671 27.0 2.5 22.8 29.8 C52 Birdcage Ln/Greenback Ln Signal 4,190 3,735 89.1% 148 3,433 3,946 68.9 5.8 55.3 75.2 E53 Fair Oaks Blvd/Greenback Ln Signal 5,322 4,876 91.6% 76 4,751 4,967 116.4 12.2 104.1 136.1 F54 Sunrise Blvd/Kingswood Dr Signal 3,805 3,651 95.9% 26 3,607 3,686 30.2 17.7 8.4 53.6 C

56,91752,28991.9%






Fehr & Peers 10/30/2020

SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Cumulative No Project ConditionsVolume and Delay by Movement PM Peak Hour



Left Turn 350 317 90.7% 133.3 4.6 FThrough 1,400 1,258 89.9% 122.4 6.2 FRight Turn 205 180 87.8% 71.9 4.4 E

Subtotal 1,955 1,755 89.8% 118.8 5.1 FLeft Turn 195 199 101.8% 44.0 6.5 DThrough 1,065 1,060 99.6% 33.4 3.1 CRight Turn 190 198 104.3% 17.8 2.6 B

Subtotal 1,450 1,457 100.5% 32.9 2.6 CLeft Turn 305 238 77.9% 240.4 20.3 FThrough 1,405 1,047 74.5% 292.0 29.0 FRight Turn 185 139 75.2% 271.8 28.9 F


Subtotal 1,695 1,645 97.0% 52.5 8.5 DTotal 6,995 6,281 89.8% 111.1 4.2 F



Left TurnThrough 1,920 1,720 89.6% 43.7 4.2 ERight Turn 10 11 108.0% 39.1 23.6 E



Subtotal 40 39 98.3% 10.2 5.7 BLeft TurnThroughRight Turn 35 35 99.1% 48.1 20.1 E

Subtotal 35 35 99.1% 48.1 20.1 ETotal 3,510 3,261 92.9% 26.1 2.2 D

39.4

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020





Subtotal 1,835 1,626 88.6% 174.5 9.7 FLeft Turn 35 31 89.4% 67.8 24.5 EThrough 1,340 1,291 96.4% 19.7 2.3 BRight Turn 90 88 97.9% 19.2 3.8 B

Subtotal 1,465 1,411 96.3% 21.0 2.2 CLeft Turn 140 135 96.1% 79.3 13.9 EThrough 20 17 85.0% 69.8 27.8 ERight Turn 30 32 106.7% 39.4 16.1 D

Subtotal 190 184 96.6% 71.3 13.4 ELeft Turn 15 14 92.0% 42.0 24.5 DThrough 15 15 97.3% 46.8 18.9 DRight Turn 20 19 96.0% 49.7 22.0 D




Left TurnThrough 1,800 1,630 90.5% 88.2 5.1 FRight Turn 15 13 88.7% 83.7 37.7 F



Subtotal 75 75 99.7% 10.0 4.1 ALeft TurnThroughRight Turn 35 34 95.7% 26.3 10.6 D


28.5

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 140 131 93.9% 29.8 6.6 DThrough 1,780 1,651 92.8% 71.6 5.5 FRight Turn 30 29 96.7% 66.6 16.8 F

Subtotal 1,950 1,812 92.9% 68.4 5.8 FLeft Turn 25 23 90.0% 23.3 8.2 CThrough 1,320 1,287 97.5% 1.4 0.3 ARight Turn 80 76 95.3% 1.5 0.5 A









Subtotal 75 75 100.3% 8.9 2.2 ALeft TurnThroughRight Turn 10 13 125.0% 24.0 21.6 C

Subtotal 10 13 125.0% 24.0 21.6 CTotal 3,490 3,327 95.3% 26.2 6.2 D

9.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 145 140 96.7% 87.5 24.6 FThrough 1,840 1,716 93.2% 75.7 30.6 ERight Turn 110 104 94.3% 72.5 33.9 E

Subtotal 2,095 1,960 93.5% 76.4 30.1 ELeft Turn 50 46 91.4% 81.4 26.1 FThrough 1,340 1,275 95.1% 29.2 4.8 CRight Turn 60 63 105.7% 28.2 9.6 C

Subtotal 1,450 1,384 95.4% 30.4 5.2 CLeft Turn 75 78 103.9% 54.0 11.3 DThrough 40 44 109.3% 59.5 12.0 ERight Turn 95 94 99.3% 32.8 13.4 C


Subtotal 175 181 103.1% 47.5 9.5 DTotal 3,930 3,740 95.2% 54.5 14.6 D



Left TurnThroughRight Turn 35 37 104.3% 36.8 21.0 E

Subtotal 35 37 104.3% 36.8 21.0 ELeft Turn 95 90 94.3% 129.9 35.6 FThroughRight Turn 85 82 96.7% 120.6 40.3 F

Subtotal 180 172 95.4% 126.0 37.0 FLeft Turn 90 74 82.0% 56.0 10.3 FThrough 1,625 1,253 77.1% 122.6 17.4 FRight Turn 75 56 74.9% 141.9 19.8 F


Subtotal 1,735 1,693 97.6% 2.8 1.6 ATotal 3,740 3,284 87.8% 55.2 5.4 F

65.2

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020




Left Turn 90 88 97.3% 49.5 9.2 DThrough 40 42 104.8% 52.7 12.0 DRight Turn 80 83 104.1% 30.1 9.8 C

Subtotal 210 213 101.3% 42.2 7.5 DLeft Turn 190 192 101.1% 48.0 10.6 DThrough 40 39 97.8% 49.5 13.7 DRight Turn 95 101 106.0% 39.2 8.8 D

Subtotal 325 332 102.1% 45.1 6.7 DLeft Turn 85 70 82.6% 256.3 19.2 FThrough 1,625 1,228 75.6% 275.4 24.4 FRight Turn 45 36 79.1% 293.7 24.5 F

Subtotal 1,755 1,334 76.0% 275.0 24.0 FLeft Turn 90 93 103.7% 79.3 5.1 EThrough 1,535 1,497 97.5% 25.3 6.5 CRight Turn 130 123 94.8% 27.2 8.4 C

Subtotal 1,755 1,714 97.6% 28.8 6.2 CTotal 4,045 3,592 88.8% 115.9 5.2 F



Left TurnThroughRight Turn 10 10 102.0% 34.3 21.5 D

Subtotal 10 10 102.0% 34.3 21.5 DLeft TurnThroughRight Turn

SubtotalLeft TurnThrough 1,920 1,525 79.4% 28.2 2.9 DRight Turn 5 4 78.0% 35.9 28.8 E

Subtotal 1,925 1,529 79.4% 28.2 2.9 DLeft TurnThrough 1,755 1,710 97.5% 2.4 1.1 ARight Turn

Subtotal 1,755 1,710 97.5% 2.4 1.1 ATotal 3,690 3,250 88.1% 14.8 1.1 B

23.6

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Fehr & Peers 10/30/2020

SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Cumulative No Project ConditionsQueue Length PM Peak Hour



U/Left Turns 250 112 12 193 14 223 10 0% 0%Left Turn 250 274 29 446 34 355 0 0% 0%Through 1,134 847 112 1,286 93 1,172 35 71% 16%Right Turn 110 112 11 204 5 150 0 1% 0%






Right Turn 296 27 4 54 5 70 10 0% 0%



Right Turn 244 36 8 76 16 102 23 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB

Fehr & Peers 10/30/2020




Left Turn 533 111 13 196 27 242 47 0% 0%Shared 533 84 11 172 27 208 49 0% 0%


Through/Right 807 722 61 991 54 869 27 0% 36%


Through/Right 237 202 7 290 15 290 10 0% 7%

Left Turn 250 1 1 7 8 16 17 0% 0%Shared 536 43 6 88 10 115 31 0% 0%



Right Turn 297 41 3 72 9 99 32 0% 0%



Right Turn 440 31 5 69 12 87 28 0% 0%

EB

NB

SB

EB

NB

SB

WB

WB

Fehr & Peers 10/30/2020




Right Turn 303 49 4 86 9 112 22 0% 0%


Through/Right 322 203 58 463 46 383 14 0% 27%


Through/Right 392 3 2 21 17 49 47 0% 0%

Right Turn 440 26 2 62 7 76 14 0% 0%



Right Turn 291 41 5 74 12 98 24 0% 0%



Right Turn 420 13 4 39 8 44 12 0% 0%

SB

WB

EB

EB

NB

NB

SB

WB

Fehr & Peers 10/30/2020






Through/Right 636 316 78 626 128 629 58 0% 4%


Through/Right 387 267 15 431 21 439 4 0% 3%

Left Turn 461 84 8 148 11 181 26 0% 0%Shared 461 78 11 145 14 179 36 0% 0%




Through/Right 608 408 97 798 64 630 9 0% 4%

Right Turn 300 33 9 78 24 112 56 0% 0%

Shared 213 179 34 279 29 257 14 0% 46%


EB

NB

SB

SB

WB

WB

EB

NB

Fehr & Peers 10/30/2020




U/Left Turns 190 154 20 307 23 240 0 0% 0%Through 1,080 869 73 1,261 62 1,110 32 69% 3%

Through/Right 1,080 880 73 1,270 61 1,102 30 0% 4%

Left Turn 548 62 8 114 12 130 19 0% 0%Shared 548 104 7 185 16 234 55 0% 0%

Left Turn 150 126 19 255 20 250 0 1% 0%Shared 611 207 17 314 25 370 42 32% 0%


Through/Right 246 220 12 321 15 323 8 0% 9%




Right Turn 241 11 4 35 7 44 12 0% 0%

Through 373 5 8 33 45 83 96 1% 0%

EB

EB

NB

WB

NB

SB

WB

Fehr & Peers 10/30/2020

SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Data from 10 Runs Cumulative Plus Project ConditionsIntersection Volume and Delay AM Peak Hour


Control (vph) Average Deviation Minimum Maximum Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 6,928 6,553 94.6% 58 6,491 6,663 80.2 3.3 74.8 84.8 F2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 3,651 3,337 91.4% 49 3,287 3,427 20.5 19.1 3.1 58.2 C WBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 3,839 3,542 92.3% 58 3,476 3,653 23.0 4.0 18.3 29.6 C4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 3,313 3,066 92.5% 56 2,989 3,173 16.3 14.0 6.1 54.3 C EBRT5 Sunrise Blvd/Sunrise Drwy 4 Signal 3,599 3,366 93.5% 63 3,293 3,492 26.5 2.9 22.1 31.5 C6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 3,382 3,166 93.6% 60 3,090 3,284 13.2 6.1 7.3 25.3 B WBRT7 Sunrise Blvd/Macy Plaza Dr Signal 3,582 3,379 94.3% 72 3,275 3,526 22.8 3.0 18.3 28.6 C8 Greenback Drwy 1/Greenback Ln Side‐street Stop 3,348 3,320 99.2% 29 3,278 3,360 30.9 20.9 9.2 82.3 D EBLT9 Arcadia Dr/Greenback Ln Signal 3,645 3,547 97.3% 60 3,435 3,619 57.5 25.0 19.3 102.9 E10 Greenback Drwy 3/Greenback Ln Side‐street Stop 3,397 3,299 97.1% 57 3,182 3,355 45.9 15.8 5.0 65.7 E EBTH

51 Sunrise Blvd/Arcadia Dr Signal 3,680 3,259 88.6% 56 3,154 3,334 102.0 5.6 94.1 112.2 F52 Birdcage Ln/Greenback Ln Signal 4,176 4,132 99.0% 44 4,065 4,190 24.1 2.3 19.3 27.4 C53 Fair Oaks Blvd/Greenback Ln Signal 4,785 4,607 96.3% 59 4,505 4,673 108.3 14.3 90.0 144.3 F54 Sunrise Blvd/Kingswood Dr Signal 3,506 3,285 93.7% 55 3,196 3,383 14.2 1.3 10.9 17.0 B

54,83151,85894.6%







SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Cumulative Plus Project ConditionsVolume and Delay by Movement AM Peak Hour



Left Turn 373 370 99.2% 107.3 22.1 FThrough 1,029 1,020 99.1% 39.7 7.6 DRight Turn 105 106 101.3% 15.7 4.8 B

Subtotal 1,507 1,496 99.3% 55.6 11.2 ELeft Turn 224 186 82.8% 137.2 12.4 FThrough 1,499 1,209 80.7% 181.0 9.9 FRight Turn 185 150 81.0% 139.9 10.4 F








Subtotal 2,096 1,795 85.6% 3.7 0.2 ALeft TurnThroughRight Turn 20 18 91.0% 15.1 12.0 C

Subtotal 20 18 91.0% 15.1 12.0 CLeft TurnThroughRight Turn 62 62 99.8% 20.5 19.1 C

Subtotal 62 62 99.8% 20.5 19.1 CTotal 3,651 3,337 91.4% 5.4 2.0 A

9.8

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 30 29 95.7% 53.4 6.6 DThrough 1,278 1,277 99.9% 24.9 9.4 CRight Turn 120 119 99.2% 24.9 8.0 C


Subtotal 2,081 1,785 85.8% 18.1 2.2 BLeft Turn 35 34 96.6% 64.4 6.6 EThrough 23 26 110.9% 51.2 14.0 DRight Turn 10 12 115.0% 23.0 20.0 C

Subtotal 68 71 104.1% 55.6 5.7 ELeft Turn 93 93 99.6% 54.7 7.6 DThrough 14 15 104.3% 68.1 30.8 ERight Turn 155 155 99.8% 22.1 5.6 C







Subtotal 20 21 105.0% 16.3 14.0 CLeft TurnThroughRight Turn

SubtotalTotal 3,313 3,066 92.5% 2.7 0.5 A

8.2

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB







Subtotal 1,870 1,625 86.9% 19.9 2.7 BLeft Turn 5 5 106.0% 29.0 38.4 CThrough 10 10 102.0% 60.8 22.1 ERight Turn 3 4 120.0% 9.3 17.0 A

Subtotal 18 19 106.1% 50.9 22.0 DLeft Turn 94 93 99.0% 51.1 13.1 DThrough 10 11 110.0% 32.7 18.0 CRight Turn 51 53 103.9% 11.2 4.4 B









10.2

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB







Subtotal 1,768 1,562 88.3% 13.0 1.2 BLeft Turn 43 44 101.2% 50.3 16.8 DThrough 27 27 98.9% 40.5 14.5 DRight Turn 35 42 118.9% 20.6 7.4 C






Subtotal 43 41 95.6% 11.2 10.5 BLeft Turn 25 24 96.0% 20.2 10.5 CThroughRight Turn 5 6 124.0% 10.4 13.6 B

Subtotal 30 30 100.7% 19.7 8.1 CLeft Turn 15 15 97.3% 29.3 9.7 DThrough 1,442 1,410 97.8% 10.7 11.1 BRight Turn 148 148 100.1% 12.3 16.4 B



24.5

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 85 80 93.6% 155.8 87.0 FThrough 22 19 87.3% 305.9 220.2 FRight Turn 82 71 86.2% 280.2 149.8 F

Subtotal 189 170 89.7% 217.5 123.0 FLeft Turn 82 61 74.1% 506.8 261.7 FThrough 21 16 77.6% 502.1 282.4 FRight Turn 70 49 70.4% 520.4 286.1 F

Subtotal 173 126 73.1% 413.8 269.0 FLeft Turn 28 27 96.1% 98.5 37.6 FThrough 1,418 1,366 96.3% 69.5 41.6 ERight Turn 64 60 93.1% 71.4 43.6 E

Subtotal 1,510 1,452 96.2% 69.9 41.4 ELeft Turn 181 173 95.5% 156.3 62.5 FThrough 1,507 1,537 102.0% 20.8 6.4 CRight Turn 85 89 104.9% 19.4 7.7 B

Subtotal 1,773 1,799 101.5% 31.3 10.2 CTotal 3,645 3,547 97.3% 57.5 25.0 E



Left TurnThroughRight Turn 12 13 106.7% 21.8 15.0 C


SubtotalLeft TurnThrough 1,605 1,492 93.0% 45.9 15.8 ERight Turn 7 7 97.1% 18.8 25.0 C

Subtotal 1,612 1,499 93.0% 45.9 15.8 ELeft TurnThrough 1,773 1,787 100.8% 9.2 6.4 ARight Turn

Subtotal 1,773 1,787 100.8% 9.2 6.4 ATotal 3,397 3,299 97.1% 26.0 9.3 D

11.7

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB


SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Cumulative Plus Project ConditionsQueue Length AM Peak Hour









Right Turn 296 16 3 46 7 57 16 0% 0%



Right Turn 506 39 3 78 7 114 17 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB







Through/Right 386 158 14 309 35 400 58 0% 1%


Through/Right 237 152 15 236 19 253 20 0% 1%




Right Turn 297 19 3 49 5 63 17 0% 0%

Through 398 1 2 11 13 32 37 0% 0%


EB

NB

SB

EB

NB

SB

WB







Through/Right 755 296 20 472 31 579 33 0% 0%


Through/Right 398 173 19 264 39 320 49 0% 0%




Right Turn 291 14 3 41 3 47 12 0% 0%


Through/Right 328 0 0 1 4 4 13 0% 0%

Right Turn 420 42 5 77 9 99 17 0% 0%

SB

WB

EB

EB

NB

NB

SB

WB







Through/Right 648 255 21 441 40 513 60 0% 0%


Through/Right 387 109 13 243 24 313 23 0% 0%





Through/Right 621 24 52 93 164 153 205 0% 0%

Right Turn 300 25 3 51 6 59 8 0% 0%

Shared 213 25 3 58 8 67 20 0% 0%

Through 166 1 1 6 13 17 39 0% 0%

SB

WB

WB

EB

NB

EB

NB

SB






Through/Right 275 166 36 315 63 341 49 0% 11%

Left Turn 250 78 30 217 66 243 52 0% 0%Shared 548 194 57 384 147 454 158 16% 7%

Left Turn 150 58 24 171 40 233 37 3% 0%Shared 611 217 85 474 189 557 155 32% 12%


Through/Right 659 252 23 383 39 500 52 0% 0%




Right Turn 241 12 3 38 6 44 12 0% 0%

Through 373 37 53 156 155 251 181 6% 4%

EB

EB

NB

WB

NB

SB

WB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Data from 10 Runs Cumulative Plus Project ConditionsIntersection Volume and Delay PM Peak Hour


Control (vph) Average Deviation Minimum Maximum Average Std. Dev. Minimum Maximum LOS Mvmt.1 Sunrise Blvd/Greenback Ln Signal 8,072 6,875 85.2% 120 6,726 7,065 123.7 6.4 116.8 132.5 F2 Sunrise Blvd/Sunrise Drwy 1 Side‐street Stop 4,417 3,663 82.9% 30 3,615 3,709 53.8 25.1 16.7 99.9 F WBRT3 Sunrise Blvd/Birdcage Center‐Sunrise Mall Signal 4,644 3,846 82.8% 51 3,774 3,945 88.3 3.4 81.9 91.2 F4 Sunrise Blvd/Sunrise Drwy 3 Side‐street Stop 3,962 3,208 81.0% 55 3,147 3,302 50.5 4.5 42.6 55.2 F NBTH5 Sunrise Blvd/Sunrise Drwy 4 Signal 4,491 3,612 80.4% 74 3,514 3,726 87.1 5.9 77.6 95.3 F6 Sunrise Blvd/Sunrise Drwy 5 Side‐street Stop 4,203 3,347 79.6% 82 3,247 3,499 236.5 86.3 77.8 339.6 F WBRT7 Sunrise Blvd/Macy Plaza Dr Signal 4,575 3,670 80.2% 97 3,501 3,872 74.4 3.8 66.9 82.4 E8 Greenback Drwy 1/Greenback Ln Side‐street Stop 4,007 3,447 86.0% 113 3,285 3,584 509.4 87.1 348.1 611.1 F NBRT9 Arcadia Dr/Greenback Ln Signal 4,431 3,576 80.7% 127 3,407 3,774 132.4 17.6 113.3 169.9 F10 Greenback Drwy 3/Greenback Ln Side‐street Stop 3,916 3,311 84.6% 98 3,143 3,462 63.8 54.4 15.2 181.6 F NBRT

51 Sunrise Blvd/Arcadia Dr Signal 4,328 3,781 87.4% 87 3,646 3,922 84.6 26.5 36.5 107.3 F52 Birdcage Ln/Greenback Ln Signal 4,751 4,204 88.5% 142 3,993 4,382 62.1 5.4 55.3 75.1 E53 Fair Oaks Blvd/Greenback Ln Signal 5,547 4,938 89.0% 100 4,738 5,056 131.7 15.6 106.5 160.1 F54 Sunrise Blvd/Kingswood Dr Signal 4,327 3,402 78.6% 81 3,281 3,565 56.8 3.5 51.5 62.5 E

65,67154,88083.6%







SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Cumulative Plus Project ConditionsVolume and Delay by Movement PM Peak Hour



Left Turn 591 450 76.2% 110.7 7.6 FThrough 1,619 1,246 76.9% 81.9 6.1 FRight Turn 220 172 78.2% 36.9 5.3 D

Subtotal 2,430 1,868 76.9% 84.4 4.5 FLeft Turn 227 209 92.2% 152.4 11.4 FThrough 1,264 1,169 92.5% 171.6 19.6 FRight Turn 190 169 89.1% 136.4 17.8 F






Left TurnThrough 2,322 1,757 75.7% 15.0 1.5 CRight Turn 23 14 58.7% 6.4 4.4 A


Subtotal 1,924 1,747 90.8% 8.4 2.7 ALeft TurnThroughRight Turn 40 39 98.0% 29.3 10.9 D

Subtotal 40 39 98.0% 29.3 10.9 DLeft TurnThroughRight Turn 108 106 98.1% 53.8 25.1 F

Subtotal 108 106 98.1% 53.8 25.1 FTotal 4,417 3,663 82.9% 13.2 2.1 B

41.0

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB







Subtotal 1,884 1,713 90.9% 46.8 7.1 DLeft Turn 140 140 100.2% 56.7 6.7 EThrough 10 11 107.0% 36.6 17.3 DRight Turn 30 34 112.0% 18.0 20.2 B

Subtotal 180 185 102.6% 48.9 5.7 DLeft Turn 183 186 101.7% 57.8 11.7 EThrough 24 23 94.6% 35.8 21.4 DRight Turn 213 214 100.5% 25.5 7.8 C








SubtotalTotal 3,962 3,208 81.0% 26.5 3.1 D

47.0

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB








Subtotal 130 132 101.3% 26.6 8.2 CLeft Turn 184 188 102.2% 53.6 12.8 DThrough 10 11 105.0% 36.0 7.0 DRight Turn 127 131 103.1% 23.9 7.5 C









114.8

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB






Subtotal 2,297 1,490 64.9% 133.4 15.0 FLeft Turn 93 89 95.6% 66.0 30.6 EThrough 1,602 1,501 93.7% 30.5 4.0 CRight Turn 106 99 93.1% 32.8 9.2 C


Subtotal 218 219 100.3% 45.5 10.0 DLeft Turn 158 160 101.3% 60.3 8.6 EThrough 21 23 110.0% 74.7 38.1 ERight Turn 80 89 110.9% 50.6 26.4 D

Subtotal 259 272 105.0% 58.9 11.1 ETotal 4,575 3,670 80.2% 74.4 3.8 E



Left TurnThroughRight Turn 91 56 61.6% 509.4 87.1 F

Subtotal 91 56 61.6% 509.4 87.1 FLeft Turn 95 80 84.4% 140.1 29.5 FThroughRight Turn 85 79 93.3% 138.5 34.0 F

Subtotal 180 160 88.6% 139.5 30.6 FLeft Turn 90 82 90.6% 41.5 8.1 EThrough 1,607 1,390 86.5% 72.8 20.8 FRight Turn 165 146 88.5% 67.7 21.6 F


Subtotal 1,874 1,614 86.1% 3.5 2.4 ATotal 4,007 3,447 86.0% 46.7 9.1 E

48.4

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB








Subtotal 1,793 1,471 82.0% 206.7 31.9 FLeft Turn 193 183 95.0% 127.0 55.5 FThrough 1,529 1,457 95.3% 33.3 13.1 CRight Turn 130 121 93.2% 32.8 13.9 C





Subtotal 23 26 112.2% 63.8 54.4 FLeft TurnThroughRight Turn

SubtotalLeft TurnThrough 2,035 1,505 74.0% 48.6 5.6 ERight Turn 6 3 53.3% 25.6 31.1 D

Subtotal 2,041 1,509 73.9% 48.6 5.5 ELeft TurnThrough 1,852 1,777 95.9% 12.1 12.0 BRight Turn

Subtotal 1,852 1,777 95.9% 12.1 12.0 BTotal 3,916 3,311 84.6% 29.4 7.0 D

48.1

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Cumulative Plus Project ConditionsQueue Length PM Peak Hour



U/Left Turns 250 140 11 226 19 257 36 1% 0%Left Turn 250 304 21 453 16 355 0 1% 0%Through 1,135 1,029 88 1,252 73 1,169 31 64% 8%Right Turn 110 141 7 180 17 150 0 15% 0%


U/Left Turns 175 82 7 145 13 168 34 1% 0%Left Turn 1,175 271 19 430 12 325 0 1% 0%Through 918 835 76 1,012 70 949 42 70% 15%Right Turn 140 194 16 317 5 235 0 2% 0%




Right Turn 296 32 5 65 6 78 15 0% 0%



Right Turn 506 79 16 154 42 202 81 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB







Through/Right 784 762 11 873 16 828 13 0% 9%


Through/Right 596 324 15 420 26 535 35 0% 0%




Right Turn 297 43 4 80 10 104 24 0% 0%

Through 398 384 10 487 23 443 22 0% 10%


EB

NB

SB

EB

NB

SB

WB







Through/Right 755 740 11 850 15 787 19 0% 24%


Through/Right 824 427 20 541 21 595 26 0% 0%




Right Turn 291 43 2 76 8 103 19 0% 0%



Right Turn 420 291 92 470 113 420 72 0% 29%

SB

WB

EB

EB

NB

NB

SB

WB







Through/Right 648 647 8 732 41 684 6 0% 27%


Through/Right 755 296 24 504 44 591 42 0% 0%





Through/Right 621 364 92 750 74 636 10 0% 2%

Right Turn 300 207 38 395 27 321 12 0% 48%

Shared 213 167 23 277 23 252 17 0% 40%


SB

WB

WB

EB

NB

EB

NB

SB






Through/Right 1,102 845 56 1,231 52 1,117 27 0% 2%

Left Turn 250 227 29 409 15 300 0 0% 0%Shared 548 513 39 688 36 591 13 84% 77%

Left Turn 150 181 49 279 26 250 0 61% 0%Shared 611 566 36 752 29 649 16 95% 78%


Through/Right 659 343 26 494 45 623 49 0% 0%




Right Turn 241 30 7 70 17 90 30 0% 0%

Through 373 80 102 241 186 337 115 14% 9%

EB

EB

NB

WB

NB

SB

WB


SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Existing Plus Project with EnhancementsVolume and Delay by Movement AM Peak Hour




Subtotal 1,298 1,296 99.8% 40.2 4.0 DLeft Turn 183 185 100.9% 61.1 6.4 EThrough 1,143 1,142 99.9% 56.1 10.6 ERight Turn 177 178 100.8% 27.0 5.8 C


Subtotal 1,662 1,661 99.9% 37.4 4.3 DLeft Turn 200 191 95.7% 77.3 4.1 EThrough 1,059 1,065 100.5% 21.3 2.8 CRight Turn 90 95 105.3% 6.8 1.9 A

Subtotal 1,349 1,351 100.1% 28.2 1.9 CTotal 5,812 5,813 100.0% 40.4 2.5 D






Subtotal 16 18 111.3% 12.2 9.0 BLeft TurnThroughRight Turn 59 59 100.5% 11.7 5.3 B


9.1

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB





Left Turn 30 28 92.0% 41.1 9.3 DThrough 1,078 1,076 99.9% 18.2 3.3 BRight Turn 116 114 98.0% 8.3 1.3 A

Subtotal 1,224 1,218 99.5% 17.9 3.0 BLeft Turn 291 287 98.7% 31.1 3.7 CThrough 1,389 1,372 98.8% 11.3 2.0 BRight Turn 20 21 102.5% 10.2 5.6 B


Subtotal 59 56 94.9% 55.3 13.4 ELeft Turn 90 91 101.3% 52.6 4.7 DThrough 10 11 113.0% 53.3 26.5 DRight Turn 152 155 102.2% 8.0 1.4 A








SubtotalTotal 2,727 2,705 99.2% 1.9 0.2 A

7.7

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB





Left Turn 51 50 97.5% 67.8 11.0 EThrough 1,171 1,170 99.9% 20.7 3.7 CRight Turn 129 135 104.9% 10.1 2.7 B


Subtotal 1,488 1,475 99.1% 17.3 2.1 BLeft Turn 5 4 78.0% 38.1 37.8 DThrough 10 10 102.0% 60.3 31.0 ERight Turn

Subtotal 15 14 94.0% 59.6 27.2 ELeft Turn 94 97 103.0% 51.8 7.1 DThrough 10 9 91.0% 63.0 23.8 ERight Turn 48 47 97.3% 11.2 9.2 B









9.0

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 43 43 100.5% 85.1 12.9 FThrough 1,229 1,236 100.5% 10.5 2.1 BRight Turn 106 104 97.7% 5.6 1.8 A

Subtotal 1,378 1,382 100.3% 12.3 2.1 BLeft Turn 80 79 99.1% 44.5 7.4 DThrough 1,271 1,267 99.6% 9.1 1.5 ARight Turn 35 38 107.7% 7.1 2.6 A


Subtotal 97 99 101.6% 44.8 11.2 DLeft Turn 67 64 96.0% 58.8 13.7 EThrough 9 9 95.6% 64.9 33.3 ERight Turn 44 43 98.4% 18.2 7.0 B





Subtotal 42 39 93.1% 7.0 4.1 ALeft Turn 5 5 94.0% 13.8 12.2 BThroughRight Turn 4 5 120.0% 8.7 10.9 A

Subtotal 9 10 105.6% 13.4 10.0 BLeft Turn 10 10 95.0% 9.2 7.7 AThrough 1,234 1,234 100.0% 3.3 0.4 ARight Turn 146 147 100.8% 3.9 0.6 A



13.8

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 83 86 103.1% 63.3 14.4 EThrough 15 18 116.7% 59.6 19.4 ERight Turn 79 82 104.2% 21.6 7.9 C


Subtotal 107 107 99.8% 53.1 6.5 DLeft Turn 25 24 94.0% 53.7 11.2 DThrough 1,205 1,199 99.5% 12.5 1.8 BRight Turn 51 49 96.9% 9.0 1.3 A

Subtotal 1,281 1,272 99.3% 13.1 1.7 BLeft Turn 172 170 98.8% 80.1 6.9 FThrough 1,247 1,239 99.4% 4.5 0.7 ARight Turn 82 87 106.0% 3.5 1.2 A









3.0

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB


SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Existing Plus Project with EnhancementsQueue Length AM Peak Hour




Left Turn 190 152 9 227 19 284 24 4% 0%Through 593 223 17 341 28 380 37 3% 0%Right Turn 317 28 4 65 12 97 37 0% 0%





Right Turn 286 15 3 42 3 42 12 0% 0%



Right Turn 498 34 3 63 8 79 14 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB






U/Left Turns 250 27 5 67 12 89 20 0% 0%Through 375 96 13 190 19 253 38 0% 0%Right Turn 250 33 7 77 12 101 28 0% 0%


Through/Right 593 158 9 234 13 253 21 0% 0%




Right Turn 296 17 4 50 6 70 13 0% 0%

Through 398 0 1 2 6 6 17 0% 0%

Through/Right 449 0 0 0 0 0 0 0% 0%449 0 0 0 0 0 0 0% 0%

EB

NB

SBSB

EB

NB

SB

WB








Through/Right 398 146 11 236 21 285 39 0% 0%




Right Turn 291 11 2 37 6 43 14 0% 0%

Through/Right 387 1 1 8 14 23 39 0% 0%


Through/Right 390 0 0 0 0 0 0 0% 0%390 0 0 0 0 0 0 0% 0%

SB

WB

EB

EB

NB

NB

SB

WBSB








Through/Right 387 91 13 207 25 270 31 0% 0%





Right Turn 285 18 3 38 4 50 14 0% 0%

Shared 213 10 2 34 5 37 10 0% 0%

212 0 0 0 0 0 0 0% 0%212 0 0 0 0 0 0 0% 0%

EB

NB

SB

SB

WBWB

WB

EB

NB






Through/Right 269 114 6 183 13 214 25 0% 0%




Through/Right 240 55 6 120 16 164 49 0% 0%



Right Turn 241 8 3 30 6 33 0 0% 0%

Through 55 0 1 4 7 11 19 0% 0%

EB

NB

WB

NB

SB

WB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Existing Plus Project with EnhancementsVolume and Delay by Movement PM Peak Hour



Left Turn 582 547 94.0% 98.5 2.3 FThrough 1,349 1,247 92.4% 84.7 4.3 FRight Turn 211 196 92.9% 22.8 2.3 C

Subtotal 2,142 1,990 92.9% 81.8 2.7 FLeft Turn 205 201 98.2% 49.6 4.8 DThrough 1,032 1,022 99.1% 45.6 5.4 DRight Turn 190 195 102.5% 25.1 4.2 C


Subtotal 1,742 1,739 99.9% 43.9 2.3 DLeft Turn 258 259 100.2% 74.9 6.3 EThrough 1,192 1,160 97.3% 29.2 4.0 CRight Turn 120 125 103.8% 18.9 2.4 B




Left TurnThrough 2,035 1,881 92.4% 13.3 2.2 BRight Turn 22 22 100.5% 6.6 2.7 A



Subtotal 40 45 112.0% 14.9 4.9 BLeft TurnThroughRight Turn 107 104 96.7% 26.3 9.3 D

Subtotal 107 104 96.7% 26.3 9.3 DTotal 3,893 3,735 96.0% 9.3 1.4 A

25.5

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB







Subtotal 1,653 1,652 99.9% 30.1 2.4 CLeft Turn 138 143 103.8% 54.3 12.3 DThrough 10 11 106.0% 59.1 32.9 ERight Turn 27 28 103.3% 18.3 11.1 B

Subtotal 175 182 103.8% 50.1 12.8 DLeft Turn 180 186 103.2% 88.3 38.7 FThrough 20 23 113.5% 42.3 17.1 DRight Turn 210 212 101.0% 18.7 5.9 B








SubtotalTotal 3,440 3,297 95.8% 20.3 4.6 C

15.4

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB








Subtotal 128 129 101.1% 24.6 8.4 CLeft Turn 184 196 106.4% 54.5 10.1 DThrough 10 10 102.0% 41.6 24.1 DRight Turn 125 127 101.5% 25.9 6.1 C








Subtotal 158 149 94.3% 148.2 104.9 FTotal 3,681 3,532 95.9% 29.1 11.7 D

22.1

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB













Subtotal 90 90 100.1% 9.8 3.6 ALeft Turn 19 20 103.7% 23.1 17.6 CThroughRight Turn 84 88 105.1% 15.0 7.4 B




25.1

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB







Subtotal 198 203 102.7% 50.0 9.3 DLeft Turn 41 40 97.1% 64.6 12.3 EThrough 1,203 1,187 98.6% 23.9 2.5 CRight Turn 67 68 101.5% 20.8 7.0 C

Subtotal 1,311 1,294 98.7% 25.1 2.2 CLeft Turn 181 177 97.9% 67.6 10.7 EThrough 1,258 1,239 98.5% 15.7 3.0 BRight Turn 126 124 98.1% 13.4 3.0 B









10.0

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Existing Plus Project with EnhancementsQueue Length PM Peak Hour









Right Turn 286 33 7 66 14 86 29 0% 0%



Right Turn 498 64 14 123 35 159 54 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB








Through/Right 236 225 7 299 7 302 16 0% 10%




Right Turn 296 40 4 75 13 105 30 0% 0%

Through 398 302 62 531 51 442 24 0% 6%


EB

NB

SB

EB

NB

SB

WB








Through/Right 398 339 24 472 19 452 15 0% 6%




Right Turn 291 41 4 78 11 96 18 0% 0%



Right Turn 420 158 56 326 122 362 91 0% 8%

SB

WB

EB

EB

NB

NB

SB

WB








Through/Right 387 203 13 332 29 376 29 0% 0%





Right Turn 285 33 6 65 14 88 26 0% 0%

Shared 213 57 9 108 25 146 36 0% 0%


SB

WB

WB

EB

NB

EB

NB

SB






Through/Right 269 165 17 263 15 281 30 0% 1%




Through/Right 240 167 16 311 19 318 9 0% 3%




Right Turn 241 16 3 45 4 53 12 0% 0%

Through 373 3 5 21 24 64 55 0% 0%

EB

EB

NB

WB

NB

SB

WB


SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Cumulative Plus Project with EnhancementsVolume and Delay by Movement AM Peak Hour



Left Turn 363 366 100.9% 73.3 5.3 EThrough 1,039 1,034 99.6% 38.6 5.8 DRight Turn 105 105 99.9% 10.9 2.5 B

Subtotal 1,507 1,506 99.9% 45.8 4.3 DLeft Turn 224 184 82.3% 123.7 9.9 FThrough 1,509 1,247 82.6% 165.6 10.0 FRight Turn 185 154 83.2% 133.2 7.4 F









Subtotal 20 18 91.5% 14.5 9.3 BLeft TurnThroughRight Turn 62 60 97.3% 13.5 4.5 B


23.7

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB





Left Turn 30 27 90.3% 54.8 12.1 DThrough 1,278 1,276 99.8% 19.7 4.0 BRight Turn 120 122 101.3% 10.0 2.6 A

Subtotal 1,428 1,424 99.7% 19.6 3.7 BLeft Turn 299 260 87.0% 32.5 3.3 CThrough 1,762 1,511 85.8% 12.6 1.6 BRight Turn 20 18 88.0% 10.8 7.4 B

Subtotal 2,081 1,789 86.0% 15.5 1.1 BLeft Turn 35 33 94.3% 52.6 8.7 DThrough 23 23 101.7% 52.3 14.8 DRight Turn 10 11 108.0% 12.8 12.2 B









SubtotalTotal 3,313 3,065 92.5% 2.3 0.3 A

10.3

EB

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB





Left Turn 55 56 101.1% 64.0 7.7 EThrough 1,372 1,370 99.8% 23.1 4.9 CRight Turn 129 128 99.5% 9.4 3.5 A


Subtotal 1,870 1,632 87.3% 19.2 2.4 BLeft Turn 5 5 106.0% 42.5 27.7 DThrough 10 11 110.0% 72.3 28.1 ERight Turn 3 3 103.3% 7.7 13.0 A

Subtotal 18 19 107.8% 58.7 20.4 ELeft Turn 94 89 95.1% 50.7 9.0 DThrough 10 9 92.0% 36.7 26.0 DRight Turn 51 55 108.2% 11.9 4.4 B









11.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 50 51 101.2% 69.3 12.5 EThrough 1,426 1,411 99.0% 11.3 2.5 BRight Turn 106 100 93.9% 5.6 1.1 A

Subtotal 1,582 1,562 98.7% 13.0 2.4 BLeft Turn 84 74 88.1% 48.2 10.1 DThrough 1,646 1,451 88.2% 10.9 2.5 BRight Turn 38 33 87.6% 8.6 3.6 A

Subtotal 1,768 1,559 88.2% 12.5 2.5 BLeft Turn 43 42 98.6% 54.1 8.1 DThrough 27 29 108.1% 50.7 20.2 DRight Turn 35 34 96.9% 19.4 7.1 B






Subtotal 43 41 94.2% 42.1 52.9 ELeft Turn 25 24 94.4% 23.8 9.4 CThroughRight Turn 5 6 126.0% 14.3 13.6 B

Subtotal 30 30 99.7% 22.5 6.1 CLeft Turn 15 16 103.3% 26.4 11.3 DThrough 1,442 1,405 97.4% 17.6 17.6 CRight Turn 148 147 99.0% 13.0 12.5 B

Subtotal 1,605 1,567 97.6% 17.3 17.0 CLeft TurnThrough 1,650 1,618 98.1% 0.7 0.2 ARight Turn 20 21 105.0% 0.2 0.1 A


24.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB





Left Turn 85 83 97.9% 58.0 15.4 EThrough 22 22 97.7% 138.5 58.8 FRight Turn 82 76 93.0% 136.4 85.4 F

Subtotal 189 181 95.8% 91.7 28.7 FLeft Turn 82 78 94.6% 141.5 87.5 FThrough 21 21 97.6% 72.1 54.1 ERight Turn 70 69 99.1% 26.3 13.5 C


Subtotal 1,510 1,428 94.6% 91.5 53.4 FLeft Turn 181 153 84.8% 309.8 217.5 FThrough 1,507 1,475 97.9% 25.1 18.2 CRight Turn 85 85 100.4% 23.9 17.8 C




Left TurnThroughRight Turn 12 11 88.3% 18.2 9.9 C



Subtotal 1,612 1,500 93.1% 44.1 12.4 ELeft TurnThrough 1,773 1,718 96.9% 18.6 16.9 CRight Turn


15.3

WB

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB


SimTraffic Post‐Processor Sunrise Mall SP & EIRAverage Results from 10 Runs Cumulative Plus Project with EnhancementsQueue Length AM Peak Hour









Right Turn 286 17 5 48 12 63 26 0% 0%


Through/Right 317 0 0 1 4 4 12 0% 0%

Right Turn 498 36 4 66 8 82 17 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB








Through/Right 236 139 8 211 12 237 29 0% 0%




Right Turn 296 19 4 53 11 67 28 0% 0%

Through 398 0 0 2 3 5 10 0% 0%


EB

NB

SB

EB

NB

SB

WB








Through/Right 398 170 14 262 25 319 47 0% 0%




Right Turn 291 12 3 37 6 40 11 0% 0%


Right Turn 420 43 3 79 6 98 14 0% 0%


SB

WB

EB

EB

NB

NB

WB

SB








Through/Right 387 102 16 230 41 292 57 0% 0%





Right Turn 285 21 5 49 13 69 17 0% 0%

Shared 213 26 4 59 6 67 10 0% 0%


SB

WB

WB

EB

NB

EB

NB

SB






Through/Right 435 236 49 414 73 479 66 0% 6%




Through/Right 613 92 18 233 49 345 71 0% 0%




Right Turn 241 10 3 33 6 35 7 0% 0%

Through 373 53 48 215 174 290 209 17% 8%

EB

EB

NB

WB

NB

SB

WB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Cumulative Plus Project with EnhancementsVolume and Delay by Movement PM Peak Hour



Left Turn 581 461 79.3% 99.9 5.9 FThrough 1,629 1,257 77.2% 85.9 7.4 FRight Turn 220 175 79.3% 27.9 5.9 C

Subtotal 2,430 1,892 77.9% 83.5 6.6 FLeft Turn 227 220 96.7% 85.3 29.2 FThrough 1,274 1,256 98.6% 100.7 36.6 FRight Turn 190 192 101.1% 73.7 32.2 E


Subtotal 2,147 1,926 89.7% 178.2 42.7 FLeft Turn 258 231 89.7% 80.9 5.3 FThrough 1,453 1,249 85.9% 55.8 12.8 ERight Turn 123 114 92.6% 43.9 10.8 D

Subtotal 1,834 1,594 86.9% 58.8 11.1 ETotal 8,102 7,080 87.4% 103.9 6.3 F



Left TurnThrough 2,322 1,771 76.3% 17.7 2.7 CRight Turn 23 17 74.3% 10.4 7.3 B

Subtotal 2,345 1,788 76.2% 17.7 2.6 CLeft TurnThrough 1,844 1,758 95.3% 4.2 0.2 ARight Turn 80 78 97.5% 3.5 0.6 A


Subtotal 40 38 93.8% 19.8 11.1 CLeft TurnThroughRight Turn 108 113 104.8% 47.9 25.6 E

Subtotal 108 113 104.8% 47.9 25.6 ETotal 4,417 3,774 85.4% 12.1 1.4 B

47.9

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB







Subtotal 1,884 1,795 95.3% 31.2 3.2 CLeft Turn 140 145 103.3% 57.9 8.9 EThrough 10 11 105.0% 53.6 33.2 DRight Turn 30 32 107.7% 18.6 6.9 B

Subtotal 180 187 104.1% 51.0 6.8 DLeft Turn 183 190 103.8% 84.3 17.9 FThrough 24 23 97.1% 50.3 11.2 DRight Turn 218 214 98.3% 18.1 5.7 B




Left TurnThrough 2,160 1,548 71.7% 57.8 9.4 FRight Turn




SubtotalTotal 3,962 3,277 82.7% 28.8 3.5 D

51.0

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB







Subtotal 1,762 1,672 94.9% 43.9 5.8 DLeft Turn 24 25 103.8% 61.6 27.6 EThrough 10 10 104.0% 46.1 25.5 DRight Turn 96 93 96.4% 22.5 12.2 C

Subtotal 130 128 98.3% 33.1 11.1 CLeft Turn 184 181 98.3% 52.7 5.1 DThrough 10 10 101.0% 28.3 22.7 CRight Turn 127 133 105.0% 26.6 4.6 C







Subtotal 75 76 101.9% 17.5 8.6 CLeft TurnThroughRight Turn 159 138 86.5% 202.5 83.4 F


135.7

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB






Subtotal 2,297 1,506 65.6% 135.5 8.8 FLeft Turn 93 88 94.1% 52.7 6.9 DThrough 1,602 1,539 96.1% 31.6 4.8 CRight Turn 106 99 93.7% 35.8 8.5 D

Subtotal 1,801 1,726 95.8% 32.8 4.6 CLeft Turn 88 90 101.7% 100.3 69.5 FThrough 35 38 107.7% 40.9 13.4 DRight Turn 95 95 99.9% 20.6 9.8 C

Subtotal 218 222 101.9% 56.5 37.5 ELeft Turn 158 151 95.5% 63.3 6.5 EThrough 21 21 98.1% 94.3 67.3 FRight Turn 80 83 103.8% 79.0 50.9 E

Subtotal 259 255 98.3% 72.6 25.9 ETotal 4,575 3,708 81.1% 76.7 6.7 E




Subtotal 91 40 43.5% 562.7 322.6 FLeft Turn 95 85 89.3% 160.2 49.5 FThroughRight Turn 85 75 88.4% 159.8 43.9 F

Subtotal 180 160 88.8% 160.2 44.4 FLeft Turn 90 81 90.4% 43.1 14.4 EThrough 1,607 1,407 87.6% 80.3 25.4 FRight Turn 165 151 91.6% 35.0 14.9 D


Subtotal 1,874 1,623 86.6% 3.9 2.1 ATotal 4,007 3,462 86.4% 44.8 12.5 E

46.0

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB













Subtotal 23 26 110.9% 48.9 27.5 ELeft TurnThroughRight Turn


Subtotal 2,041 1,539 75.4% 43.2 7.3 ELeft TurnThrough 1,852 1,769 95.5% 21.7 13.8 CRight Turn


33.2

Served Volume (vph)

NB

SB

EB

WB

Served Volume (vph)

NB

SB

EB

WB


SimTraffic Post‐Processor Sunrise Mall SP EIRAverage Results from 10 Runs Cumulative Plus Project with EnhancementsQueue Length PM Peak Hour



U/Left Turns 250 142 17 227 27 253 44 0% 0%Left Turn 250 300 22 445 13 355 0 1% 0%Through 1,135 826 138 1,164 138 1,164 47 61% 5%Right Turn 160 181 9 259 13 200 0 3% 0%






Right Turn 286 29 3 65 10 84 18 0% 0%



Right Turn 498 89 16 176 41 209 55 0% 0%

EB

NB

SB

WB

EB

NB

SB

WB








Through/Right 236 243 9 305 12 300 12 0% 17%




Right Turn 296 43 7 82 14 107 27 0% 0%

Through 398 384 13 488 29 445 21 0% 10%


EB

NB

SB

EB

NB

SB

WB








Through/Right 813 425 19 549 24 605 27 0% 0%




Right Turn 291 46 7 82 13 95 16 0% 0%



Right Turn 420 339 82 501 75 451 34 0% 51%

SB

WB

EB

EB

NB

NB

SB

WB








Through/Right 387 237 17 387 36 411 18 0% 2%





Right Turn 285 196 27 380 15 311 16 0% 52%

Shared 213 177 24 274 27 245 15 0% 44%


EB

NB

SB

SB

WB

WB

EB

NB






Through/Right 269 324 10 370 19 361 12 0% 66%




Through/Right 240 258 10 357 13 326 13 0% 11%




Right Turn 241 26 3 61 7 73 17 0% 0%

Through 373 144 81 402 129 417 111 35% 15%

EB

EB

NB

WB

NB

SB

WB


Turning TemplateBus

N.T.S.

CONCEPTUAL - NOT FOR CONSTRUCTION. ADDITIONALDETAILED ANALYSIS AND ENGINEERING DESIGN REQUIRED.

PRIMARY STREET 'A'

SUN

RISE

BOU

LEVA

RD

Legend:- Vehicle Wheel- Vehicle Body

- Vehicle Center- Vehicle Swept Path

Sunrise Boulevard - Primary Street A

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40' BUS

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CALTRANS 2018 (US)

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(c) 2021 Transoft Solutions, Inc. All rights reserved.

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PRIMARY STREET 'A'

SUN

RISE

BOU

LEVA

RD



Sunrise Boulevard - Primary Street A Improved

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40' BUS

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MACY PLAZA DRIVE

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RISE

BOU

LEVA

RD



Sunrise Boulevard -Macy Plaza Drive

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40' BUS

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GREENBACK LANE

ARCA

DIA

DRI

VELegend:

- Vehicle Wheel- Vehicle Body


Greenback Lane - Arcadia Drive

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40' BUS

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N

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CADD FILE:

sunrise tomorrow specific plan draft eir local

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