Traffic Impact Study. Westlake Elementary School Westlake, Ohio. TMS Engineers, Inc. June 5, PDF Free Download

TMS Engineers, Inc. Traffic Impact Study Westlake Elementary School Westlake, Ohio June 5, 2017 Prepared for: Westlake City Schools - Board of Education 27200 Hilliard Boulevard Westlake, OH 44145

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table of Contents Executive Summary... vi ix Chapter 1 Introduction... 1 4 1.1 Purpose of the Report... 1 1.2 Study Objectives... 4 Chapter 2 Area Conditions...5 12 2.1 Transportation Network Study Area... 5 2.2 Traffic... 10 Chapter 3 Projected Traffic Conditions... 13 28 3.1 Site Traffic... 13 3.2 Non Site Traffic... 20 3.3 Future Traffic... 24 Chapter 4 Traffic Analysis... 29 67 4.1 Capacity and LOS at Study Area Intersections... 29 4.2 Capacity and LOS at Development Access Intersections........... 46 4.3 Auxiliary Turning Lane Warrant Analysis... 49 4.4 Turn Lane Length Analysis... 50 4.5 Alternate Scenario Analysis... 52 4.6 Improvements to Accommodate Study Area Traffic... 62 Chapter 5 Conclusions... 68 71 June 5, 2017 Page i TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendices Appendix A Traffic Count Data Appendix B Trip Generation Data Appendix C Existing Capacity Analysis Worksheets 2017 Appendix D No Build Capacity Analysis Worksheets 2019 Appendix E No Build Capacity Analysis Worksheets 2039 Appendix F No Build Capacity Analysis Worksheets 2039 w/ Improvements Appendix G Build Capacity Analysis Worksheets 2019 Appendix H Build Capacity Analysis Worksheets 2019 w/ Improvements Appendix I Traffic Signal Warrant Analysis Appendix J Build Capacity Analysis Worksheets 2039 Appendix K Build Capacity Analysis Worksheets 2039 w/ Improvements Appendix L Access Capacity Analysis Worksheets 2019 Appendix M Access Capacity Analysis Worksheets 2039 Appendix N ODOT Turn Lane Warrant Graphs Appendix O ODOT Turn Lane Design Criteria Appendix P Capacity Analysis Worksheets 2039 Alternate Scenario Appendix Q Capacity Analysis Worksheets 2039 Alternate Scenario w/ Improvements Appendix R ODOT Channelizing Island Design Criteria June 5, 2017 Page ii TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio List of Figures Figure 1.1 Location Map... 2 Figure 1.2 Site Plan... 3 Figure 2.1 Functional Classification... 6 Figure 2.2 Aerial View... 9 Figure 2.3 Existing Lane Use & Traffic Control... 10 Figure 2.4 Existing Weekday Peak Hour Traffic Volumes... 12 Figure 3.1 Generated Traffic Distribution Passenger Vehicles.... 16 Figure 3.2 Generated Traffic Distribution School Buses... 17 Figure 3.3 Generated Traffic Passenger Vehicles... 18 Figure 3.4 Generated Traffic School Buses... 19 Figure 3.5 2019 No Build Weekday Traffic Volumes....... 25 Figure 3.6 2039 No Build Weekday Traffic Volumes....... 26 Figure 3.7 2019 Build Weekday Traffic Volumes.......... 27 Figure 3.8 2039 Build Weekday Traffic Volumes.......... 28 Figure 4.1 Alternate Scenario Generated Traffic Passenger Vehicles... 54 Figure 4.2 Alternate Scenario 2039 Build Weekday Traffic Volumes... 55 Figure 4.3 Recommended Lane Use and Traffic Control Site Plan... 64 Figure 4.4 Recommended Lane Use and Traffic Control Interior Traffic Control... 66 Figure 4.5 Recommended Lane Use and Traffic Control Alternate Scenario... 67 June 5, 2017 Page iii TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio List of Tables Table 2.1 Functional Classification... 5 Table 2.2 Roadway Characteristics... 7 Table 3.1 ITE Land Use Codes... 13 Table 3.2 New Trip Generation... 14 Table 3.3 AM Trip Origins & Destinations... 14 Table 3.4 PM Trip Origins & Destinations... 15 Table 3.5 Growth Rates & Factors... 21 Table 3.6 DHV Factor Calculations... 23 Table 4.1 Intersection LOS... 29 Table 4.2 2017 Levels of Service (Existing Conditions).... 30 Table 4.3 2019 Levels of Service (No Build Conditions)... 31 Table 4.4 2039 Levels of Service (No Build Conditions)... 32 Table 4.5 2039 Levels of Service (No Build Conditions Recommended Improvements)... 33 Table 4.6 2019 Levels of Service (Build Conditions)....... 34 Table 4.7 2019 No Build vs Build Scenario (AM Peak Hour Comparison Table)... 35 Table 4.8 2019 No Build vs Build Scenario (PM Peak Hour Comparison Table)... 36 Table 4.9 2019 Levels of Service (Build Conditions Recommended Improvements)... 38 Table 4.10 2039 Levels of Service (Build Conditions)..... 40 Table 4.11 2039 No Build vs Build Scenario (AM Peak Hour Comparison Table)... 41 Table 4.12 2039 No Build vs Build Scenario (PM Peak Hour Comparison Table)... 42 Table 4.13 2039 Levels of Service (Build Conditions Recommended Improvements)... 44 Table 4.14 2019 Levels of Service (Build Conditions Access Locations)... 46 Table 4.15 2039 Levels of Service (Build Conditions Access Locations)... 48 June 5, 2017 Page iv TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.16 Turning Lane Warrants Center Ridge Road & Proposed East Access... 49 Table 4.17 Turn Lane Length Analysis Center Ridge Road & Dover Center Road... 50 Table 4.18 Turn Lane Length Analysis Center Ridge Road & Proposed West Access... 51 Table 4.19 2039 Levels of Service (Build Conditions Alternate Scenario)... 56 Table 4.20 2039 Levels of Service (Alternate Scenario Recommended Improvements)... 57 Table 4.21 2039 Site Plan vs Alternate Scenario (AM Peak Hour Comparison Table)... 59 Table 4.23 2039 Site Plan vs Alternate Scenario (PM Peak Hour Comparison Table AMS)... 60 Table 4.24 Turn Lane Length Analysis Center Ridge Road & Dover Center Road... 61 Table 4.25 Turn Lane Length Analysis Center Ridge Road & Glenmore Drive/West Access... 61 June 5, 2017 Page v TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Executive Summary This traffic impact study has been prepared at the request of the Westlake City Schools for a proposed elementary school. The project site is located in the City of Westlake, Cuyahoga County, Ohio along the south side of Center Ridge Road (US Route 20) between Glenmore Drive to the west and Dover Center Road to the east. The proposed elementary school is expected to have a student population of 1,450 students with 120 staff for grades pre kindergarten through fourth grade. Figure 1.2 shows the proposed site plan for the elementary school. The development is proposed with two access driveways along the south side of Center Ridge Road and one access driveway along the north side of Westown Boulevard. The year 2019 was analyzed for the opening year conditions, and the year 2039 was analyzed as the design year for the twenty year conditions analysis. The elementary school day begins at 7:50 AM and ends at 2:20 PM, therefore the report analyzed the hours of 7:30 to 8:30 AM and 2:00 PM to 3:00 PM. The 7:30 to 8:30 AM hour was referred to as the weekday AM peak hour for the purpose of this report. The 2:00 to 3:00 PM hour was referred to as the PM peak hour for the purpose of this report. These periods were analyzed since they reflect the period of the highest volume of traffic flow for the proposed school. The elementary school was assumed to generate a total of 30 entering and 30 exiting trips for school buses. These volumes are included in the total generation volumes calculated for this analysis. The proposed elementary school is expected to generate the following average hourly traffic during the AM and PM peak periods: ITE TRIP GENERATION TRIP ENDS ITE Code Land Use Description SIZE (Staff) AM Peak Hour of Generator PM Peak Hour of Generator (Enter/Exit) (Enter/Exit) 520 Elementary School 120 431 368 176 225 TOTAL NEW GENERATED TRIPS 799 401 June 5, 2017 Page vi TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Recommended Improvements to Serve Existing Conditions The existing study area intersections were determined to be operating with acceptable levels of service during the peak hours under study. It should be noted that a westbound right turn lane at intersection of Center Ridge Road and Dover Center Road has been previously recommended in other reports prepared for the City of Westlake. This recommendation was based on an analysis of the roadway peak hours. The elementary school analysis is based on the peak hour of the school traffic volumes which does not coincide with the peak hour of traffic for the roadway (i.e the school peaks in the afternoon from 2:00 to 3:00 PM while the roadway peaks from 5:00 to 6:00 PM). Recommended Improvements to Serve Future Conditions without the Development The study area intersections and approaches are expected to operate with acceptable levels of service under the expected 2019 No Build conditions during the AM and PM peak hours. The following improvements were recommended to accommodate the Year 2039 No Build traffic at the study area intersections that do not provide access to the proposed elementary school. Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. # Construct a northbound right turn lane. No additional intersection improvements were found to be necessary to accommodate the Year 2039 No Build traffic at the remaining study area intersections. The remaining study intersections are anticipated to operate with acceptable levels of service during the AM and PM peak hours. Recommended Improvements to Mitigate the Traffic Associated with the Development The following lane use and traffic control are recommended to accommodate the 2019 and 2039 site generated (Build) traffic based on the development site plan shown in Figure 1.2: Center Ridge Road & Glenmore Drive (2039) # Construct a southbound left turn lane. Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. (2019) # Construct a southbound right turn lane. (2039) June 5, 2017 Page vii TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Dover Center Road & Westown Boulevard (2019) # Re stripe the eastbound approach for one ingress lane and two egress lanes consisting of a right turn lane and left turn lane. The following lane use and traffic control are recommended to accommodate the 2039 site generated (Build) traffic based on the Alternate Scenario detailed in Section 4.5: Center Ridge Road & Dover Center Road # Construct a southbound right turn lane. Dover Center Road & Westown Boulevard # Install traffic signal control. # Re stripe the eastbound approach for one ingress lane and two egress lanes consisting of a right turn lane and left turn lane. Development Access Recommendations The following lane use and traffic control are recommended to accommodate the 2019 and 2039 site generated (Build) traffic based on the development site plan shown in Figure 1.2: Center Ridge Road & Proposed West Access (2019) # Install traffic signal control. # Construct the proposed development roadway with one egress lane and two ingress lanes. # The egress lanes should consist of an exclusive left turn lane and an exclusive right turn lane. # Construct an exclusive westbound left turn lane. # Include the church access drive as part of intersection and traffic signal control. Center Ridge Road & Proposed East Access (2019) # Construct the proposed development roadway with one egress lane and one ingress lane. # Restrict the access driveway to right turns in and right turns out of the site only through the use of a channelizing island. # The egress drive should be constructed per the recommendations and guidelines found in the ODOT Access Management Manual for channelizing islands (See Appendix R). # Install stop sign control on the northbound approach. June 5, 2017 Page viii TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio The following lane use and traffic control are recommended to accommodate the 2039 site generated (Build) traffic based on the Alternate Scenario detailed in Section 4.5: Center Ridge Road & Proposed West Access/Glenmore Drive # Construct the development West Access directly across from Glenmore Drive. # Install traffic signal control. # Construct the proposed development roadway with one egress lane and two ingress lanes. # The egress lanes should consist of an exclusive left turn lane and a shared through and right turn lane. # Construct an exclusive westbound left turn lane. # Construct an exclusive eastbound left turn lane. Center Ridge Road & Proposed East Access # Construct the proposed development roadway with one egress lane and one ingress lane. # Restrict the access driveway to right turns in and right turns out of the site only through the use of a channelizing island. # The egress drive should be constructed per the recommendations and guidelines found in the ODOT Access Management Manual for channelizing islands (See Appendix R). # Install stop sign control on the northbound approach. Conclusion Based upon the results of the analysis in this study and the corresponding recommendations, it can be seen that the site generated traffic can be accommodated without adversely impacting the area roadway network under each scenario. June 5, 2017 Page ix TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Chapter 1 Introduction 1.1 Purpose of Report This traffic impact study has been prepared at the request of the Westlake City Schools for a proposed elementary school. The project site is located in the City of Westlake, Cuyahoga County, Ohio along the south side of Center Ridge Road (US Route 20) between Glenmore Drive to the west and Dover Center Road to the east. Figure 1.1, Page 2 shows the proposed location of the development. The proposed elementary school is expected to have a student population of 1,450 students with 120 staff for grades pre kindergarten through fourth grade. Figure 1.2, Page 3 shows the proposed site plan for the elementary school. The development is proposed with two access driveways along the south side of Center Ridge Road and one access driveway along the north side of Westown Boulevard. The proposed location of the development roadways can be seen in Figure 1.2, Page 3. The Westown Boulevard access is proposed for school bus traffic only. All passenger vehicles are proposed to use the access locations along Center Ridge Road. The current development schedule expects the school to open in the Fall of 2019. Therefore, 2019 will be analyzed for the opening year conditions, and the year 2039 will be analyzed as the design year for the twenty year conditions analysis. June 5, 2017 Page 1 TMS Engineers, Inc.

NOT TO SCALE DEVELOPMENT SITE Elementary School Westlake, Ohio Traffic Impact Study Location Map Figure 1.1 Page 2

NOT TO SCALE Elementary School Westlake, Ohio Traffic Impact Study Site Plan Figure 1.2 Page 3

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 1.2 Study Objectives This study is structured for the following purposes; # to adequately assess the traffic impacts associated with the proposed elementary school identify the level of off site access and traffic, # to provide a comprehensive study which evaluates and documents the traffic impacts and off site improvements, where warranted, # and to provide a technically sound basis to identify mitigation requirements to off site traffic impacts. This study documents the methodologies, findings and conclusions of the analysis, including the basis for all assumptions, traffic parameters utilized and conclusions reached. The traffic impacts will be determined by comparing the existing intersection levels of service before the development of the proposed elementary school to the anticipated levels of service after the elementary school is completed. Levels of service for the study area and access driveway intersections will be calculated using the computerized version of the Transportation Research Board's Highway Capacity Manual 6 TH Edition, HCM6E (HCS7, Release 7.2). The justification for any changes to the intersection traffic control will be determined by comparing data collected of the existing traffic conditions to the criteria established by the Ohio Manual of Uniform Traffic Control Devices and professional engineering judgment from an on site field review. The Auxiliary Lane Graphs found in Section 401 6 of the Location and Design Manual, Volume 1 will be used to determine the need for auxiliary turn lanes at unsignalized intersections as recommended in the Location and Design Manual, Volume 1 and the Access Management Manual. Intersection geometric design criteria will be based in the information and procedures found in the Ohio Department of Transportation s Location & Design Manual, Volume 1. June 5, 2017 Page 4 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Chapter 2 Area Conditions 2.1 Transportation Network Study Area The Ohio Department of Transportation functionally classifies roadways to help define a roadway s characteristics as well as identify roadways that are eligible for federal funds. Functional classification is the grouping of roads, streets, and highways in a hierarchy based on the type of highway service they provide. Generally, streets and highways perform two types of service. They provide either traffic mobility or land access and can be ranked in terms of the proportion of service they provide. The ODOT functional classification of the roadways in the study area can be seen on ODOT s website. The following table lists the study roadways that have an assigned functional classification as determined by ODOT and local government entities. Roadways that are not listed as having a functional classification can be assigned into one of two categories. The first category is a local roadway and the second category is that of an access drive. Table 2.1 Functional Classification ROADWAY AREA FC # CLASSIFICATION Center Ridge Road (US Route 20) Urban 3 Principal Arterial Dover Center Road Urban 5 Major Collector Glenmore Drive Urban 7 Local Roadway Westown Boulevard Urban 7 Local Roadway Figure 2.1, Page 6 details the section of the functional classification map for the study area. The classification maps can currently be found online at the following ODOT web address: http://www.dot.state.oh.us/divisions/planning/programmanagement/majorprograms/maproom/forms/allitems.aspx June 5, 2017 Page 5 TMS Engineers, Inc.

NOT TO SCALE DEVELOPMENT SITE Elementary School Westlake, Ohio Traffic Impact Study Functional Classification Figure 2.1 Page 6

Traffic Impact Study Westlake Elementary School, Westlake, Ohio The following table details the primary characteristics of the study area roadways: Table 2.2 Roadway Characteristics ROADWAY # OF LANES ORIENTATION SPEED LIMIT (MPH) ADT* (VPD) Center Ridge Road (US 20) 4 East West 35 18,280 Dover Center Road 2 North South 35 14,060 Glenmore Drive 2 North South 25 760 Westown Boulevard 2 East West 25 1,320 * Traffic data collected in 2017 for this report/rounded to nearest 10 TH The following sections detail the lane use, traffic control, and average daily traffic at each location under study for this report. CENTER RIDGE ROAD (US 20) & DOVER CENTER ROAD Center Ridge Road West Approach Center Ridge Road East Approach 1 Exclusive Left Turn Lane 1 Exclusive Left Turn Lane 1 Through Lane 1 Through Lane 1 Shared Through & Right Turn Lane 1 Shared Through & Right Turn Lane Dover Center Road North Approach Dover Center Road South Approach 1 Exclusive Left Turn Lane 1 Exclusive Left Turn Lane 1 Shared Through & Right Turn Lane 1 Shared Through & Right Turn Lane The intersection is controlled by a traffic signal. The intersection operates with an 8 phase operation that allows permissive and protected left turns on all approaches. The left turn movements from all approaches can be made when the left turn arrow allows the movement (protected movement) or during the green ball indication when there is a gap in the opposing through traffic (permissive movement). June 5, 2017 Page 7 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio CENTER RIDGE ROAD (US20) & GLENMORE DRIVE Center Ridge Road West Approach Center Ridge Road East Approach 1 Shared Through & Left Turn Lane 1 Through Lane 1 Through Lane 1 Shared Through & Right Turn Lane Glenmore Drive North Approach 1 Shared Left & Right Turn Lane The intersection is controlled by a stop sign on the Glenmore Drive approach. The Center Ridge Road approaches operate under free flow conditions with the westbound left turn movement yielding to the eastbound movements. DOVER CENTER ROAD & WESTOWN BOULEVARD Dover Center Road North Approach Dover Center Road South Approach 1 Shared Through & Right Turn Lane 1 Shared Through Lane & Left Turn Lane Westown Boulevard West Approach 1 Shared Left & Right Turn Lane The intersection is controlled by a stop sign on the Westown Boulevard approach. The Dover Center Road approaches operate under free flow conditions with the northbound left turn movement yielding to the southbound movements. Figure 2.2, Page 9 shows an aerial view of the study area. Figure 2.3, Page 10 shows the existing lane use and traffic control conditions in the study area. These will be considered the existing base conditions for this report. June 5, 2017 Page 8 TMS Engineers, Inc.

NOT TO SCALE Dover Center Road Glenmore Drive DEVELOPMENT SITE Westown Boulevard Elementary School Westlake, Ohio Traffic Impact Study Aerial View Figure 2.2 Page 9

Center Ridge Road NOT TO SCALE LEGEND STOP STOP Existing Lane Use Existing Stop Sign Existing Signal Glenmore Drive Proposed Access Westown Boulevard Proposed West Access PROPOSED ELEMENTARY SCHOOL Proposed South Access Proposed East Access Dover Center Road STOP Dover Center Road Elementary School Westlake, Ohio Traffic Impact Study Center Ridge Road Existing Lane Use & Traffic Control Figure 2.3 Page 10

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 2.2 Traffic Weekday nine hour turning movement counts were performed at the following locations: 1. Center Ridge Road (US 20) & Dover Center Road 2. Center Ridge Road (US 20) & Glenmore Drive 3. Dover Center Road & Westown Boulevard The traffic counts were performed on Tuesday, May 9, 2017. The weekday traffic counts were conducted in fifteen (15) minute intervals between the hours of 7 AM 10 AM, 11 AM 1 PM, and 2 PM 6 PM, then hourly totals were calculated. A copy of the intersection turn movement counts are included in Appendix A. Average daily traffic was calculated for the roadways using expansion factors to account for daily and seasonal variations according to the recommendations and latest data from the Ohio Department of Transportation. The elementary school day begins at 7:50 AM and ends at 2:20 PM, therefore the report will analyze the hours of 7:30 to 8:30 AM and 2:00 PM to 3:00 PM. The 7:30 to 8:30 AM hour will be referred to as the weekday AM peak hour for the purpose of this report. The 2:00 to 3:00 PM hour will be referred to as the PM peak hour for the purpose of this report. These periods will be analyzed since they reflect the period of the highest volume of traffic flow for the proposed school. The existing AM and PM peak hour traffic volumes are shown in Figure 2.4, Page 12. June 5, 2017 Page 11 TMS Engineers, Inc.

NOT TO SCALE XX (XX) LEGEND AM Peak Hour Traffic PM Peak Hour Traffic 6 (3) 878 (507) Center Ridge Road 9 (11) 25 (11) 24 (11) 483 (592) Glenmore Drive Westown Boulevard Proposed West Access PROPOSED ELEMENTARY SCHOOL Proposed South Access Proposed East Access Dover Center Road 62 (35) 22 (18) 25 (20) 334 (390) 176 (106) 631 (368) 55 (81) 75 (106) 275 (258) 150 (105) 8 (13) 478 (454) Elementary School Westlake, Ohio Traffic Impact Study 106 (133) 328 (271) 116 (84) Center Ridge Road 233 (92) 350 (367) 82 (76) Existing Weekday Peak Hour Traffic Volumes Dover Center Road Figure 2.4 Page 12

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Chapter 3 Projected Traffic Conditions 3.1 Site Traffic Trip Generation Calculating future total driveway trips requires an estimate of the traffic generated by the proposed development. The most widely accepted method of determining the amount of traffic that the proposed development will generate is to compare the proposed land use with existing facilities of the same use. The Institute of Transportation Engineers (ITE) has prepared a manual titled Trip Generation Manual, which is a compilation of similar traffic generation studies to aide in making such a comparison. The most recent update of this manual is the 9 TH edition and was utilized for this study. The proposed development is expected to consist of a pre kindergarten through fourth grade elementary school. The school is expected to have a student population of 1,450 students and 120 staff. The following table details the development land use from the site plan (Figure 1.2) and the corresponding ITE land use that will be used to forecast the site generated traffic volumes for the Build conditions: Table 3.1 ITE Land Use Codes SITE PLAN LAND USE ITE ITE DESCRIPTION CODE DESCRIPTION PK 4 School Institutional 520 Elementary School June 5, 2017 Page 13 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio The following tables detail the development generated traffic volumes based on the previously described methods as outlined in the (ITE) Trip Generation Handbook. Calculations were prepared based on the number of students and the number of staff. The volume of site generated trips was higher using the number of staff for the school and will therefore be used in the analysis. Copies of the trip generation worksheets can be seen in Appendix B. Table 3.3 Net Trip Generation ITE TRIP GENERATION TRIP ENDS ITE Code Land Use Description SIZE (Staff) AM Peak Hour of Generator PM Peak Hour of Generator (Enter/Exit) (Enter/Exit) 520 Elementary School 120 431 368 176 225 TOTAL NEW GENERATED TRIPS 799 401 Distribution of Generated Traffic The directional distribution for the new generated traffic is a function of the prevailing operating conditions on the existing roadways. The distribution pattern that was assumed is shown in the tables that follow and are based upon the existing traffic volumes at the intersection of Center Ridge Road and Dover Center Road during the AM and PM analysis hours shown in Figure 2.4. Table 3.4 AM Trip Origins and Destinations ORIGIN/ DESTINATION ROUTE FROM % TOTAL NEW TRIPS TO % TOTAL NEW TRIPS North Dover Center 500 19% 84 737 29% 105 South Dover Center 550 21% 92 412 16% 59 East Center Ridge 665 26% 111 897 35% 128 West Center Ridge 862 34% 144 531 20% 76 TOTALS 2577 100% 431 2577 100% 368 June 5, 2017 Page 14 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 3.5 PM Trip Origins and Destinations ORIGIN/ DESTINATION ROUTE FROM % TOTAL NEW TRIPS TO % TOTAL NEW TRIPS North Dover Center 469 23% 40 469 23% 51 South Dover Center 488 24% 42 415 20% 46 East Center Ridge 535 26% 46 557 27% 61 West Center Ridge 555 27% 48 606 30% 67 TOTALS 2047 100% 176 2047 100% 225 The directional distribution for the new AM and PM peak hour generated traffic passenger vehicle trips are shown graphically in Figure 3.1, Page 16. The directional distribution for the new AM and PM peak hour generated school bus trips are shown graphically in Figure 3.2, Page 17. Assignment of Generated Traffic Based upon the distribution patterns shown in Figures 3.1 & 3.2, the new AM and PM peak generated traffic were assigned to the study intersections. The assignments of the estimated new generated passenger vehicle traffic for the proposed elementary school are shown graphically in Figure 3.3, Page 18. The assignments of the estimated new generated school bus traffic for the proposed elementary school are shown graphically in Figure 3.4, Page 19. June 5, 2017 Page 15 TMS Engineers, Inc.

NOT TO SCALE XX (XX) LEGEND AM Peak Hour Distribution PM Peak Hour Distribution 34% (27%) Center Ridge Road RED = Entering Volumes GREEN = Exiting Volumes Glenmore Drive 20% (30%) Westown Boulevard Proposed West Access 34% (27%) PROPOSED ELEMENTARY SCHOOL 20% (30%) 66% (73%) Proposed South Access Proposed East Access 80% (70%) 66% (73%) Dover Center Road 16% (20%) 29% (23%) 35% (27%) 16% (20%) 19% (23%) 21% (24%) Elementary School Westlake, Ohio Traffic Impact Study 21% (24%) Center Ridge Road 26% (26%) New Generated Traffic Distribution Dover Center Road Figure 3.1 Page 16

NOT TO SCALE XX (XX) LEGEND AM Peak Hour Distribution PM Peak Hour Distribution 34% (27%) Center Ridge Road RED = Entering Volumes GREEN = Exiting Volumes Glenmore Drive Dover Center Road 21% (24%) Westown Boulevard 84% (80%) 16% (20%) 100% (100%) 100% (100%) 79% (76%) Proposed West Access PROPOSED ELEMENTARY SCHOOL Proposed South Access Proposed East Access Elementary School Westlake, Ohio Traffic Impact Study 20% (30%) 29% (23%) 35% (27%) Center Ridge Road 34% (27%) 34% (27%) 34% (27%) 20% (30%) 20% (30%) 20% (30%) 26% (26%) 19% (23%) New Generated Traffic Distribution School Buses Dover Center Road Figure 3.2 Page 17

NOT TO SCALE LEGEND XX AM Peak Hour Trips (XX) PM Peak Hour Trips RED = Entering Volumes GREEN = Exiting Volumes NEW GENERATED TRAFFIC TOTAL TRIPS ENTER EXIT AM 739 401 338 PM 341 146 195 134 (40) Center Ridge Road 69 (58) Glenmore Drive Westown Boulevard Proposed West Access 134 (40) PROPOSED ELEMENTARY SCHOOL 69 (58) 267 (106) Proposed South Access Proposed East Access 269 (137) 267 (106) Dover Center Road 54 (39) 97 (45) 118 (53) 54 (39) 78 (33) 86 (35) 86 (35) Center Ridge Road 103 (38) Dover Center Road Elementary School Westlake, Ohio Traffic Impact Study New Generated Traffic Passenger Vehicles Figure 3.3 Page 18

NOT TO SCALE Dover Center Road 6 (7) Westown Boulevard 25 (24) 5 (6) LEGEND XX AM Peak Hour Trips (XX) PM Peak Hour Trips RED = Entering Volumes GREEN = Exiting Volumes 30 (30) 30 (30) 24 (23) Proposed West Access PROPOSED ELEMENTARY SCHOOL Proposed South Access NEW GENERATED TRAFFIC TOTAL TRIPS ENTER EXIT Proposed East Access AM 60 30 30 PM 60 30 30 6 (9) 9 (7) 10 (8) 10 (8) 10 (8) 10 (8) 10 (8) Center Ridge Road 6 (9) 6 (9) 6 (9) 8 (8) 6 (7) Glenmore Drive Dover Center Road Elementary School Westlake, Ohio Traffic Impact Study Center Ridge Road New Generated Traffic School Buses Figure 3.4 Page 19

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 3.2 Non Site Traffic Background Traffic Growth Usually the design of new roadways or improvements to existing roadways should not be based on current traffic volumes alone, but should consider future traffic volumes expected to make use of the facilities. Roadways should be designed to accommodate the traffic volume that is likely to occur within the design life of the facility. In a practical sense, this design volume should be a value that can be estimated with reasonable accuracy. It is believed that the maximum design period is in the range of 15 to 24 years. Therefore, a period of twenty years is widely used as a basis for design. Traffic cannot usually be forecasted accurately beyond this period on a specific facility because of probable changes in the general regional economy, population, and land development along the roadway. The ODOT Access Management Manual requires that opening year and twenty year design hour traffic volumes be analyzed for a proposed development. Roadways, like those found in the study area, carry a significant amount of through traffic due to their functional characteristics. This through traffic component generally increases as regional growth occurs. Therefore, it is anticipated that existing traffic on the study area roadways will increase in future years. Any recommended improvements for these intersections should adequately handle the transportation needs of the intersections for twenty years from the opening of the project based upon sound engineering practice and the likelihood of traffic growth due to the functional characteristics of the roadways. The elementary school is expected to be open in the Fall of 2019. The years 2019 and 2039 will be analyzed for the proposed elementary school. Therefore, it is necessary to estimate historical growth rates in order to establish the future traffic on the study area roadways due to non site related conditions. The ODOT Traffic Monitoring Management System (TMMS) was consulted to determine past historical trends on the study area roadways. The ODOT Traffic Monitoring Management System (TMMS) can be currently accessed at the following web address: http://www.dot.state.oh.us/divisions/planning/techserv/traffic/pages/tmms.aspx June 5, 2017 Page 20 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio The TMMS provided data at the following location that was used to determine the study area growth rates: 1. Center Ridge Road (US 20) East of Canterbury Location ID 18318 2. Center Ridge Road (US 20) East of Bradley Location ID 18218 3. Dover Center Road North of Lorain Location 48618 4. Dover Center Road North of Hilliard Location 301898 The intersection of Center Ridge Road and Dover Center Road had also been previously counted by TMS Engineers, Inc. in the years 2007, 2012, 2014, and 2016 Based on the collected historical traffic data, a linear growth rate of 1.00% per year will be used to determine the anticipated study area volumes under the 2019 and 2039 No Build conditions for Center Ridge Road (US 20) and Dover Center Road. No growth rate will be applied to the local roadways, local access driveways, and turning movements at the intersections. A linear growth rate was utilized to estimate non site related traffic growth. These growth rates will be applied to the existing traffic volumes (Figure 2.4). The growth rate and factors for the study area roadways can be seen in the following table: Table 3.5 Growth Rates & Factors ROADWAY GROWTH RATE (Annual Growth) 2019 GROWTH FACTOR 2039 GROWTH FACTOR Center Ridge Road (US 20) 1.00% 1.02 1.22 Dover Center Road 1.00% 1.02 1.22 June 5, 2017 Page 21 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Design Hour Traffic The traffic patterns on any roadway typically show considerable variation in the traffic volumes experienced during the various hours of the day and in the hourly volumes experienced throughout the year. A key decision in the design process involves determining which of these hourly traffic volumes should be used as the basis for the design. It would be wasteful to predicate a design on the maximum peak hour traffic that occurs during the year and the use of the average hourly traffic would result in an inadequate design. The hourly traffic volumes used in a design should not be exceeded very often or by very much. On the other side of the spectrum, the hourly traffic volumes should not be so high that traffic would rarely be sufficient to make full use of the designed facility. Normal design policy in the State of Ohio is based upon a review of curves that depict the variation in hourly traffic volumes during the year. The Ohio Department of Transportation recommends using the 30 TH highest hour as a design control for urban streets. There is typically very little difference between the volumes in this range. The Ohio Department of Transportation provides factors or a methodology to determine factors that are applied to counted daily traffic volumes to determine appropriate design hour traffic volumes. Following guidelines set forth in the ODOT Access Management Manual, all analyses are required to examine the design hour volume for the adjacent roadway and peak hour traffic volume of the proposed development. The ODOT Certified Traffic Manual provides the methods for estimating design hour volumes. The preferred method is to compute the ratio of the peak hour volume against the daily traffic volume for the study area roadways. A K factor is then selected from available ODOT data for routes with the same functional classification and a similar ADT. The selected K factor is then divided by the ratio to determine the DHV factor that will be used to compute the design hour volumes. For roadways without comparable site specific data, the design hour factor is determined using the ODOT Peak Hour to Design Hour charts. These charts are based on the functional classification of the roadway, the day of the week and the month that the traffic data was collected. K factors were determined using site specific data available on the ODOT Traffic Monitoring June 5, 2017 Page 22 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Management System (TMMS). The ODOT TMMS can currently be found at the following web address: http://odot.ms2soft.com/tcds/tsearch.asp?loc=odot&mod= For Center Ridge Road (US 20), data was available at Location ID 18318. The location is east of Dover Center Road. The location had an AADT of 12,944 vehicles per day in 2016 with a DHV 30 of 1,275 vehicles. The available data yields a K factor of 0.0985. For Dover Center Road, data was available at Location ID 48618. The location is south of Center Ridge Road. The location had an AADT of 13,509 vehicles per day in 2016 with a DHV 30 of 1,389 vehicles. The available data yields a K factor of 0.1028. The following table details the calculation of the design hour factors for Center Ridge Road and Dover Center Road: Table 3.6 DHV Factor Calculations LOCATION PEAK HOUR VOLUME ADT RATIO K FACTOR DHV FACTOR * Center Ridge Road (US 20) 1,691 18,280 0.0925 0.099 1.06 Dover Center Road 1,322 14,062 0.0940 0.103 1.09 * If the resultant value is less than 1.00, the peak hour volumes should be used as the design hour volumes making the DHV factor 1.00. The remaining roadways in the study area were determined to lack comparable site specific data as compared to the available data and the ODOT K & D Reports in order to use the preferred method of using site specific data. The ODOT Peak Hour to Design Hour charts will be used to determine the design hour factors for the study area roadways. Glenmore Drive and Westown Boulevard are urban local roadways that were counted on a Tuesday in May. The roadways have a design hour factor of 1.17. June 5, 2017 Page 23 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 3.3 Future Traffic No Build Condition In order to estimate the future traffic considering non project traffic conditions, the previously discussed calculation of design hour factors and growth rates for each movement were applied to the existing 2017 traffic volumes shown in Figure 2.4. The estimated 2019 and 2039 No Build traffic volumes for the study area are shown graphically in Figures 3.5 and 3.6, Pages 25 and 26. This traffic is the expected traffic if the proposed elementary school is not constructed, the No Build condition. The No Build traffic volumes have been rounded to the nearest 10 to adhere to preferred ODOT practices. Build Condition In order to estimate the future traffic considering project traffic conditions, the sum of the 2019 and 2039 No Build volumes, shown in Figures 3.5 and 3.6, were added to the new generated traffic to equal the future Build analysis hour volumes. The estimated 2019 and 2039 Build traffic volumes for the study area are shown graphically in Figures 3.7 and 3.8, Pages 27 and 28 for the proposed elementary school. These traffic volumes are the expected volumes if the proposed elementary school is constructed, or the Build condition. June 5, 2017 Page 24 TMS Engineers, Inc.

NOT TO SCALE XX (XX) LEGEND AM Peak Hour Traffic PM Peak Hour Traffic 10 (10) 950 (550) Center Ridge Road 10 (10) 30 (10) 30 (10) 520 (640) Glenmore Drive Westown Boulevard Proposed West Access PROPOSED ELEMENTARY SCHOOL Proposed South Access Proposed East Access Dover Center Road 70 (40) 30 (20) 30 (20) 370 (430) 190 (120) 680 (440) 60 (90) 80 (120) 310 (290) 170 (120) 10 (10) 530 (510) Elementary School Westlake, Ohio Traffic Impact Study 120 (150) 370 (300) 130 (90) Center Ridge Road 250 (100) 380 (400) 90 (80) 2019 No Build Weekday Traffic Volumes Dover Center Road Figure 3.5 Page 25

NOT TO SCALE XX (XX) LEGEND AM Peak Hour Traffic PM Peak Hour Traffic 10 (10) 1140 (660) Center Ridge Road 10 (10) 30 (10) 30 (10) 630 (770) Glenmore Drive Westown Boulevard Proposed West Access PROPOSED ELEMENTARY SCHOOL Proposed South Access Proposed East Access Dover Center Road 70 (40) 30 (20) 30 (20) 440 (520) 230 (140) 820 (480) 70 (110) 100 (140) 370 (340) 200 (140) 10 (10) 640 (600) Elementary School Westlake, Ohio Traffic Impact Study 140 (180) 440 (360) 150 (110) Center Ridge Road 300 (120) 450 (480) 110 (100) 2039 No Build Weekday Traffic Volumes Dover Center Road Figure 3.6 Page 26

NOT TO SCALE 10 (10) 1094 (598) Center Ridge Road 10 (10) 30 (10) 30 (10) 595 (707) Glenmore Drive Westown Boulevard Proposed West Access 990 (568) 134 (40) 0 (0) 100 (60) 0 (0) 30 (30) PROPOSED ELEMENTARY SCHOOL 69 (58) 0 (0) 556 (659) 267 (106) 30 (30) 40 (30) Proposed South Access Proposed East Access 269 (137) 990 (568) 0 (0) 823 (765) Dover Center Road 95 (64) 35 (26) 54 (43) 424 (469) 287 (165) 798 (453) 124 (137) 158 (153) 316 (297) 170 (120) 16 (17) 616 (545) Elementary School Westlake, Ohio Traffic Impact Study 212 (194) 379 (307) 140 (98) Center Ridge Road 250 (100) 483 (438) 98 (88) 2019 Build Weekday Traffic Dover Center Road Figure 3.7 Page 27

NOT TO SCALE 10 (10) 1284 (708) Center Ridge Road 10 (10) 30 (10) 30 (10) 705 (837) Glenmore Drive Westown Boulevard Proposed West Access 1180 (678) 134 (40) 0 (0) 100 (60) 0 (0) 30 (30) PROPOSED ELEMENTARY SCHOOL 69 (58) 0 (0) 666 (789) 267 (106) 30 (30) 40 (30) Proposed South Access Proposed East Access 269 (137) 1180 (678) 0 (0) 933 (895) Dover Center Road 95 (64) 35 (26) 54 (43) 494 (559) 327 (185) 938 (533) 134 (157) 178 (173) 376 (347) 200 (140) 16 (17) 726 (635) Elementary School Westlake, Ohio Traffic Impact Study 232 (224) 449 (367) 150 (118) Center Ridge Road 300 (120) 553 (518) 118 (108) 2039 Build Weekday Traffic Dover Center Road Figure 3.8 Page 28

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Chapter 4 Traffic Analysis 4.1 Capacity and LOS at Study Area Intersections Intersection capacity analyses were performed at the study intersection using the procedures outlined in the computerized version of the Transportation Research Board s Highway Capacity Manual 6 TH Edition, HCM6E (HCS7, Release 7.2). The capacity analyses were performed in order to estimate the maximum amount of traffic that can be accommodated by a roadway facility while maintaining recommended operational qualities. Existing, No Build, and Build analysis hour traffic volumes were analyzed to determine the level of service (LOS) at the study area intersections. The capacity analysis procedures provide a calculated average vehicle delay, which is based on traffic volumes, number of lanes, type of traffic control, channelization, grade, and percentage of large vehicles in the traffic stream at each intersection. The average delay calculated at an intersection is then assigned a grade or level of service (LOS) ranging from LOS A, the best, to LOS F, the worst based upon driver expectation. The intersection LOS grades as defined by the Transportation Research Board are as follows: Table 4.1 Intersection LOS LOS UNSIGNALIZED AVERAGE DELAY PER VEHICLE (sec) SIGNALIZED AVERAGE DELAY PER VEHICLE (sec) A # 10.0 # 10.0 B 10.1 to 15.0 10.1 to 20.0 C 15.1 to 25.0 20.1 to 35.0 D 25.1 to 35.0 35.1 to 55.0 E 35.1 to 50.0 55.1 to 80.0 F > 50 > 80 The capacity analysis procedures and the resulting level of service grades and delays are a recognized traffic engineering standard for measuring the efficiency of intersection operations by such organizations as the Institute of Transportation Engineers, American Association of State Highway and Transportation Officials, and the Ohio Department of Transportation. June 5, 2017 Page 29 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Existing Conditions 2017 Capacity Analysis Analyses were performed for the existing 2017 conditions. All analyses will assume that the signal timing would be optimized to balance critical lane delays at the signalized intersection. The traffic volumes used in the analysis can be seen in Figure 2.4. Copies of the capacity worksheets are included in Appendix C. The results of the Year 2017 Existing Conditions analysis are shown in the following table: Table 4.2 2017 Levels of Service (Existing Conditions) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection C (31.6) C (27.7) Eastbound C (33.3) C (27.7) Westbound C (32.0) C (28.3) Northbound C (32.3) C (27.0) Southbound C (27.5) C (27.6) Center Ridge & Glenmore Stop Sign Eastbound Left A (8.6) A (8.9) Southbound C (19.9) C (15.2) Dover Center & Westown Stop Sign Eastbound C (18.8) C (17.5) Northbound Left A (8.1) A (8.3) (XX.X) = Average vehicle delay in seconds per vehicle The study area intersections and approaches are operating with acceptable levels of service under the 2017 existing conditions during the AM and PM peak hours. June 5, 2017 Page 30 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio No Build Conditions 2019 Capacity Analysis Analyses were performed for the projected 2019 opening day conditions under the No Build scenario. These analyses will be used to compare to the conditions expected under the Build scenario. All analyses will assume that the signal timing would be optimized to balance critical lane delays at the signalized intersection. The traffic volumes used in the analysis can be seen in Figure 3.5. Copies of the capacity worksheets are included in Appendix D. The results of the Year 2019 No Build analysis are shown in the following table: Table 4.3 2019 Levels of Service (No Build Conditions) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection D (35.5) C (29.1) Eastbound D (38.8) C (29.2) Westbound D (35.2) C (29.9) Northbound D (35.7) C (27.9) Southbound C (30.4) C (29.1) Center Ridge & Glenmore Stop Sign Eastbound Left A (8.8) A (9.0) Southbound C (23.4) C (16.5) Dover Center & Westown Stop Sign Eastbound C (22.3) C (19.9) Northbound Left A (8.3) A (8.4) (XX.X) = Average vehicle delay in seconds per vehicle The study area intersections and approaches are expected to operate with acceptable levels of service under the expected 2019 No Build conditions during the AM and PM peak hours. June 5, 2017 Page 31 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio No Build Conditions 2039 Capacity Analysis Analyses were performed for the projected 2039 design year conditions under the No Build scenario. These analyses will be used to compare to the conditions expected under the Build scenario. All analyses will assume that the signal timing would be optimized to balance critical lane delays at the signalized intersection. The traffic volumes used in the analysis can be seen in Figure 3.6. Copies of the capacity worksheets are included in Appendix E. The results of the Year 2039 No Build analysis are shown in the following table: Table 4.4 2039 Levels of Service (No Build Conditions) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection E (57.0) C (33.2) Eastbound E (61.4) C (32.9) Westbound E (60.8) C (33.7) Northbound E (59.3) C (33.6) Southbound D (42.5) C (32.7) Center Ridge & Glenmore Stop Sign Eastbound Left A (9.2) A (9.6) Southbound D (32.5) C (20.1) Dover Center & Westown Stop Sign Eastbound D (30.6) D (25.6) Northbound Left A (8.5) A (8.7) (XX.X) = Average vehicle delay in seconds per vehicle The intersection of Center Ridge Road and Dover Center Road was determined to be operating with poor levels of service and high delay under the expected 2039 No Build conditions during the AM peak hour. The remaining intersections were determined to be operating with acceptable levels of service under the expected 2039 No Build conditions during the AM and PM peak hours. June 5, 2017 Page 32 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio In order to determine what mitigation would be necessary to improve the levels of service at the intersection of Center Ridge Road and Dover Center Road, certain improvements were tested with further capacity analyses. The following improvements are recommended to mitigate the anticipated poor levels of service under the 2039 No Build conditions: # Construct a westbound right turn lane. # Construct a northbound right turn lane. The following table shows the capacity analysis results of implementing the proposed improvements. Copies of the capacity worksheets for the improved intersection are in included in Appendix F. Table 4.5 2039 Levels of Service (No Build Conditions Recommended Improvements) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection C (34.2) C (29.9) Eastbound C (39.0) C (32.9) Westbound C (26.4) C (28.4) Northbound C (30.8) C (26.2) Southbound D (39.8) C (31.8) (XX.X) = Average vehicle delay in seconds per vehicle June 5, 2017 Page 33 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Build Condition 2019 Capacity Analysis Analyses were performed for the projected 2019 opening day Build conditions. The analyses will be used to determine the future levels of service at the study intersections under the anticipated Build conditions. All analyses will assume that the signal timing would be optimized to balance critical lane delays at the signalized intersection. The intersections analyzed in this section only include the intersections that do not provide direct access to the development site. The traffic volumes used in the analysis can be seen in Figure 3.7. Copies of the capacity worksheets are included in Appendix G. The results of the 2019 Build analyses are shown in the following tables: Table 4.6 2019 Levels of Service (Build Conditions) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection D (52.4) C (31.6) Eastbound D (49.5) C (32.3) Westbound D (53.1) C (31.5) Northbound E (56.0) C (30.5) Southbound D (52.8) C (31.8) Center Ridge & Glenmore Stop Sign Eastbound Left A (9.0) A (9.3) Southbound D (29.4) C (18.1) Dover Center & Westown Stop Sign Eastbound E (46.9) D (34.1) Northbound Left A (9.1) A (9.4) (XX.X) = Average vehicle delay in seconds per vehicle The northbound approach at the intersection of Center Ridge Road and Dover Center is expected to operate with a poor level of service during the AM peak hour under the expected 2019 Build conditions. The eastbound approach at the intersection of Dover Center Road and Westown Boulevard is expected to operate with a poor level of service during the AM peak hour under the expected 2019 Build conditions. June 5, 2017 Page 34 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio A comparison was performed to show the incremental effects on the capacity of the study area intersections due to the development of the proposed elementary school and to identify where improvements may be necessary to accommodate Build traffic. The following tables show a side by side comparison of the Build versus No Build conditions for the 2019 AM and PM peak hours. Table 4.7 2019 No Build vs Build Scenario AM Peak Hour Comparison Table LOCATION (TRAFFIC CONTROL) MOVEMENT NO BUILD LOS (DELAY) BUILD LOS (DELAY) DIFFERENCE + / Center Ridge & Dover Center Intersection D (35.5) D (52.4) +16.9 (Traffic Signal) Eastbound D (38.8) D (49.5) +10.7 Westbound D (35.2) D (53.1) +17.9 Northbound D (35.7) E (56.0) +20.3 Southbound C (30.4) D (52.8) +22.4 Center Ridge & Glenmore Eastbound Left A (8.8) A (9.0) +0.2 (Stop Sign) Southbound C (23.4) D (29.4) +6.0 Dover Center & Westown Eastbound C (22.3) E (46.9) +24.6 (Stop Sign) Northbound Left A (8.3) A (9.1) +0.8 (XX.X) = Average vehicle delay in seconds per vehicle The 2019 AM peak hour comparison tables indicate the approach and intersection delays are impacted with the addition of the development generated traffic under the 2019 AM peak hour conditions. The intersection of Center Ridge Road and Dover Center Road experiences increased delay in excess of 20 seconds for the northbound and southbound approaches. The northbound approach is also expected to degrade to level of service E. The eastbound approach at the intersection of Dover Center Road and Westown Boulevard is expected to degrade to a level of service E under the expected Build conditions during the AM peak hour. The poor level of service can be attributed to the lack of adequate gaps in the north south through traffic stream and the site generated school bus traffic on the Westown Boulevard approach. June 5, 2017 Page 35 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.8 2019 No Build vs Build Scenario PM Peak Hour Comparison Table LOCATION (TRAFFIC CONTROL) MOVEMENT NO BUILD LOS (DELAY) BUILD LOS (DELAY) DIFFERENCE + / Center Ridge & Dover Center Intersection C (29.1) C (31.6) +2.5 (Traffic Signal) Eastbound C (29.2) C (32.3) +3.1 Westbound C (29.9) C (31.5) +1.6 Northbound C (27.9) C (30.5) +2.6 Southbound C (29.1) C (31.8) +2.7 Center Ridge & Glenmore Eastbound Left A (9.0) A (9.3) +0.3 (Stop Sign) Southbound C (16.5) C (18.1) +1.6 Dover Center & Westown Eastbound C (19.9) D (34.1) +14.2 (Stop Sign) Northbound Left A (8.4) A (9.4) +1.0 (XX.X) = Average vehicle delay in seconds per vehicle The 2019 PM peak hour comparison tables indicate the approach and intersection delays are only minimally impacted with the addition of the development generated traffic under the 2019 PM peak hour conditions. The intersection and approach levels of service remain unchanged from the No Build to Build conditions with the exception of the eastbound approach at the intersection of Dover Center Road and Westown Boulevard. The level of service is expected to degrade from an LOS C to and LOS D. Based on these results improvements are necessary to the intersections of Dover Center Road at Center Ridge Road and Westown Boulevard with the site generated traffic under the 2019 opening year conditions. In order to determine what mitigation would be necessary to improve the delay experienced and the levels of service at these intersections, certain improvements were tested with further capacity analyses. The following improvements were determined to mitigate the anticipated poor levels ofservice and/or lessen the delay experienced under the 2019 Build conditions: Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. June 5, 2017 Page 36 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Dover Center Road & Westown Boulevard # Stripe the eastbound approach for separate left and right turn lanes. OR # Install a roundabout. OR # Install traffic signal control. The existing width of Westown Boulevard at Dover Center Road is approximately 36 feet wide. The roadway could be striped for three 12 foot lanes. The lanes would consist of one westbound ingress lane, one eastbound left turn lane, and one eastbound right turn lane. It should be noted that the addition of a second lane may create a situation where side by side turning vehicles stopped on Westown Boulevard may block the other vehicles view of oncoming traffic along Dover Center Road. The construction of a roundabout at the intersection would likely require road widening on Dover Center Road to accommodate the diameter of the roundabout and the splitter islands on the north and south approaches. These improvements would likely require the replacement of the bridge on the south approach to accommodate the widening. The construction of a roundabout and the replacement of the bridge would result in this being a high cost improvement. The following table shows the capacity analysis results of implementing the proposed improvements. Copies of the capacity worksheets for the improved intersections are in included in Appendix H. June 5, 2017 Page 37 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.9 2019 Levels of Service (Build Conditions Recommended Improvements) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection D (43.3) C (30.4) Eastbound D (49.4) C (32.0) Westbound C (27.7) C (27.3) Northbound D (49.8) C (30.5) Southbound D (44.6) C (31.8) Dover Center & Westown Stop Sign Eastbound Left E (49.0) E (37.6) (EB RTL & LTL) Eastbound Right C (22.3) B (12.6) Eastbound E (41.8) D (30.4) Northbound A (9.1) A (9.4) Dover Center & Westown Roundabout Intersection A (8.8) A (8.0) Eastbound A (7.7) A (8.0) Northbound B (10.5) A (8.6) Southbound A (7.0) A (7.4) Dover Center & Westown Traffic Signal Intersection C (20.4) C (20.3) Eastbound C (22.0) C (20.7) Northbound C (21.9) C (20.7) Southbound B (18.0) B (19.7) (XX.X) = Average vehicle delay in seconds per vehicle The installation of a roundabout or traffic signal control at the intersection of Dover Center Road and Westown Boulevard is expected to allow the intersection to operate with level of service C or better. The striping of the eastbound approach for separate left and right turn lanes is still expected to result in level of service E, however the overall delay has been reduced and with the exclusive left turn lane the right turn vehicles will not be blocked by a vehicle waiting to make a left turn. June 5, 2017 Page 38 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Traffic Signal Warrant Analysis Dover Center Road & Westown Boulevard 2019 Build Conditions The anticipated 2019 Build traffic conditions at the intersection of Dover Center Road and Westown Boulevard were analyzed and compared to the criteria established by the Ohio Manual of Uniform Traffic Control Devices and professional engineering judgement to determine if traffic signal control is warranted at the intersection. All of the data collected and determined for this study was analyzed and compared to the thresholds established by the criteria from the OMUTCD. Warrants 1 9 were evaluated for this analysis of the expected 2019 Build conditions. In order to determine if the 2019 anticipated build conditions are expected to meet one of these warrants, the existing hourly volumes were multiplied by the previously discussed growth rate to determine the future 2019 Build conditions. The site generated traffic was added to the peak hours. No additional traffic was added to the remaining hours. It should be noted that the design hour factors have not been included in the signal warrant volume calculations. Based upon the evaluation of the warrants established by the Ohio Manual of Uniform Traffic Control Devices, we conclude that a traffic signal is not justified at the intersection of Dover Center Road and Westown Boulevard as required by the Ohio Revised Code based upon the expected 2019 Build conditions. Copies of the traffic signal warrant analysis worksheets can be found in Appendix I. June 5, 2017 Page 39 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Build Condition 2039 Capacity Analysis Analyses were performed for the projected 2039 design year Build conditions under the Site Plan scenario. The analyses will be used to determine the future levels of service at the study intersections under the anticipated build conditions. All analyses will assume that the signal timing would be optimized to balance critical lane delays at the signalized intersection. The intersections analyzed in this section only include the intersections that do not provide access to the development. The traffic volumes used in the analysis can be seen in Figure 3.8. Copies of the capacity worksheets are included in Appendix J. The results of the 2039 Build analyses are shown in the following table: Table 4.10 2039 Levels of Service (Build Conditions) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection E (61.1) D (35.1) Eastbound F (85.0) D (40.9) Westbound C (32.5) C (31.0) Northbound D (44.7) C (29.2) Southbound E (71.6) D (38.4) Center Ridge & Glenmore Stop Sign Eastbound Left A (9.5) A (9.9) Southbound E (42.8) C (22.4) Dover Center & Westown Stop Sign Eastbound F (87.3) F (50.3) Northbound Left A (9.4) A (9.7) (XX.X) = Average vehicle delay in seconds per vehicle The study area intersections are expected to operate with acceptable levels of service during the AM and PM peak hours under the expected 2039 Build conditions. June 5, 2017 Page 40 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio A comparison was performed to show the incremental effects on the capacity of the study area intersections due to the development of the proposed development and to identify where improvements may be necessary to accommodate Build traffic. The following tables show a side by side comparison of the Build versus No Build conditions for the 2039 AM and PM peak hours. Table 4.11 2039 No Build vs Build Scenario AM Peak Hour Comparison Table LOCATION (TRAFFIC CONTROL) MOVEMENT NO BUILD LOS (DELAY) BUILD LOS (DELAY) DIFFERENCE + / Center Ridge & Dover Center Intersection C (34.2) E (61.1) +26.9 (Traffic Signal) Eastbound C (39.0) F (85.0) +46.0 Westbound C (26.4) C (32.5) +6.1 Northbound C (30.8) D (44.7) +13.9 Southbound D (39.8) E (71.6) +31.8 Center Ridge & Glenmore Eastbound Left A (9.2) A (9.5) +0.3 (Stop Sign) Southbound D (32.5) E (42.8) +10.3 Dover Center & Westown Eastbound D (25.4) F (87.3) +61.9 (Stop Sign) Northbound Left A (8.5) A (9.4) +0.9 (XX.X) = Average vehicle delay in seconds per vehicle The 2039 AM peak hour comparison table indicates that the approach and intersection delays are impacted with the addition of the development generated traffic under the 2039 peak hour conditions. The intersection of Center Ridge Road and Dover Center Road experiences increased delay in excess of 20 seconds for the eastbound and southbound approaches. The eastbound approach at the intersection of Dover Center Road and Westown Boulevard is expected to degrade to a level of service F under the expected Build conditions during the AM peak hour. The poor level of service can be attributed to the lack of adequate gaps in the north south through traffic stream and the site generated school bus traffic on the Westown Boulevard approach. June 5, 2017 Page 41 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.12 2039 No Build vs Build Scenario PM Peak Hour Comparison Table LOCATION (TRAFFIC CONTROL) MOVEMENT NO BUILD LOS (DELAY) BUILD LOS (DELAY) DIFFERENCE + / Center Ridge & Dover Center Intersection C (29.9) D (35.1) +5.2 (Traffic Signal) Eastbound C (32.9) D (40.9) +8.0 Westbound C (28.4) C (31.0) +2.4 Northbound C (26.2) C (29.2) +3.0 Southbound C (31.8) D (38.4) +6.6 Center Ridge & Glenmore Eastbound Left A (9.6) A (9.9) +0.3 (Stop Sign) Southbound C (20.1) C (22.4) +2.3 Dover Center & Westown Eastbound C (21.4) F (50.3) +28.9 (Stop Sign) Northbound Left A (8.7) A (9.7) +1.0 (XX.X) = Average vehicle delay in seconds per vehicle The 2039 PM peak hour comparison tables indicate the approach and intersection delays are only minimally impacted with the addition of the development generated traffic under the 2019 PM peak hour conditions with the exception of the eastbound approach at the Dover Center Road and Westown Boulevard intersection. Based on these results improvements are necessary to all three study area intersections due to the site generated traffic under the 2039 opening year conditions. In order to determine what mitigation would be necessary to improve the levels of service at these intersections, certain improvements were tested with further capacity analyses. The following improvements are recommended to mitigate the anticipated poor levels of service under the 2039 Build conditions: Center Ridge Road & Dover Center Road # Construct a southbound right turn lane. June 5, 2017 Page 42 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Center Ridge Road & Glenmore Drive # Construct an exclusive southbound left turn lane. The addition of a separate left turn lane is still expected to result in a poor level of service, however the overall delay will be reduced and with the exclusive left turn lane the right turn vehicles will not be blocked by a vehicle waiting to make a left turn. It should be noted that the addition of a second lane may create a situation where side by side turning vehicles may block the other vehicles view of oncoming traffic. The intersection is not expected to meet the minimum side street volume thresholds for the OMUTCD traffic signal warrant criteria. Glenmore Drive has a peak volume of 50 vehicles in the 5:00 PM to 6:00 PM hour. The minimum side street volume for Warrant 1 (8 Hour Vehicular Volume) is 150 vehicles for Condition A and 75 vehicles for Condition. The minimum side street volume for Warrant 2 (4 Hour Vehicular Volume) is 80 vehicles. Dover Center Road & Westown Boulevard # Stripe the eastbound approach for separate left and right turn lanes. OR # Install a roundabout. OR # Install traffic signal control. The existing width of Westown Boulevard at Dover Center Road is approximately 36 feet wide. The roadway could be striped for three 12 foot lanes. The lanes would consist of one westbound ingress lane, one eastbound left turn lane, and one eastbound right turn lane. The striping of the eastbound approach for separate left and right turn lanes is still expected to result in a poor level of service, however the overall delay will be reduced and with the exclusive left turn lane the right turn vehicles will not be blocked by a vehicle waiting to make a left turn. The construction of a roundabout at the intersection would likely require road widening on Dover Center Road to accommodate the diameter of the roundabout and the splitter islands on the north and south approaches. These improvements would likely require the replacement of the bridge on the south approach to accommodate the widening. The construction of a roundabout and the replacement of the bridge would result in this being a high cost improvement. The following table shows the capacity analysis results of implementing the proposed improvements. Copies of the capacity worksheets for the improved intersections are in included in Appendix K. June 5, 2017 Page 43 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.13 2039 Levels of Service (Build Conditions Recommended Improvements) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection D (40.7) C (28.2) Eastbound D (50.3) C (29.9) Westbound C (27.6) C (25.0) Northbound D (42.6) C (30.0) Southbound D (37.6) C (27.4) Center Ridge & Glenmore Stop Sign Eastbound A (9.5) A (9.9) Southbound Left F (51.2) D (32.0) Southbound Right B (11.1) B (11.7) Southbound E (41.2) C (21.9) Dover Center & Westown Stop Sign Eastbound Left F (87.9) F (55.2) (EB RTL & LTL) Eastbound Right D (29.5) D (26.7) Eastbound F (72.1) E (47.0) Northbound A (9.4) A (9.7) Dover Center & Westown Roundabout Intersection B (10.7) A (9.3) Eastbound A (8.5) A (9.1) Northbound B (13.3) B (10.1) Southbound A (7.8) A (8.5) Dover Center & Westown Traffic Signal Intersection C (20.8) C (20.9) Eastbound C (22.8) C (21.2) Northbound C (23.0) C (21.4) Southbound B (17.2) C (20.3) (XX.X) = Average vehicle delay in seconds per vehicle June 5, 2017 Page 44 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Traffic Signal Warrant Analysis Dover Center Road & Westown Boulevard 2039 Build Conditions The anticipated 2039 Build traffic conditions at the intersection of Dover Center Road and Westown Boulevard were analyzed and compared to the criteria established by the Ohio Manual of Uniform Traffic Control Devices and professional engineering judgement to determine if traffic signal control is warranted at the intersection. All of the data collected and determined for this study was analyzed and compared to the thresholds established by the criteria from the OMUTCD. Warrants 1 9 were evaluated for this analysis of the expected 2039 Build conditions. In order to determine if the 2039 anticipated build conditions are expected to meet one of these warrants, the existing hourly volumes were multiplied by the previously discussed growth rate to determine the future 2039 Build conditions. The site generated traffic was added to the peak hours. No additional traffic was added to the remaining hours. It should be noted that the design hour factors have not been included on the signal warrant volume calculations. Based upon the evaluation of the warrants established by the Ohio Manual of Uniform Traffic Control Devices, we conclude that a traffic signal is not justified at the intersection of Dover Center Road and Westown Boulevard as required by the Ohio Revised Code based upon the expected 2039 Build conditions. Copies of the traffic signal warrant analysis worksheets can be found in Appendix I. June 5, 2017 Page 45 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 4.2 Capacity & LOS at Development Access Intersections Capacity analyses were performed for the intersections located along Center Ridge Road that provide access to the proposed elementary school site using the procedures outlined in the computerized version of the Transportation Research Board s Highway Capacity Manual 6 TH Edition, HCM6E (HCS7, Release 7.2). The initial operating conditions for the proposed intersections will include traffic signal control at the west access location and a stop sign controlled restricted access driveway at the east access location. Build Condition 2019 Capacity Analysis Analyses were performed for the projected 2019 opening day conditions under the Build scenario to determine the future level of service at the intersections where access is available to the elementary school along Center Ridge Road. The results of the 2019 Build analyses are shown in the following table. Copies of the capacity worksheets are included in Appendix L. Table 4.14 2019 Levels of Service (Build Conditions Access Locations) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & West Access Traffic Signal Intersection C (27.0) C (23.1) Eastbound C (33.5) C (28.4) Westbound B (17.9) B (18.7) Northbound C (26.8) C (22.5) Southbound C (33.8) C (28.4) Center Ridge & East Access Stop Sign Northbound C (22.7) B (11.7) (XX.X) = Average vehicle delay in seconds per vehicle The intersections where access to the development is available along Center Ridge Road are expected to operate with acceptable levels of service under the 2019 Build conditions during the AM and PM peak hours. The analyses determined that an exclusive westbound left turn lane at the proposed West Access intersection would be necessary to accommodate the expected site generated traffic volumes. June 5, 2017 Page 46 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Traffic Signal Warrant Analysis Center Ridge Road & West Access 2019 Build Conditions The anticipated 2019 Build traffic conditions at the intersection of Center Ridge Road and the proposed West Access driveway were analyzed and compared to the criteria established by the Ohio Manual of Uniform Traffic Control Devices and professional engineering judgement to determine if traffic signal control is warranted at the intersection. All of the data collected and determined for this study was analyzed and compared to the thresholds established by the criteria from the OMUTCD. Warrant 3 was evaluated for this analysis of the expected 2019 Build conditions. In order to determine if the 2019 anticipated build conditions are expected to meet one of these warrants, the existing hourly volumes were multiplied by the previously discussed growth rate to determine the future 2019 Build conditions. The site generated traffic was added to the peak hours. It should be noted that the design hour factors have not been included on the signal warrant volume calculations. Based upon the evaluation of the warrants established by the Ohio Manual of Uniform Traffic Control Devices, we conclude that a traffic signal is justified at the intersection of Center Ridge Road and the proposed West Access driveway as required by the Ohio Revised Code based upon the expected 2019 Build conditions. Copies of the traffic signal warrant analysis worksheets can be found in Appendix I. June 5, 2017 Page 47 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Build Condition 2039 Capacity Analysis Analyses were performed for the projected 2039 design year conditions under the Build scenario to determine the future level of service at the intersections where access is available to the elementary school along Center Ridge Road. The results of the 2039 Build analyses are shown in the following table. Copies of the capacity worksheets are included in Appendix M. Table 4.15 2039 Levels of Service (Build Conditions Access Locations) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & West Access Traffic Signal Intersection C (28.7) C (21.7) Eastbound D (36.7) C (26.8) Westbound B (17.0) B (17.4) Northbound C (30.1) C (20.5) Southbound D (37.5) C (26.9) Center Ridge & East Access Stop Sign Northbound D (31.2) B (12.5) (XX.X) = Average vehicle delay in seconds per vehicle The intersections where access to the development is available along Center Ridge Road are expected to operate with acceptable levels of service under the 2039 Build conditions during the AM and PM peak hours. June 5, 2017 Page 48 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 4.3 Auxiliary Turning Lane Warrant Analysis The ODOT Location and Design Manual, Volume 1 and the Access Management Manual recommend that the need for auxiliary turn lanes at unsignalized intersections be determined by using the Auxiliary Lane Graphs found in Section 401 6 of the Location and Design Manual, Volume 1. This recommendation is made for the free flow approaches at unsignalized intersections. Section 401.6.3 of the ODOT Location and Design Manual states that: To determine the number and use of right and left turn lanes, intersection capacity analysis procedures of the current edition of the Highway Capacity Manual should be used. For unsignalized intersections, right and left turn lanes may also be needed if they meet warrants provided in Figures 401 6a, b, c and d. The warrants apply only to the free flow approach of the unsignalized intersection. It is the intent of this report to evaluate the need for an exclusive right turn lane on Center Ridge Road at the East Access. The need for an exclusive turn lane at the intersection was based on a four lane roadway with a posted speed limit of 35 miles per hour for Center Ridge Road. The following table shows the results of the analysis of the need for an exclusive right turn lane at Center Ridge Road and the proposed East Access driveway. Copies of the ODOT turn lane warrant graphs can be seen in Appendix N. Table 4.16 Turning Lane Warrant Analysis Center Ridge Road & Proposed East Access TURN LANE & LOCATION 2019 2039 AM PEAK PM PEAK AM PEAK PM PEAK EB Right Turn Lane @ Proposed East Access NO NO NO NO The results of the turn lane warrant analysis indicate that an exclusive eastbound right turn lane was shown to not be warranted on Center Ridge Road at the proposed East Access under the expected 2019 and 2039 Build conditions. June 5, 2017 Page 49 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 4.4 Turn Lane Length Analysis An analysis was performed to determine the necessary turn lane storage length in order to accommodate the recommended turn lanes under the Year 2039 peak hour Build conditions. The analysis was performed in accordance with the procedure recommended by the Ohio Department of Transportation in their Location and Design Manual, Volume 1, Section 401. The ODOT criteria and procedures are furnished in Appendix O. The recommended maximum left turn lane length is 600 feet and the right turn lane length is 800 feet, however if the calculated turn lane length is lower than these values the maximum length will not be applicable. The following tables show the results of the analysis based upon the highest anticipated movement volumes at the intersections. Table 4.17 Turn Lane Length Analysis Center Ridge Road & Dover Center Road Fig. 401 9 Movement Direction DHV No. of Lanes Cycles / Hour Average Veh/ Cycle/ Lane Design Speed (mph) Fig. 401 10 Storage Length (ft) Condition A* B* C* Backup Length (ft) Turn Lane Length* (ft) WB RT 300 1 36 8.3 40 350 466 466* WB T 553 2 36 7.7 40 325 NB RT 150 1 36 4.2 40 200 311 475* NB T 449 1 36 12.5 40 475 SB RT 178 1 36 4.9 40 200 311 400* SB T 376 1 36 10.4 40 400 * Includes 50' taper June 5, 2017 Page 50 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.18 Turn Lane Length Analysis Center Ridge Road & Proposed West Access Fig. 401 9 Movement Direction DHV No. of Lanes Cycles / Hour Average Veh/ Cycle/ Lane Design Speed (mph) Fig. 401 10 Storage Length (ft) Condition A* B* C* Backup Length (ft) Turn Lane Length* (ft) WB LT 267 1 36 7.4 40 325 436 436* WB T/RT 789 2 36 11.0 40 400 * Includes 50' taper June 5, 2017 Page 51 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 4.5 Alternative Scenario Analysis The previous analyses indicated that the intersection of Center Ridge Road and Dover Center Road was expected to require several improvements in order to mitigate the impact of the site generated traffic. The intersections of Center Ridge Road/Glenmore Drive and Dover Center Road/Westown Boulevard were determined to operate with poor levels of service as a result of the site generated traffic and were not able to be fully mitigated without unwarranted improvements or high cost improvements. For these stated reasons an alternative scenario was developed to determine the impact on the adjacent study area intersections as compared to the proposed scenario detailed on the site plan (Figure 1.2). The analysis of this scenario will be based on the 2039 twenty year design traffic volumes. The site generated school bus traffic will continue to use a bus only access drive along Westown Boulevard as detailed on the site plan (Figure 1.2). There will be no changes to the school bus volumes or distribution throughout the street network as detailed in Figure 3.4. The proposed West Access drive will be relocated to the west so that it aligns directly across from Glenmore Drive. The West access drive would then be extended to the cul de sac at the west of end of Westown Boulevard. The intent would be to allow the vehicles coming from the south along Dover Center Road to access the site without having to make a northbound left turn at the Center Ridge Road and Dover Center Road intersection. Vehicles exiting the site to the south along Dover Center Road would then also be able to avoid the intersection of Center Ridge Road and Dover Center Road as well. The proposed signal would also be able to serve the Glenmore Drive traffic and the Westlake United Methodist Church would be able to access the traffic signal via their access drives along Glenmore Drive. The proposed East access drive will remain as detailed on the site plan as a restricted access driveway. June 5, 2017 Page 52 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio The assignments of the estimated new generated passenger vehicle traffic for the proposed elementary school are shown graphically in Figure 4.1, Page 54. The assignments of the estimated new generated school bus traffic for the proposed elementary school was shown graphically in Figure 3.4, Page 19, as the school bus distribution has not been altered in this scenario. In order to estimate the future traffic considering the described alternative conditions, the sum of the 2039 No Build volumes, shown in Figure 3.6, were added to the new generated traffic (Figures 3.4 & 4.1) to equal the future Build peak hour volumes. The estimated 2039 Build traffic volumes for the alternative scenario are shown graphically in Figure 4.2, Page 55 for the proposed elementary school. June 5, 2017 Page 53 TMS Engineers, Inc.

Westown Boulevard 134 (40) Center Ridge Road 54 (39) Proposed West Access 69 (58) Glenmore Drive Dover Center Road 86 (35) NOT TO SCALE 54 (39) 54 (39) 86 (35) 86 (35) NEW GENERATED TRAFFIC TOTAL TRIPS ENTER EXIT PROPOSED ELEMENTARY SCHOOL Proposed South Access AM 739 401 338 PM 341 146 195 Proposed East Access LEGEND XX AM Peak Hour Trips (XX) PM Peak Hour Trips RED = Entering Volumes GREEN = Exiting Volumes 215 (98) 97 (45) 118 (53) Center Ridge Road 181 (71) 181 (71) 103 (38) 78 (33) Dover Center Road Elementary School Westlake, Ohio Traffic Impact Study New Generated Traffic Passenger Vehicles Alternate Scenario Figure 4.1 Page 54

0 (0) 100 (60) Westown Boulevard 0 (0) 54 (39) Proposed West Access 10 (10) 1150 (668) 134 (40) Center Ridge Road 10 (10) 0 (0) 30 (10) 86 (35) 40 (30) 69 (58) 0 (0) 0 (0) 30 (10) 636 (779) 181 (71) Glenmore Drive 0 (0) 154 (99) 0 (0) 30 (30) PROPOSED ELEMENTARY SCHOOL 30 (30) 126 (65) Proposed South Access Proposed East Access 215 (98) 1180 (678) 0 (0) 847 (860) Dover Center Road 95 (64) 69 (65) 54 (43) 440 (520) 327 (185) 938 (533) 80 (118) 178 (173) 376 (347) 200 (140) 102 (52) 640 (600) NOT TO SCALE Elementary School Westlake, Ohio Traffic Impact Study 146 (189) 449 (367) 150 (118) Center Ridge Road 300 (120) 553 (518) 118 (108) 2039 Build Weekday Traffic Dover Center Road Figure 4.2 Page 55

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Analyses were performed for the projected 2039 design year Build conditions under the alternative scenario. This analysis will be used to determine the future levels of service at the study intersections under the anticipated build conditions. All analysis will assume that the signal timing would be optimized to balance critical lane delays at the signalized intersection. The traffic volumes used in this analysis can be seen in Figure 4.1. Copies of the capacity worksheets are included in Appendix P. The results of the 2039 Build analyses are shown in the following tables: Table 4.19 2039 Levels of Service (Build Conditions Alternative Scenario) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Center Ridge & Dover Center Traffic Signal Intersection D (36.8) C (27.4) Eastbound D (44.6) C (29.4) Westbound C (29.3) C (25.2) Northbound D (36.1) C (28.4) Southbound C (33.1) C (26.4) Center Ridge & Glenmore/West Traffic Signal Intersection C (22.9) B (18.6) Eastbound C (28,2) C (22.9) Westbound B (14.1) B (14.6) Northbound C (27.8) C (22.4) Southbound C (26.0) C (21.3) Center Ridge & East Access Stop Sign Northbound Right C (24.0) B (11.9) Dover Center & Westown Stop Sign Eastbound Left F (123.8) F (61.8) Eastbound Right B (12.6) B (13.5) Eastbound F (76.9) E (37.5) Northbound B (12.6) A (9.2) (XX.X) = Average vehicle delay in seconds per vehicle The study area intersections are expected to operate with acceptable levels of service during the AM and PM peak hours under the expected 2039 Alternate Scenario Build conditions with the exception of the Dover Center Road and Westown Boulevard intersection. June 5, 2017 Page 56 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Based on these results improvements are necessary at the intersection of Dover Center Road and Westown Boulevard under the 2039 Alternate Scenario Build conditions. In order to determine what mitigation would be necessary to improve the levels of service at this intersection, certain improvements were tested with further capacity analyses. The following improvements are recommended to mitigate the anticipated poor levels of service under the 2039 Alternate Scenario Build conditions: Dover Center Road & Westown Boulevard # Stripe the eastbound approach for separate left and right turn lanes. # Install traffic signal control. The following table shows the capacity analysis results of implementing the proposed improvements. Copies of the capacity worksheets for the improved intersection are in included in Appendix Q. Table 4.20 2039 Levels of Service (Alternative Scenario Recommended Improvements) LOCATION TRAFFIC CONTROL MOVEMENT AM PEAK LOS (DELAY) PM PEAK LOS (DELAY) Dover Center & Westown Traffic Signal Intersection C (22.2) B (19.8) Eastbound C (27.2) C (21.7) Northbound C (27.6) C (21.7) Southbound B (12.3) B (16.4) (XX.X) = Average vehicle delay in seconds per vehicle June 5, 2017 Page 57 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Traffic Signal Warrant Analysis Dover Center Road & Westown Boulevard 2039 Alternate Conditions The anticipated 2039 Alternate Scenario Build traffic conditions at the intersection of Dover Center Road and Westown Boulevard were analyzed and compared to the criteria established by the Ohio Manual of Uniform Traffic Control Devices and professional engineering judgement to determine if traffic signal control is warranted at the intersection. All of the data collected and determined for this study was analyzed and compared to the thresholds established by the criteria from the OMUTCD. Warrant 3 was evaluated for this analysis of the expected 2039 Alternate Scenario Build conditions. In order to determine if the 2039 anticipated build conditions are expected to meet one of these warrants, the existing hourly volumes multiplied by the previously discussed growth rate to determine the future 2039 Build conditions. The site generated traffic was added to the peak hours. It should be noted that the design hour factors have not been included on the signal warrant volume calculations. Based upon the evaluation of the warrants established by the Ohio Manual of Uniform Traffic Control Devices, we conclude that a traffic signal is justified at the intersection of Dover Center Road and Westown Boulevard as required by the Ohio Revised Code based upon the expected 2039 Alternate Scenario Build conditions. Copies of the traffic signal warrant analysis worksheets can be found in Appendix I. June 5, 2017 Page 58 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio A comparison was performed to show the incremental effects on the capacity of the study area intersections due to the alternate scenario as compared to the site plan conditions shown in Figure 1.2. The following tables show a side by side comparison of the site plan versus the alternate scenario conditions for the 2039 AM and PM peak hours. Table 4.21 2039 Site Plan vs. Alternate Scenario AM Peak Hour Comparison Table LOCATION (TRAFFIC CONTROL) MOVEMENT SITE PLAN LOS (DELAY) ALTERNATE LOS (DELAY) DIFFERENCE + / Center Ridge & Dover Center Intersection D (40.7) D (36.8) 3.9 (Traffic Signal) Eastbound D (50.3) D (44.6) 5.7 Westbound C (27.6) C (29.3) +1.7 Northbound D (42.6) D (36.1) 6.5 Southbound D (37.6) C (33.1) 4.5 Center Ridge & East Access (Stop Sign) Northbound Right D (31.2) C (24.0) 7.2 Dover Center & Westown Intersection C (20.8) C (22.2) +1.4 (Traffic Signal) Eastbound C (22.8) C (27.2) +4.4 Northbound C (23.0) C (21.7) 1.3 Southbound B (17.2) B (12.3) 4.9 (XX.X) = Average vehicle delay in seconds per vehicle The 2039 AM peak hour comparison table indicates that the intersection delays are lowered under the Alternate Scenario at the Center Ridge Road intersections. The 2039 AM peak hour comparison table indicates the approach and intersection delays at the intersection of Dover Center Road and Westown Boulevard are only minimally impacted by the proposed conditions of the Alternate Scenario. June 5, 2017 Page 59 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Table 4.22 2039 Site Plan vs. Alternate Scenario PM Peak Hour Comparison Table LOCATION (TRAFFIC CONTROL) MOVEMENT NO BUILD LOS (DELAY) BUILD LOS (DELAY) DIFFERENCE + / Center Ridge & Dover Center Intersection C (28.2) C (27.4) 0.8 (Traffic Signal) Eastbound C (29.9) C (29.4) 0.5 Westbound C (25.0) C (25.2) 0.2 Northbound C (30.0) C (28.4) 1.6 Southbound C (27.4) C (26.4) 1.0 Center Ridge & East Access (Stop Sign) Northbound Right B (12.5) B (11.9) 0.6 Dover Center & Westown Intersection C (20.9) B (19.8) 1.1 (Traffic Signal) Eastbound C (21.2) C (21.7) +0.5 Northbound C (21.4) C (21.7) +0.3 Southbound C (20.3) B (16.4) 3.9 (XX.X) = Average vehicle delay in seconds per vehicle The 2039 PM peak hour comparison table indicates that the intersection delays are lowered under the Alternate Scenario at the Center Ridge Road intersections. The 2039 PM peak hour comparison table indicates the approach and intersection delays at the intersection of Dover Center Road and Westown Boulevard are only minimally impacted by the proposed conditions of the Alternate Scenario. June 5, 2017 Page 60 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio An analysis was performed to determine the necessary turn lane storage length in order to accommodate the recommended turn lanes under the Year 2039 peak hour Build conditions for the Alternate Scenario. The following tables show the results of the analysis based upon the highest anticipated movement volumes at the intersections. Table 4.26 Turn Lane Length Analysis Center Ridge Road & Dover Center Road Fig. 401 9 Movement Direction DHV No. of Lanes Cycles / Hour Average Veh/ Cycle/ Lane Design Speed (mph) Fig. 401 10 Storage Length (ft) Condition A* B* C* Backup Length (ft) Turn Lane Length* (ft) WB RT 300 1 36 8.3 40 350 466 466* WB T 553 2 36 7.7 40 325 NB RT 150 1 36 4.2 40 200 311 475* NB T 449 1 36 12.5 40 475 SB RT 178 1 36 4.9 40 200 311 400* SB T 376 1 36 10.4 40 400 * Includes 50' taper Table 4.27 Turn Lane Length Analysis Center Ridge Road & Glenmore Drive/Proposed West Access Fig. 401 9 Movement Direction DHV No. of Lanes Cycles / Hour Average Veh/ Cycle/ Lane Design Speed (mph) Fig. 401 10 Storage Length (ft) Condition A* B* C* Backup Length (ft) Turn Lane Length* (ft) EB LT 10 1 36 0.3 40 50 161 600* EB T/RT 1284 2 36 17.8 40 625 WB LT 181 1 36 5.0 40 200 311 400* WB T/RT 789 2 36 11.0 40 400 * Includes 50' taper June 5, 2017 Page 61 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 4.6 Improvements to Accommodate Study Area Traffic No intersection improvements were found to be necessary to accommodate the 2017 existing traffic conditions at the study area intersections. It should be noted that a westbound right turn lane at intersection of Center Ridge Road and Dover Center Road has been previously recommended in other reports prepared for the City of Westlake. This recommendation was based on an analysis of the roadway peak hours. The elementary school analysis is based on the peak hour of the school traffic volumes which does not coincide with the peak hour of traffic for the roadway (i.e the school peaks in the afternoon from 2:00 to 3:00 PM while the roadway peaks from 5:00 to 6:00 PM). No intersection improvements were found to be necessary to accommodate the Year 2019 No Build traffic at the study area intersections. The following improvements were recommended to accommodate the Year 2039 No Build traffic at the study area intersections that do not provide access to the proposed development. Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. # Construct a northbound right turn lane. No additional intersection improvements were found to be necessary to accommodate the Year 2039 No Build traffic at the remaining study area intersections. The remaining study intersections are anticipated to operate with acceptable levels of service during the AM and PM peak hours. The following lane use and traffic control are recommended to accommodate the 2019 and 2039 site generated (Build) traffic based on the development site plan shown in Figure 1.2: Center Ridge Road & Glenmore Drive # Construct a southbound left turn lane. (2039) The addition of a separate left turn lane is still expected to result in a poor level of service under the 2039 Build conditions, however the overall delay will be reduced and with the exclusive left turn lane the right turn vehicles will not be blocked by a vehicle waiting to make a left turn. It should be noted that the addition of a second lane may create a situation where side by side turning vehicles may block the other vehicles view of oncoming traffic. June 5, 2017 Page 62 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Center Ridge Road & Proposed West Access (2019) # Install traffic signal control. # Construct the proposed development roadway with one egress lane and two ingress lanes. # The egress lanes should consist of an exclusive left turn lane and an exclusive right turn lane. # Construct an exclusive westbound left turn lane. # Include the church access drive as part of intersection and traffic signal control. Center Ridge Road & Proposed East Access (2019) # Construct the proposed development roadway with one egress lane and one ingress lane. # Restrict the access driveway to right turns in and right turns out of the site only through the use of a channelizing island. # The egress drive should be constructed per the recommendations and guidelines found in the ODOT Access Management Manual for channelizing islands (See Appendix R). # Install stop sign control on the northbound approach. Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. (2019) # Construct a southbound right turn lane. (2039) Dover Center Road & Westown Boulevard (2019) # Re stripe the eastbound approach for one ingress lane and two egress lanes consisting of a right turn lane and left turn lane. Traffic signal control and a roundabout were analyzed as potential improvements for the intersection. Traffic signal control is not expected to be warranted at the intersection based on the traffic signal warrants found in the OMUTCD. The construction of roundabout at the intersection was determined to be unlikely due to the bridge located on the south approach and the high cost of including it in the construction of the roundabout. The recommended lane use and traffic control for the study area to accommodate the proposed development based on the site plan in Figure 1.2 can be seen in Figure 4.3, Page 64. June 5, 2017 Page 63 TMS Engineers, Inc.

NOT TO SCALE STOP LEGEND Existing Lane Use Existing Stop Sign Center Ridge Road Existing Signal STOP 2039 BUILD Proposed Access Proposed Lane Use Glenmore Drive STOP Proposed Stop Sign Proposed Signal Westown Boulevard Proposed West Access 2019 BUILD 2019 BUILD STOP PROPOSED ELEMENTARY SCHOOL Proposed South Access Proposed East Access 2019 BUILD STOP Dover Center Road 2019 BUILD STOP 2039 BUILD 2039 NO BUILD Center Ridge Road 2039 NO BUILD 2019 BUILD Dover Center Road Elementary School Westlake, Ohio Traffic Impact Study Recommended Lane Use and Traffic Control Site Plan Figure 4.3 Page 64

Traffic Impact Study Westlake Elementary School, Westlake, Ohio The following lane use and traffic control are recommended to accommodate the 2039 site generated (Build) traffic based on the Alternate Scenario detailed in Section 4.5: Center Ridge Road & Proposed West Access/Glenmore Drive # Construct the development West Access directly across from Glenmore Drive. # Install traffic signal control. # Construct the proposed development roadway with one egress lane and two ingress lanes. # The egress lanes should consist of an exclusive left turn lane and a shared through and right turn lane. # Construct an exclusive westbound left turn lane. # Construct an exclusive eastbound left turn lane. Center Ridge Road & Proposed East Access # Construct the proposed development roadway with one egress lane and one ingress lane. # Restrict the access driveway to right turns in and right turns out of the site only through the use of a channelizing island. # The egress drive should be constructed per the recommendations and guidelines found in the ODOT Access Management Manual for channelizing islands (See Appendix R). # Install stop sign control on the northbound approach. Center Ridge Road & Dover Center Road # Construct a southbound right turn lane. Dover Center Road & Westown Boulevard # Install traffic signal control. # Re stripe the eastbound approach for one ingress lane and two egress lanes consisting of a right turn lane and left turn lane. The recommended traffic control within the site to accommodate the Alternate Scenario can be seen in Figure 4.4, Page 66. The recommended lane use and traffic control for the study area to accommodate the proposed development based on the Alternate Scenario described in Section 4.5 can be seen in Figure 4.5, Page 67. June 5, 2017 Page 65 TMS Engineers, Inc.

NOT TO SCALE LEGEND Proposed Stop Sign Elementary School Westlake, Ohio Traffic Impact Study Interior Traffic Control Alternate Scenario Figure 4.4 Page 66

Westown Boulevard Center Ridge Road STOP Proposed West Access Glenmore Drive PROPOSED ELEMENTARY SCHOOL STOP Proposed South Access Proposed East Access STOP LEGEND Dover Center Road STOP STOP Existing Lane Use Existing Stop Sign Existing Signal NOT TO SCALE STOP Proposed Access Proposed Lane Use Proposed Stop Sign Proposed Signal 2039 NO BUILD Center Ridge Road 2039 NO BUILD Dover Center Road Elementary School Westlake, Ohio Traffic Impact Study Recommended Lane Use and Traffic Control Alternate Figure 4.5 Page 66

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Chapter 5 Conclusions Based on the results of the analyses, we offer the following conclusions and recommendations: 5.1 This traffic impact study has been prepared at the request of the Westlake City Schools for a proposed elementary school. The project site is located in the City of Westlake, Cuyahoga County, Ohio along the south side of Center Ridge Road (US Route 20) between Glenmore Drive to the west and Dover Center Road to the east. 5.2 The proposed elementary school is expected to have a student population of 1,450 students with 120 staff for grades pre kindergarten through fourth grade. Figure 1.2 shows the proposed site plan for the elementary school. 5.3 The development is proposed with two access driveways along the south side of Center Ridge Road and one access driveway along the north side of Westown Boulevard. 5.4 The year 2019 was analyzed for the opening year conditions, and the year 2039 was analyzed as the design year for the twenty year conditions analysis. 5.5 The elementary school day begins at 7:50 AM and ends at 2:20 PM, therefore the report analyzed the hours of 7:30 to 8:30 AM and 2:00 PM to 3:00 PM. The 7:30 to 8:30 AM hour was referred to as the weekday AM peak hour for the purpose of this report. The 2:00 to 3:00 PM hour was referred to as the PM peak hour for the purpose of this report. These periods were analyzed since they reflect the period of the highest volume of traffic flow for the proposed school. 5.6 The elementary school was assumed to generate a total of 30 entering and 30 exiting trips for school buses. These volumes are included in the total generation volumes calculated for this analysis. June 5, 2017 Page 68 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 5.7 The proposed elementary school is expected to generate the following average hourly traffic during the AM and PM peak periods: ITE TRIP GENERATION TRIP ENDS ITE Code Land Use Description SIZE (Staff) AM Peak Hour of Generator PM Peak Hour of Generator (Enter/Exit) (Enter/Exit) 520 Elementary School 120 431 368 176 225 TOTAL NEW GENERATED TRIPS 799 401 5.8 No intersection improvements were found to be necessary to accommodate the 2017 existing traffic conditions at the study area intersections. 5.9 No intersection improvements were found to be necessary to accommodate the Year 2019 No Build traffic at the study area intersections. 5.10 The following improvements were recommended to accommodate the Year 2039 No Build traffic at the study area intersections that do not provide access to the proposed elementary school. Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. # Construct a northbound right turn lane. No additional intersection improvements were found to be necessary to accommodate the Year 2039 No Build traffic at the remaining study area intersections. The remaining study intersections are anticipated to operate with acceptable levels of service during the AM and PM peak hours. June 5, 2017 Page 69 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 5.11 The following lane use and traffic control are recommended to accommodate the 2019 and 2039 site generated (Build) traffic based on the development site plan shown in Figure 1.2: Center Ridge Road & Glenmore Drive (2039) # Construct a southbound left turn lane. Center Ridge Road & Proposed West Access (2019) # Install traffic signal control. # Construct the proposed development roadway with one egress lane and two ingress lanes. # The egress lanes should consist of an exclusive left turn lane and an exclusive right turn lane. # Construct an exclusive westbound left turn lane. # Include the church access drive as part of intersection and traffic signal control. Center Ridge Road & Proposed East Access (2019) # Construct the proposed development roadway with one egress lane and one ingress lane. # Restrict the access driveway to right turns in and right turns out of the site only through the use of a channelizing island. # The egress drive should be constructed per the recommendations and guidelines found in the ODOT Access Management Manual for channelizing islands (See Appendix X). # Install stop sign control on the northbound approach. Center Ridge Road & Dover Center Road # Construct a westbound right turn lane. (2019) # Construct a southbound right turn lane. (2039) Dover Center Road & Westown Boulevard (2019) # Re stripe the eastbound approach for one ingress lane and two egress lanes consisting of a right turn lane and left turn lane. June 5, 2017 Page 70 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio 5.12 The following lane use and traffic control are recommended to accommodate the 2039 site generated (Build) traffic based on the Alternate Scenario detailed in Section 4.5: Center Ridge Road & Proposed West Access/Glenmore Drive # Construct the development West Access directly across from Glenmore Drive. # Install traffic signal control. # Construct the proposed development roadway with one egress lane and two ingress lanes. # The egress lanes should consist of an exclusive left turn lane and a shared through and right turn lane. # Construct an exclusive westbound left turn lane. # Construct an exclusive eastbound left turn lane. Center Ridge Road & Proposed East Access # Construct the proposed development roadway with one egress lane and one ingress lane. # Restrict the access driveway to right turns in and right turns out of the site only through the use of a channelizing island. # The egress drive should be constructed per the recommendations and guidelines found in the ODOT Access Management Manual for channelizing islands (See Appendix X). # Install stop sign control on the northbound approach. Center Ridge Road & Dover Center Road # Construct a southbound right turn lane. Dover Center Road & Westown Boulevard # Install traffic signal control. # Re stripe the eastbound approach for one ingress lane and two egress lanes consisting of a right turn lane and left turn lane. 5.13 Based upon the results of the analysis in this study and the corresponding recommendations, it can be seen that the site generated traffic can be accommodated without adversely impacting the area roadway network under each scenario. June 5, 2017 Page 71 TMS Engineers, Inc.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix A Traffic Count Data June 5, 2017 TMS Engineers, Inc.

06:00 07:00 937 1293 2230 08:00 904 1327 2231 09:00 846 1050 1896 10:00 11:00 930 1170 2100 12:00 953 1183 2136 2:00 957 1090 2047 3:00 1188 1532 2720 4:00 1148 1604 2752 5:00 1322 1691 3013 6:00 7:00 8:00 9:00 TOTALS 1180 2548 985 4713 57 24 1113 2478 881 4472 58 16 9185 876 3788 1235 5899 122 32 1227 4020 794 6041 108 31 11940 21125 Municipality: At Intersection of and Date: Day: Comments: Project: Weather: Clear Recorder(s): GFA & PMB Data entry by: JJO Date entered: May. 10, 2017 TIME BEGINS Dover Center Rd. TOTAL PEAK HOUR FACTOR EAST WEST Dover Center Rd. TOTAL Center Ridge Rd. Center Ridge Rd. TOTAL FROM NORTH FROM SOUTH NORTH FROM EAST FROM WEST ALL SOUTH DIREC. Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus North South East West 17-052 1:00 ADT 1807 3901 1508 7215 1.7% 1704 3794 1349 6846 1.7% 14062 1341 5799 1891 9031 2.6% 1878 6154 1216 9248 2.3% 18280 32341 HOURLY FACTOR: 1.68 MONTHLY FACTOR: 0.91 COMBINED FACTOR: 1.53 TMS ENGINEERS, INC. 2112 Case Parkway South # 7 Twinsburg, Ohio 44087 (330) 686-6402 FAX: (330) 686-6417

06:00 07:00 26 1104 1130 08:00 29 1264 1293 09:00 16 1098 1114 10:00 11:00 15 1196 1211 12:00 13 1157 1170 2:00 22 1113 1135 3:00 48 1508 1556 4:00 25 1515 1540 5:00 50 1638 1688 6:00 7:00 8:00 9:00 TOTALS 133 0 111 244 4 2 244 0 5545 160 5705 122 23 91 5797 0 5888 115 30 11593 11837 Municipality: At Intersection of and Date: Day: Comments: Project: Weather: Clear Recorder(s): DJS Data entry by: JJO Date entered: May. 10, 2017 TIME BEGINS Glenmore Dr. TOTAL PEAK HOUR FACTOR EAST WEST TOTAL Center Ridge Rd. Center Ridge Rd. TOTAL FROM NORTH FROM SOUTH NORTH FROM EAST FROM WEST ALL SOUTH DIREC. Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus North South East West 17-052 1:00 ADT 204 0 170 374 2.5% 374 0 8489 245 8734 2.5% 139 8875 0 9014 2.5% 17748 18122 HOURLY FACTOR: 1.68 MONTHLY FACTOR: 0.91 COMBINED FACTOR: 1.53 TMS ENGINEERS, INC. 2112 Case Parkway South # 7 Twinsburg, Ohio 44087 (330) 686-6402 FAX: (330) 686-6417

06:00 07:00 794 84 878 08:00 724 59 783 09:00 723 58 781 10:00 11:00 895 44 939 12:00 886 51 937 2:00 877 53 930 3:00 1098 45 1143 4:00 1165 40 1205 5:00 1213 42 1255 6:00 7:00 8:00 9:00 TOTALS 0 3859 259 4118 48 14 126 4131 0 4257 38 16 8375 289 0 187 476 9 3 476 8851 Municipality: At Intersection of and Date: Day: Comments: Project: 17-052 Weather: Clear Recorder(s): SLC Data entry by: JJO Date entered: May. 10, 2017 TIME BEGINS Dover Center Rd. TOTAL PEAK HOUR FACTOR ALL DIREC. Dover Center Rd. TOTAL Westown Blvd. TOTAL FROM NORTH FROM SOUTH NORTH FROM EAST FROM WEST EAST SOUTH WEST Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus Lef t Thru Right Total Trk Bus North South East West 1:00 ADT 0 5908 397 6304 1.5% 193 6324 0 6517 1.3% 12822 442 0 286 729 2.5% 729 13550 HOURLY FACTOR: 1.68 MONTHLY FACTOR: 0.91 COMBINED FACTOR: 1.53 TMS ENGINEERS, INC. 2112 Case Parkway South # 7 Twinsburg, Ohio 44087 (330) 686-6402 FAX: (330) 686-6417

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix B Trip Generation Data June 5, 2017 TMS Engineers, Inc.

ELEMENTARY SCHOOL ITE CODE = 520 PK 4 Elementary School Westlake, Ohio Date: 5/15/2017 Trip Generation based on: Size of Analysis Area: 120 Employees Number of Employees Average Rate Standard Deviation Adjustment factor Driveway Volume Average Weekday 2 way Volume 18.14 0.00 1.00 2176 Generator AM Peak Hour Enter 3.60 0.00 1.00 431 Generator AM Peak Hour Exit 3.06 0.00 1.00 368 Generator AM Peak Hour Total 6.66 0.00 1.00 799 Generator PM Peak Hour Enter 1.47 0.00 1.00 176 Generator PM Peak Hour Exit 1.87 0.00 1.00 225 Generator PM Peak Hour Total 3.34 0.00 1.00 401 Saturday 2 way Volume Saturday Peak Hour Enter Saturday Peak Hour Exit Saturday Peak Hour Total ENTER EXIT Average Weekday 2 way Volume T 19.87 X 207.96 50% 50% Generator AM Peak Hour Total T 7.65 X 118.67 54% 46% Generator PM Peak Hour Total T 3.29 X 6.41 44% 56% Saturday 2 way Volume NO AVAILABE DATA Saturday Peak Hour Volume NO AVAILABLE DATA Source: Institute of Transportation Engineers Trip Generartion, 9th Edition, 2012.

ELEMENTARY SCHOOL ITE CODE = 520 PK 4 Elementary School Westlake, Ohio Date: 5/15/2017 Trip Generation based on: Size of Analysis Area: 1450 Students Number of Students Average Rate Standard Deviation Adjustment factor Driveway Volume Average Weekday 2 way Volume 1.29 1.26 1.00 1871 Generator AM Peak Hour Enter 0.25 0.00 1.00 359 Generator AM Peak Hour Exit 0.20 0.00 1.00 294 Generator AM Peak Hour Total 0.45 0.70 1.00 653 Generator PM Peak Hour Enter 0.13 0.00 1.00 183 Generator PM Peak Hour Exit 0.15 0.00 1.00 223 Generator PM Peak Hour Total 0.28 0.54 1.00 406 Saturday 2 way Volume Saturday Peak Hour Enter Saturday Peak Hour Exit Saturday Peak Hour Total ENTER EXIT Average Weekday 2 way Volume EQUATION NOT GIVEN 50% 50% Generator AM Peak Hour Total EQUATION NOT GIVEN 55% 45% Generator PM Peak Hour Total EQUATION NOT GIVEN 45% 55% Saturday 2 way Volume NO AVAILABE DATA Saturday Peak Hour Volume NO AVAILABLE DATA Source: Institute of Transportation Engineers Trip Generartion, 9th Edition, 2012.

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix C Existing Capacity Analyses Worksheets 2017 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2017 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM EX CenterDover.xus Project Description Existing Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 176 631 55 82 350 233 106 328 116 150 275 75 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 31.4 7.0 34.6 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 36.4 12.0 36.4 12.0 39.6 12.0 39.6 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 5.3 6.0 26.2 7.9 19.5 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.4 0.0 1.6 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.13 1.00 0.01 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 191 378 368 89 337 297 115 483 163 380 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1817 1767 1856 1609 1781 1786 1781 1801 Queue Service Time ( g s ), s 7.0 17.4 17.4 3.3 15.2 15.5 4.0 24.2 5.9 17.5 Cycle Queue Clearance Time ( g c ), s 7.0 17.4 17.4 3.3 15.2 15.5 4.0 24.2 5.9 17.5 Green Ratio ( g/c ) 0.38 0.31 0.31 0.38 0.31 0.31 0.42 0.35 0.42 0.35 Capacity ( c ), veh/h 307 587 571 281 583 505 348 618 273 623 Volume-to-Capacity Ratio ( X ) 0.624 0.643 0.644 0.317 0.578 0.588 0.331 0.781 0.597 0.611 Back of Queue ( Q ), ft/ln ( 85 th percentile) 129.7 290.9 280.4 61.1 257 229 74.5 365.6 106.4 262.3 Back of Queue ( Q ), veh/ln ( 85 th percentile) 5.1 11.5 11.2 2.4 10.0 9.2 2.9 14.4 4.2 10.3 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.86 0.00 0.00 0.41 0.00 0.00 0.43 0.00 0.33 0.00 Uniform Delay ( d 1 ), s/veh 24.1 29.5 29.5 22.1 28.7 28.9 20.4 29.3 23.0 27.1 Incremental Delay ( d 2 ), s/veh 2.9 5.4 5.5 0.2 4.1 4.9 0.2 5.8 2.5 1.3 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 27.0 34.8 35.0 22.4 32.9 33.8 20.6 35.1 25.4 28.4 Level of Service (LOS) C C D C C C C D C C Approach Delay, s/veh / LOS 33.3 C 32.0 C 32.3 C 27.5 C Intersection Delay, s/veh / LOS 31.6 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.3 A 1.1 A 1.5 A 1.4 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/23/2017 2:48:55 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2017 North/South Street Glenmore Drive Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Existing Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 6 878 483 24 25 9 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 4.1 7.5 6.9 Critical Headway (sec) 4.16 6.86 6.96 Base Follow-Up Headway (sec) 2.2 3.5 3.3 Follow-Up Headway (sec) 2.23 3.53 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 7 37 Capacity, c (veh/h) 1008 278 v/c Ratio 0.01 0.13 95% Queue Length, Q₉₅ (veh) 0.0 0.5 Control Delay (s/veh) 8.6 19.9 Level of Service, LOS A C Approach Delay (s/veh) 0.1 19.9 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 2:58:41 PM TWSC1.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2017 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Existing Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 62 22 8 478 334 25 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 91 9 Capacity, c (veh/h) 407 1162 v/c Ratio 0.22 0.01 95% Queue Length, Q₉₅ (veh) 0.8 0.0 Control Delay (s/veh) 16.4 8.1 Level of Service, LOS C A Approach Delay (s/veh) 16.4 0.2 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:02:08 PM AM EX Westown.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2017 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM EX CenterDover.xus Project Description Existing Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 106 368 81 76 367 92 133 271 84 105 258 106 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 31.7 7.0 34.3 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 36.7 12.0 36.7 12.0 39.3 12.0 39.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 6.2 5.0 7.2 20.0 6.0 20.8 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.4 0.0 1.4 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.01 1.00 0.01 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 115 250 238 83 256 243 145 386 114 396 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1754 1767 1856 1727 1781 1794 1781 1777 Queue Service Time ( g s ), s 4.2 10.5 10.7 3.0 10.9 11.2 5.2 18.0 4.0 18.8 Cycle Queue Clearance Time ( g c ), s 4.2 10.5 10.7 3.0 10.9 11.2 5.2 18.0 4.0 18.8 Green Ratio ( g/c ) 0.39 0.32 0.32 0.39 0.32 0.32 0.41 0.34 0.41 0.34 Capacity ( c ), veh/h 363 593 556 367 588 548 330 615 359 610 Volume-to-Capacity Ratio ( X ) 0.317 0.422 0.428 0.225 0.436 0.443 0.438 0.627 0.318 0.649 Back of Queue ( Q ), ft/ln ( 85 th percentile) 78.5 184.1 175 55.8 190.6 179.1 91.6 269.2 74.2 279.1 Back of Queue ( Q ), veh/ln ( 85 th percentile) 3.1 7.2 7.0 2.2 7.4 7.2 3.6 10.6 2.9 11.0 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.52 0.00 0.00 0.37 0.00 0.00 0.52 0.00 0.23 0.00 Uniform Delay ( d 1 ), s/veh 21.1 26.9 27.0 20.6 27.1 27.1 21.3 27.5 20.2 27.8 Incremental Delay ( d 2 ), s/veh 0.2 2.2 2.4 0.1 2.3 2.6 0.3 1.5 0.2 1.9 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 21.3 29.1 29.4 20.7 29.4 29.7 21.6 29.0 20.4 29.7 Level of Service (LOS) C C C C C C C C C C Approach Delay, s/veh / LOS 27.7 C 28.3 C 27.0 C 27.6 C Intersection Delay, s/veh / LOS 27.7 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.0 A 1.0 A 1.4 A 1.3 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/23/2017 3:02:36 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2017 North/South Street Glenmore Drive Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Existing Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 3 507 592 11 11 11 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 4.1 7.5 6.9 Critical Headway (sec) 4.16 6.86 6.96 Base Follow-Up Headway (sec) 2.2 3.5 3.3 Follow-Up Headway (sec) 2.23 3.53 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 3 24 Capacity, c (veh/h) 921 377 v/c Ratio 0.00 0.06 95% Queue Length, Q₉₅ (veh) 0.0 0.2 Control Delay (s/veh) 8.9 15.2 Level of Service, LOS A C Approach Delay (s/veh) 0.1 15.2 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:05:51 PM AM EX Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2017 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Existing Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 35 18 13 454 390 20 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 7.1 6.2 4.1 Critical Headway (sec) 6.43 6.23 4.13 Base Follow-Up Headway (sec) 3.5 3.3 2.2 Follow-Up Headway (sec) 3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 58 14 Capacity, c (veh/h) 429 1108 v/c Ratio 0.14 0.01 95% Queue Length, Q₉₅ (veh) 0.5 0.0 Control Delay (s/veh) 14.7 8.3 Level of Service, LOS B A Approach Delay (s/veh) 14.7 0.4 Approach LOS B Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:07:20 PM PM EX Westown.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix D No Build Capacity Analysis Worksheets 2019 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 19NB CenterDover.xus Project Description No-Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 190 680 60 90 380 250 120 370 130 170 310 80 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 30.1 7.0 35.9 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 35.1 12.0 35.1 12.0 40.9 12.0 40.9 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 5.7 6.5 30.0 8.6 21.7 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.3 0.0 1.9 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.39 1.00 0.02 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 207 408 396 98 365 320 130 543 185 424 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1817 1767 1856 1610 1781 1787 1781 1804 Queue Service Time ( g s ), s 7.0 19.5 19.5 3.7 17.1 17.4 4.5 28.0 6.6 19.7 Cycle Queue Clearance Time ( g c ), s 7.0 19.5 19.5 3.7 17.1 17.4 4.5 28.0 6.6 19.7 Green Ratio ( g/c ) 0.37 0.30 0.30 0.37 0.30 0.30 0.43 0.36 0.43 0.36 Capacity ( c ), veh/h 278 563 547 253 559 484 334 641 247 648 Volume-to-Capacity Ratio ( X ) 0.743 0.724 0.725 0.386 0.653 0.661 0.391 0.847 0.747 0.655 Back of Queue ( Q ), ft/ln ( 85 th percentile) 156 329.6 317.6 69.5 289.3 256.9 81.6 432.2 132.9 292.6 Back of Queue ( Q ), veh/ln ( 85 th percentile) 6.1 13.0 12.7 2.7 11.3 10.3 3.2 17.0 5.2 11.5 Queue Storage Ratio ( RQ ) ( 85 th percentile) 1.04 0.00 0.00 0.46 0.00 0.00 0.47 0.00 0.41 0.00 Uniform Delay ( d 1 ), s/veh 27.6 31.2 31.3 23.7 30.4 30.5 20.3 29.5 23.8 26.9 Incremental Delay ( d 2 ), s/veh 9.1 7.9 8.1 0.4 5.8 6.9 0.3 9.8 10.5 1.9 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 36.7 39.1 39.4 24.0 36.3 37.4 20.6 39.3 34.3 28.8 Level of Service (LOS) D D D C D D C D C C Approach Delay, s/veh / LOS 38.8 D 35.2 D 35.7 D 30.4 C Intersection Delay, s/veh / LOS 35.5 D Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.3 A 1.1 A 1.6 B 1.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/23/2017 3:13:30 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street Glenmore Drive Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 950 520 30 30 10 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 4.1 7.5 6.9 Critical Headway (sec) 4.16 6.86 6.96 Base Follow-Up Headway (sec) 2.2 3.5 3.3 Follow-Up Headway (sec) 2.23 3.53 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 44 Capacity, c (veh/h) 968 240 v/c Ratio 0.01 0.18 95% Queue Length, Q₉₅ (veh) 0.0 0.7 Control Delay (s/veh) 8.8 23.4 Level of Service, LOS A C Approach Delay (s/veh) 0.2 23.4 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:13:12 PM AM 19NB Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2019 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 70 30 10 530 370 30 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 109 11 Capacity, c (veh/h) 373 1118 v/c Ratio 0.29 0.01 95% Queue Length, Q₉₅ (veh) 1.2 0.0 Control Delay (s/veh) 18.6 8.3 Level of Service, LOS C A Approach Delay (s/veh) 18.6 0.3 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:14:36 PM AM 19NB Westown.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 19NB CenterDover.xus Project Description No-Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 120 400 90 80 400 100 150 300 90 120 290 120 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 30.9 7.0 35.1 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 35.9 12.0 35.9 12.0 40.1 12.0 40.1 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 6.9 5.2 7.8 22.1 6.6 23.7 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.6 0.0 1.6 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.02 1.00 0.04 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 130 273 259 87 280 264 163 424 130 446 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1751 1767 1856 1727 1781 1796 1781 1777 Queue Service Time ( g s ), s 4.9 11.8 12.0 3.2 12.3 12.5 5.8 20.1 4.6 21.7 Cycle Queue Clearance Time ( g c ), s 4.9 11.8 12.0 3.2 12.3 12.5 5.8 20.1 4.6 21.7 Green Ratio ( g/c ) 0.38 0.31 0.31 0.38 0.31 0.31 0.42 0.35 0.42 0.35 Capacity ( c ), veh/h 339 578 541 342 573 534 304 630 322 624 Volume-to-Capacity Ratio ( X ) 0.385 0.473 0.479 0.254 0.488 0.494 0.536 0.673 0.405 0.715 Back of Queue ( Q ), ft/ln ( 85 th percentile) 88.4 204.7 193.9 60 211.6 198.3 102 298 82.8 321 Back of Queue ( Q ), veh/ln ( 85 th percentile) 3.5 8.1 7.8 2.3 8.3 7.9 4.0 11.7 3.3 12.6 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.59 0.00 0.00 0.40 0.00 0.00 0.58 0.00 0.25 0.00 Uniform Delay ( d 1 ), s/veh 22.0 28.0 28.0 21.4 28.1 28.2 21.9 27.6 20.9 28.1 Incremental Delay ( d 2 ), s/veh 0.3 2.8 3.0 0.1 3.0 3.2 1.0 2.3 0.3 3.3 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 22.3 30.7 31.0 21.5 31.1 31.4 22.9 29.9 21.2 31.5 Level of Service (LOS) C C C C C C C C C C Approach Delay, s/veh / LOS 29.2 C 29.9 C 27.9 C 29.1 C Intersection Delay, s/veh / LOS 29.1 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.0 A 1.0 A 1.5 A 1.4 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/23/2017 3:14:54 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street Glenmore Drive Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 550 640 10 10 10 Percent Heavy Vehicles (%) 0 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 4.1 7.5 6.9 Critical Headway (sec) 4.10 6.86 6.96 Base Follow-Up Headway (sec) 2.2 3.5 3.3 Follow-Up Headway (sec) 2.20 3.53 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 22 Capacity, c (veh/h) 901 336 v/c Ratio 0.01 0.07 95% Queue Length, Q₉₅ (veh) 0.0 0.2 Control Delay (s/veh) 9.0 16.5 Level of Service, LOS A C Approach Delay (s/veh) 0.2 16.5 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:17:34 PM PM 19NB Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2019 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 40 20 10 510 430 20 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 65 11 Capacity, c (veh/h) 373 1068 v/c Ratio 0.17 0.01 95% Queue Length, Q₉₅ (veh) 0.6 0.0 Control Delay (s/veh) 16.7 8.4 Level of Service, LOS C A Approach Delay (s/veh) 16.7 0.3 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:18:25 PM PM 19NB Westown.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix E No Build Capacity Analysis Worksheets 2039 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 39NB CenterDover.xus Project Description No-Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 230 820 70 110 450 300 140 440 150 200 370 100 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 3.0 25.3 7.0 1.9 35.8 3.6 0.0 3.6 3.6 0.0 3.6 1.4 0.0 1.4 1.4 0.0 1.4 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 15.0 33.3 12.0 30.3 12.0 40.8 13.9 42.7 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 12.0 6.9 7.3 37.8 10.1 26.7 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.2 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 1.00 1.00 0.11 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 250 491 477 120 436 379 152 641 217 511 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1818 1767 1856 1607 1781 1789 1781 1801 Queue Service Time ( g s ), s 10.0 25.5 25.5 4.9 23.0 23.1 5.3 35.8 8.1 24.7 Cycle Queue Clearance Time ( g c ), s 10.0 25.5 25.5 4.9 23.0 23.1 5.3 35.8 8.1 24.7 Green Ratio ( g/c ) 0.35 0.28 0.28 0.32 0.25 0.25 0.43 0.36 0.45 0.38 Capacity ( c ), veh/h 265 529 515 200 469 407 295 640 231 679 Volume-to-Capacity Ratio ( X ) 0.943 0.927 0.927 0.597 0.929 0.932 0.516 1.002 0.943 0.752 Back of Queue ( Q ), ft/ln ( 85 th percentile) 254.3 477.8 460.5 95.5 446.6 395.9 94.2 658.1 281.6 364.9 Back of Queue ( Q ), veh/ln ( 85 th percentile) 10.0 18.8 18.4 3.7 17.4 15.8 3.7 25.9 11.1 14.4 Queue Storage Ratio ( RQ ) ( 85 th percentile) 1.70 0.00 0.00 0.64 0.00 0.00 0.54 0.00 0.87 0.00 Uniform Delay ( d 1 ), s/veh 28.3 34.8 34.8 27.8 36.5 36.5 21.6 32.1 25.5 27.1 Incremental Delay ( d 2 ), s/veh 39.5 24.6 25.1 3.4 27.2 30.5 0.7 36.0 43.1 4.2 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 67.9 59.5 60.0 31.1 63.6 67.0 22.3 68.1 68.6 31.3 Level of Service (LOS) E E E C E E C F E C Approach Delay, s/veh / LOS 61.4 E 60.8 E 59.3 E 42.5 D Intersection Delay, s/veh / LOS 57.0 E Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.5 A 1.3 A 1.8 B 1.7 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/23/2017 3:21:46 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street Glenmore Drive Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 1140 630 30 30 10 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 4.1 7.5 6.9 Critical Headway (sec) 4.16 6.86 6.96 Base Follow-Up Headway (sec) 2.2 3.5 3.3 Follow-Up Headway (sec) 2.23 3.53 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 44 Capacity, c (veh/h) 872 174 v/c Ratio 0.01 0.25 95% Queue Length, Q₉₅ (veh) 0.0 1.0 Control Delay (s/veh) 9.2 32.5 Level of Service, LOS A D Approach Delay (s/veh) 0.3 32.5 Approach LOS D Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:34:51 PM AM 39NB Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 70 30 10 640 440 30 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 109 11 Capacity, c (veh/h) 247 1048 v/c Ratio 0.44 0.01 95% Queue Length, Q₉₅ (veh) 2.1 0.0 Control Delay (s/veh) 30.6 8.5 Level of Service, LOS D A Approach Delay (s/veh) 30.6 0.3 Approach LOS D Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 11:33:56 AM AM 39NB Westown.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 39NB CenterDover.xus Project Description No-Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 140 480 110 100 480 120 180 360 110 140 340 140 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 29.7 7.0 36.3 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 34.7 12.0 34.7 12.0 41.3 12.0 41.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 7.9 6.1 9.0 27.3 7.3 28.5 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.8 0.0 1.7 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.16 1.00 0.22 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 152 330 311 109 337 316 196 511 152 522 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1749 1767 1856 1727 1781 1795 1781 1777 Queue Service Time ( g s ), s 5.9 15.1 15.2 4.1 15.6 15.7 7.0 25.3 5.3 26.5 Cycle Queue Clearance Time ( g c ), s 5.9 15.1 15.2 4.1 15.6 15.7 7.0 25.3 5.3 26.5 Green Ratio ( g/c ) 0.37 0.30 0.30 0.37 0.30 0.30 0.43 0.36 0.43 0.36 Capacity ( c ), veh/h 290 555 520 293 551 513 266 652 294 645 Volume-to-Capacity Ratio ( X ) 0.524 0.594 0.599 0.371 0.611 0.615 0.737 0.784 0.517 0.809 Back of Queue ( Q ), ft/ln ( 85 th percentile) 104.1 256.5 241.7 78 265 247.2 138 379.8 93.6 397.3 Back of Queue ( Q ), veh/ln ( 85 th percentile) 4.1 10.1 9.7 3.0 10.4 9.9 5.4 15.0 3.7 15.6 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.69 0.00 0.00 0.52 0.00 0.00 0.79 0.00 0.29 0.00 Uniform Delay ( d 1 ), s/veh 23.9 30.0 30.1 23.1 30.2 30.2 23.3 28.4 21.5 28.7 Incremental Delay ( d 2 ), s/veh 0.9 4.6 5.0 0.3 5.0 5.4 9.1 5.7 0.7 7.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 24.7 34.6 35.1 23.4 35.2 35.7 32.4 34.1 22.2 35.8 Level of Service (LOS) C C D C D D C C C D Approach Delay, s/veh / LOS 32.9 C 33.7 C 33.6 C 32.7 C Intersection Delay, s/veh / LOS 33.2 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.1 A 1.1 A 1.7 B 1.6 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/23/2017 3:39:12 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street Glenmore Drive Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 660 770 10 10 10 Percent Heavy Vehicles (%) 0 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 22 Capacity, c (veh/h) 798 260 v/c Ratio 0.01 0.08 95% Queue Length, Q₉₅ (veh) 0.0 0.3 Control Delay (s/veh) 9.6 20.1 Level of Service, LOS A C Approach Delay (s/veh) 0.2 20.1 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/23/2017 3:38:54 PM PM 19NB Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes No-Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 40 20 10 600 520 20 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 65 11 Capacity, c (veh/h) 239 982 v/c Ratio 0.27 0.01 95% Queue Length, Q₉₅ (veh) 1.1 0.0 Control Delay (s/veh) 25.6 8.7 Level of Service, LOS D A Approach Delay (s/veh) 25.6 0.3 Approach LOS D Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 11:34:29 AM PM 39NB Westown.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix F No Build Capacity Analysis Worksheets 2039 w/ Improvements June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 39NB CenterDover-WBNB RTL.xus Project Description WB & NB RTL Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 230 820 70 110 450 300 140 440 150 200 370 100 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 32.7 7.0 0.1 33.2 0.0 3.6 3.6 3.6 0.0 3.6 0.0 1.4 1.4 1.4 0.0 1.4 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 4.0 Phase Duration, s 12.0 37.7 12.0 37.7 12.0 38.2 12.1 38.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 6.4 7.6 24.9 9.1 28.4 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.9 0.0 1.4 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.22 1.00 0.59 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 250 491 477 120 489 326 152 478 163 217 511 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1818 1767 1766 1610 1781 1870 1610 1781 1801 Queue Service Time ( g s ), s 7.0 23.9 23.9 4.4 10.8 15.3 5.6 22.9 6.7 7.1 26.4 Cycle Queue Clearance Time ( g c ), s 7.0 23.9 23.9 4.4 10.8 15.3 5.6 22.9 6.7 7.1 26.4 Green Ratio ( g/c ) 0.40 0.33 0.33 0.40 0.33 0.40 0.40 0.33 0.40 0.40 0.33 Capacity ( c ), veh/h 377 612 595 235 1155 641 240 621 647 292 600 Volume-to-Capacity Ratio ( X ) 0.663 0.802 0.802 0.509 0.423 0.509 0.633 0.770 0.252 0.743 0.852 Back of Queue ( Q ), ft/ln ( 85 th percentile) 94.8 401.1 386.4 81.5 175 215.9 105.6 362.4 102.3 155.5 419.9 Back of Queue ( Q ), veh/ln ( 85 th percentile) 3.7 15.8 15.5 3.2 6.8 8.6 4.2 14.3 4.1 6.1 16.5 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.63 0.00 0.00 0.54 0.00 0.00 0.60 0.00 0.00 0.48 0.00 Uniform Delay ( d 1 ), s/veh 25.7 30.7 30.7 23.7 26.3 22.7 24.4 30.0 19.9 26.4 31.1 Incremental Delay ( d 2 ), s/veh 3.5 10.7 10.9 0.8 1.1 2.9 4.1 5.3 0.1 8.8 10.8 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 29.2 41.3 41.6 24.5 27.4 25.6 28.5 35.3 20.0 35.2 41.8 Level of Service (LOS) C D D C C C C D B D D Approach Delay, s/veh / LOS 39.0 D 26.4 C 30.8 C 39.8 D Intersection Delay, s/veh / LOS 34.2 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.3 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.5 A 1.3 A 1.8 B 1.7 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 5/31/2017 11:20:50 AM

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 39NB CenterDover-WBNB RTL.xus Project Description WB & NB RTL Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 140 480 110 100 480 120 180 360 110 140 340 140 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 29.5 7.0 36.5 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 4.0 Phase Duration, s 12.0 34.5 12.0 34.5 12.0 41.5 12.0 41.5 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 7.9 6.2 9.0 18.8 7.3 28.4 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 2.1 0.0 1.6 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.01 1.00 0.20 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 152 330 311 109 522 130 196 391 120 152 522 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1749 1767 1766 1610 1781 1870 1610 1781 1777 Queue Service Time ( g s ), s 5.9 15.1 15.3 4.2 12.2 5.6 7.0 16.8 4.5 5.3 26.4 Cycle Queue Clearance Time ( g c ), s 5.9 15.1 15.3 4.2 12.2 5.6 7.0 16.8 4.5 5.3 26.4 Green Ratio ( g/c ) 0.36 0.30 0.30 0.36 0.30 0.37 0.44 0.36 0.44 0.44 0.36 Capacity ( c ), veh/h 331 552 516 291 1042 588 268 683 700 372 649 Volume-to-Capacity Ratio ( X ) 0.459 0.598 0.603 0.373 0.501 0.222 0.730 0.573 0.171 0.409 0.804 Back of Queue ( Q ), ft/ln ( 85 th percentile) 103.4 257.7 242.9 78.3 196.5 93.7 134.6 257.7 73.5 92 394.7 Back of Queue ( Q ), veh/ln ( 85 th percentile) 4.1 10.1 9.7 3.1 7.7 3.7 5.3 10.1 2.9 3.6 15.5 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.69 0.00 0.00 0.52 0.00 0.00 0.77 0.00 0.00 0.28 0.00 Uniform Delay ( d 1 ), s/veh 23.3 30.2 30.2 23.2 29.2 21.9 23.1 25.5 17.2 19.5 28.5 Incremental Delay ( d 2 ), s/veh 0.4 4.7 5.1 0.3 1.7 0.9 8.5 0.8 0.0 0.3 6.8 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 23.6 34.9 35.4 23.5 30.9 22.8 31.6 26.3 17.3 19.8 35.3 Level of Service (LOS) C C D C C C C C B B D Approach Delay, s/veh / LOS 32.9 C 28.4 C 26.2 C 31.8 C Intersection Delay, s/veh / LOS 29.9 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.3 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.1 A 1.1 A 1.7 B 1.6 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 5/31/2017 11:21:34 AM

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix G Build Capacity Analysis Worksheets 2019 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 19 CenterDover.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 287 798 124 98 483 250 212 379 140 170 316 158 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 1.1 25.9 7.5 1.2 32.3 3.6 3.6 3.6 3.6 0.0 3.6 1.4 1.4 1.4 1.4 0.0 1.4 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 18.1 37.0 12.0 30.9 13.7 38.5 12.5 37.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 14.5 6.3 10.7 33.1 9.0 30.2 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.7 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 1.00 1.00 1.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 312 513 489 107 422 375 230 564 185 515 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1782 1753 1856 1641 1767 1770 1781 1751 Queue Service Time ( g s ), s 12.5 25.7 25.7 4.3 21.8 21.9 8.7 31.1 7.0 28.2 Cycle Queue Clearance Time ( g c ), s 12.5 25.7 25.7 4.3 21.8 21.9 8.7 31.1 7.0 28.2 Green Ratio ( g/c ) 0.41 0.32 0.32 0.33 0.26 0.26 0.41 0.34 0.40 0.32 Capacity ( c ), veh/h 332 599 570 218 481 425 261 593 209 565 Volume-to-Capacity Ratio ( X ) 0.938 0.857 0.857 0.488 0.878 0.881 0.881 0.952 0.885 0.911 Back of Queue ( Q ), ft/ln ( 85 th percentile) 360.1 443.5 420.9 86.3 405.3 364.6 270.3 540.9 230.2 469.8 Back of Queue ( Q ), veh/ln ( 85 th percentile) 14.2 17.5 16.8 3.3 15.8 14.6 10.6 21.1 9.1 18.4 Queue Storage Ratio ( RQ ) ( 85 th percentile) 2.40 0.00 0.00 0.58 0.00 0.00 1.54 0.00 0.71 0.00 Uniform Delay ( d 1 ), s/veh 24.8 31.9 31.9 26.8 35.5 35.6 25.2 32.5 25.4 32.5 Incremental Delay ( d 2 ), s/veh 33.2 14.7 15.3 0.6 19.8 22.2 26.7 25.2 32.2 18.6 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 58.0 46.6 47.2 27.5 55.4 57.8 51.9 57.7 57.6 51.1 Level of Service (LOS) E D D C E E D E E D Approach Delay, s/veh / LOS 49.5 D 53.1 D 56.0 E 52.8 D Intersection Delay, s/veh / LOS 52.4 D Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.6 B 1.2 A 1.8 B 1.6 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 6:35:37 AM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street Glenmore Drive Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 1094 595 30 30 10 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 4.1 7.5 6.9 Critical Headway (sec) 4.16 6.86 6.96 Base Follow-Up Headway (sec) 2.2 3.5 3.3 Follow-Up Headway (sec) 2.23 3.53 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 44 Capacity, c (veh/h) 902 191 v/c Ratio 0.01 0.23 95% Queue Length, Q₉₅ (veh) 0.0 0.9 Control Delay (s/veh) 9.0 29.4 Level of Service, LOS A D Approach Delay (s/veh) 0.2 29.4 Approach LOS D Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 6:58:12 AM AM 19 Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2019 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 95 35 16 616 424 54 Percent Heavy Vehicles (%) 28 17 38 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 7.1 6.2 4.1 Critical Headway (sec) 6.68 6.37 4.48 Base Follow-Up Headway (sec) 3.5 3.3 2.2 Follow-Up Headway (sec) 3.75 3.45 2.54 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 141 17 Capacity, c (veh/h) 246 887 v/c Ratio 0.57 0.02 95% Queue Length, Q₉₅ (veh) 3.2 0.1 Control Delay (s/veh) 37.7 9.1 Level of Service, LOS E A Approach Delay (s/veh) 37.7 0.5 Approach LOS E Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 7:00:36 AM AM 19 Westown.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 19 CenterDover.xus Project Description No-Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 165 453 137 88 438 100 194 307 98 120 297 153 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 30.2 7.1 35.7 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 4.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 35.2 12.0 35.2 12.1 40.8 12.0 40.7 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 5.6 9.1 23.1 6.5 27.0 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.8 0.0 1.5 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.03 1.00 0.14 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 179 332 309 96 301 284 211 440 130 489 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1721 1753 1856 1736 1767 1778 1781 1749 Queue Service Time ( g s ), s 7.0 15.1 15.3 3.6 13.5 13.7 7.1 21.1 4.5 25.0 Cycle Queue Clearance Time ( g c ), s 7.0 15.1 15.3 3.6 13.5 13.7 7.1 21.1 4.5 25.0 Green Ratio ( g/c ) 0.37 0.30 0.30 0.37 0.30 0.30 0.43 0.36 0.43 0.36 Capacity ( c ), veh/h 317 565 520 295 560 524 294 637 317 624 Volume-to-Capacity Ratio ( X ) 0.565 0.589 0.594 0.324 0.536 0.542 0.717 0.692 0.411 0.784 Back of Queue ( Q ), ft/ln ( 85 th percentile) 121.1 256 238.9 67.9 231.4 216.9 143.4 313.2 81.9 371.1 Back of Queue ( Q ), veh/ln ( 85 th percentile) 4.8 10.1 9.6 2.6 9.0 8.7 5.6 12.2 3.2 14.5 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.81 0.00 0.00 0.45 0.00 0.00 0.82 0.00 0.25 0.00 Uniform Delay ( d 1 ), s/veh 23.5 29.6 29.7 22.6 29.1 29.1 24.2 27.4 20.8 28.7 Incremental Delay ( d 2 ), s/veh 1.5 4.5 4.9 0.2 3.7 4.0 7.1 2.7 0.3 5.9 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 25.0 34.1 34.6 22.8 32.7 33.1 31.3 30.1 21.1 34.6 Level of Service (LOS) C C C C C C C C C C Approach Delay, s/veh / LOS 32.3 C 31.5 C 30.5 C 31.8 C Intersection Delay, s/veh / LOS 31.6 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.2 A 1.0 A 1.6 B 1.5 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 7:01:09 AM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street Glenmore Drive Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 598 707 10 10 10 Percent Heavy Vehicles (%) 0 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 22 Capacity, c (veh/h) 847 297 v/c Ratio 0.01 0.07 95% Queue Length, Q₉₅ (veh) 0.0 0.2 Control Delay (s/veh) 9.3 18.1 Level of Service, LOS A C Approach Delay (s/veh) 0.2 18.1 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 7:22:53 AM PM 19 Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2019 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 64 26 17 545 469 43 Percent Heavy Vehicles (%) 39 27 41 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 7.1 6.2 4.1 Critical Headway (sec) 6.79 6.47 4.51 Base Follow-Up Headway (sec) 3.5 3.3 2.2 Follow-Up Headway (sec) 3.85 3.54 2.57 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 98 18 Capacity, c (veh/h) 250 845 v/c Ratio 0.39 0.02 95% Queue Length, Q₉₅ (veh) 1.8 0.1 Control Delay (s/veh) 28.4 9.4 Level of Service, LOS D A Approach Delay (s/veh) 28.4 0.6 Approach LOS D Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 7:24:26 AM PM 19 Westown.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix H Build Capacity Analysis Worksheets 2019 w/ Improvements June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 19 CenterDover-IMP2.xus Project Description WB RTL Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 287 798 124 98 483 250 212 379 140 170 316 158 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 31.2 7.0 0.6 34.2 0.0 3.6 3.6 3.6 0.0 3.6 0.0 1.4 1.4 1.4 0.0 1.4 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.1 36.2 12.0 36.1 12.6 39.8 12.0 39.2 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.1 6.0 9.6 32.5 8.8 29.4 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 0.8 0.0 1.3 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 1.00 1.00 0.61 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 312 513 489 107 525 272 230 564 185 515 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1782 1753 1766 1610 1767 1770 1781 1751 Queue Service Time ( g s ), s 7.1 26.0 26.0 4.0 12.0 12.6 7.6 30.5 6.8 27.4 Cycle Queue Clearance Time ( g c ), s 7.1 26.0 26.0 4.0 12.0 12.6 7.6 30.5 6.8 27.4 Green Ratio ( g/c ) 0.38 0.31 0.31 0.38 0.31 0.38 0.42 0.35 0.41 0.34 Capacity ( c ), veh/h 366 584 556 212 1099 613 266 616 216 599 Volume-to-Capacity Ratio ( X ) 0.853 0.879 0.879 0.502 0.478 0.443 0.867 0.916 0.855 0.861 Back of Queue ( Q ), ft/ln ( 85 th percentile) 205.3 456.7 433.5 75.9 192.7 182.9 194.1 503.2 162.8 428.8 Back of Queue ( Q ), veh/ln ( 85 th percentile) 8.1 18.0 17.3 2.9 7.5 7.3 7.6 19.7 6.4 16.7 Queue Storage Ratio ( RQ ) ( 85 th percentile) 1.37 0.00 0.00 0.51 0.00 0.00 1.11 0.00 0.50 0.00 Uniform Delay ( d 1 ), s/veh 30.8 32.6 32.6 25.0 27.9 23.0 27.0 31.2 25.0 30.7 Incremental Delay ( d 2 ), s/veh 16.6 17.1 17.8 0.7 1.5 2.3 23.9 18.2 25.9 11.6 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 47.4 49.7 50.4 25.7 29.4 25.4 50.9 49.4 50.9 42.3 Level of Service (LOS) D D D C C C D D D D Approach Delay, s/veh / LOS 49.4 D 27.7 C 49.8 D 44.6 D Intersection Delay, s/veh / LOS 43.3 D Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.6 B 1.2 A 1.8 B 1.6 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 7:08:43 AM

HCS7 Roundabouts Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency or Co. TMS Engineers, Inc. E/W Street Name Westown Boulevard Date Performed 5/19/2017 N/S Street Name Dover Center Road Analysis Year 2019 Analysis Time Period (hrs) 0.25 Time Analyzed AM Peak Peak Hour Factor 0.92 Project Description Roundabout Jurisdiction Westlake, OH Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N) 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 Lane Assignment LR LT TR Volume (V), veh/h 0 95 35 0 16 616 0 424 54 Percent Heavy Vehicles, % 3 28 17 3 38 3 3 3 44 Flow Rate (vpce), pc/h 0 132 45 0 24 690 0 475 85 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 Pedestrians Crossing, p/h 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s) 4.9763 4.9763 4.9763 Follow-Up Headway (s) 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 177 714 560 Entry Volume veh/h 142 687 520 Circulating Flow (vc), pc/h 475 846 132 24 Exiting Flow (vex), pc/h 0 109 822 520 Capacity (cpce), pc/h 850 1206 1347 Capacity (c), veh/h 680 1161 1251 v/c Ratio (x) 0.21 0.59 0.42 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 7.7 10.5 7.0 Lane LOS A B A 95% Queue, veh 0.8 4.1 2.1 Approach Delay, s/veh 7.7 10.5 7.0 Approach LOS A B A Intersection Delay, s/veh LOS 8.8 A Copyright 2017 University of Florida. All Rights Reserved. HCS7 Roundabouts Version 7.2 5/30/2017 10:50:01 AM AM 19 Westown-RDAB.xro

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Dover Center @ Analysis Year 2019 Analysis Period 1> 7:00 Intersection Westown File Name AM 19 Westown-TS.xus Project Description Traffic Signal Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 95 0 35 16 616 424 54 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 52.8 37.2 0.0 0.0 0.0 0.0 3.6 3.6 0.0 0.0 0.0 0.0 1.4 1.4 0.0 0.0 0.0 0.0 1 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 4 2 6 Case Number 12.0 8.0 8.0 Phase Duration, s 42.2 57.8 57.8 Change Period, ( Y+R c ), s 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.2 0.0 0.0 Queue Clearance Time ( g s ), s 9.0 Green Extension Time ( g e ), s 0.3 0.0 0.0 Phase Call Probability 1.00 Max Out Probability 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 7 4 14 5 2 6 16 Adjusted Flow Rate ( v ), veh/h 141 687 520 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1410 1803 1790 Queue Service Time ( g s ), s 7.0 0.0 19.3 Cycle Queue Clearance Time ( g c ), s 7.0 28.5 19.3 Green Ratio ( g/c ) 0.37 0.53 0.53 Capacity ( c ), veh/h 524 989 945 Volume-to-Capacity Ratio ( X ) 0.269 0.695 0.550 Back of Queue ( Q ), ft/ln ( 85 th percentile) 115 409.1 282.1 Back of Queue ( Q ), veh/ln ( 85 th percentile) 3.8 15.7 10.8 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 21.9 17.9 15.7 Incremental Delay ( d 2 ), s/veh 0.1 4.0 2.3 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 Control Delay ( d ), s/veh 22.0 21.9 18.0 Level of Service (LOS) C C B Approach Delay, s/veh / LOS 22.0 C 0.0 21.9 C 18.0 B Intersection Delay, s/veh / LOS 20.4 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 1.9 B 1.4 A Bicycle LOS Score / LOS 0.7 A 1.6 B 1.3 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 10:53:54 AM

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 19 CenterDover-WB RTL.xus Project Description WB RTL Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 165 453 137 88 438 100 194 307 98 120 297 153 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 30.2 7.1 35.7 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 4.0 1.1 4.0 Phase Duration, s 12.0 35.2 12.0 35.2 12.1 40.8 12.0 40.7 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 5.6 9.1 23.1 6.5 27.0 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.8 0.0 1.5 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.03 1.00 0.14 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 179 332 309 96 476 109 211 440 130 489 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1721 1753 1766 1610 1767 1778 1781 1749 Queue Service Time ( g s ), s 7.0 15.1 15.3 3.6 10.9 4.5 7.1 21.1 4.5 25.0 Cycle Queue Clearance Time ( g c ), s 7.0 15.1 15.3 3.6 10.9 4.5 7.1 21.1 4.5 25.0 Green Ratio ( g/c ) 0.37 0.30 0.30 0.37 0.30 0.37 0.43 0.36 0.43 0.36 Capacity ( c ), veh/h 356 565 520 295 1067 599 294 637 317 624 Volume-to-Capacity Ratio ( X ) 0.504 0.589 0.594 0.324 0.446 0.181 0.717 0.692 0.411 0.784 Back of Queue ( Q ), ft/ln ( 85 th percentile) 118.3 256 238.9 67.9 177.3 79.2 143.4 313.2 81.9 371.1 Back of Queue ( Q ), veh/ln ( 85 th percentile) 4.7 10.1 9.6 2.6 6.9 3.2 5.6 12.2 3.2 14.5 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.79 0.00 0.00 0.45 0.00 0.00 0.82 0.00 0.25 0.00 Uniform Delay ( d 1 ), s/veh 23.0 29.6 29.7 22.6 28.2 21.1 24.2 27.4 20.8 28.7 Incremental Delay ( d 2 ), s/veh 0.5 4.5 4.9 0.2 1.4 0.7 7.1 2.7 0.3 5.9 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 23.5 34.1 34.6 22.8 29.5 21.8 31.3 30.1 21.1 34.6 Level of Service (LOS) C C C C C C C C C C Approach Delay, s/veh / LOS 32.0 C 27.3 C 30.5 C 31.8 C Intersection Delay, s/veh / LOS 30.4 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.2 A 1.0 A 1.6 B 1.5 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 7:21:31 AM

HCS7 Roundabouts Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency or Co. TMS Engineers, Inc. E/W Street Name Westown Boulevard Date Performed 5/19/2017 N/S Street Name Dover Center Road Analysis Year 2019 Analysis Time Period (hrs) 0.25 Time Analyzed PM Peak Peak Hour Factor 0.92 Project Description Roundabout Jurisdiction Westlake, OH Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N) 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 Lane Assignment LR LT TR Volume (V), veh/h 0 64 26 0 17 545 0 469 43 Percent Heavy Vehicles, % 3 39 27 3 41 3 3 3 53 Flow Rate (vpce), pc/h 0 97 36 0 26 610 0 525 72 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 Pedestrians Crossing, p/h 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s) 4.9763 4.9763 4.9763 Follow-Up Headway (s) 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 133 636 597 Entry Volume veh/h 98 611 557 Circulating Flow (vc), pc/h 525 733 97 26 Exiting Flow (vex), pc/h 0 98 707 561 Capacity (cpce), pc/h 808 1250 1344 Capacity (c), veh/h 596 1200 1253 v/c Ratio (x) 0.16 0.51 0.44 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 8.0 8.6 7.4 Lane LOS A A A 95% Queue, veh 0.6 3.0 2.3 Approach Delay, s/veh 8.0 8.6 7.4 Approach LOS A A A Intersection Delay, s/veh LOS 8.0 A Copyright 2017 University of Florida. All Rights Reserved. HCS7 Roundabouts Version 7.2 5/30/2017 10:52:43 AM PM 19 Westown-RDAB.xro

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Dover Center @ Analysis Year 2019 Analysis Period 1> 7:00 Intersection Westown File Name PM 19 Westown-TS.xus Project Description Traffic Signal Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 64 0 26 17 545 469 43 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 51.7 38.3 0.0 0.0 0.0 0.0 3.6 3.6 0.0 0.0 0.0 0.0 1.4 1.4 0.0 0.0 0.0 0.0 1 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 4 2 6 Case Number 12.0 8.0 8.0 Phase Duration, s 43.3 56.7 56.7 Change Period, ( Y+R c ), s 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.2 0.0 0.0 Queue Clearance Time ( g s ), s 7.2 Green Extension Time ( g e ), s 0.2 0.0 0.0 Phase Call Probability 1.00 Max Out Probability 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 7 4 14 5 2 6 16 Adjusted Flow Rate ( v ), veh/h 98 611 557 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1256 1796 1799 Queue Service Time ( g s ), s 5.2 0.0 21.6 Cycle Queue Clearance Time ( g c ), s 5.2 24.3 21.6 Green Ratio ( g/c ) 0.38 0.52 0.52 Capacity ( c ), veh/h 481 966 930 Volume-to-Capacity Ratio ( X ) 0.203 0.633 0.598 Back of Queue ( Q ), ft/ln ( 85 th percentile) 86.7 355.5 316.7 Back of Queue ( Q ), veh/ln ( 85 th percentile) 2.7 13.7 12.2 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 20.6 17.5 16.9 Incremental Delay ( d 2 ), s/veh 0.1 3.2 2.8 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 Control Delay ( d ), s/veh 20.7 20.7 19.7 Level of Service (LOS) C C B Approach Delay, s/veh / LOS 20.7 C 0.0 20.7 C 19.7 B Intersection Delay, s/veh / LOS 20.3 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 1.9 B 1.4 A Bicycle LOS Score / LOS 0.6 A 1.5 A 1.4 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 10:53:54 AM

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix I Traffic Signal Warrant Analysis June 5, 2017 TMS Engineers, Inc.

2019 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 1 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 1 - EIGHT-HOUR VEHICULAR VOLUME Applicable: Yes No Warrant 1 is satisfied if Condition A or Condition B is "100%" satisfied. Satisfied: Yes No Warrant is also satisfied if both Condition A and Condition B are "80%" satisfied. Condition A - Minimum Vehicular Volume 100% Satisfied: Yes No 80% Satisfied: Yes No (volumes in veh/hr) Approach Lanes Minimum Requirements (80% Shown in Brackets) 1 2 or more 7:30 AM - Volume Level 100% 70% 100% 70% Both Approaches 500 350 600 420 on Major Street (400) (280) (480) 968 718 869 854 935 1,050 1,119 1,175 Highest Approach 150 105 200 140 on Minor Street (120) (084) (160) 119 58 44 51 83 45 40 42 Record 8 highest hours and the corresponding volumes in boxes provided. Condition is 100% satisfied if the minimum volumes are met for eight hours. Condition is 80% satisfied if parenthetical volumes are met for eight hours. Condition B - Interruption of Continuous Traffic Applicable: Yes No Condition B is intended for application where the traffic volume is Excessive Delay: Yes No so heavy that traffic on the minor street suffers excessive delay. 100% Satisfied: Yes No 80% Satisfied: Yes No Eight Highest Hours Minimum Requirements (volumes in veh/hr) (80% Shown in Brackets) Approach Lanes 1 2 or more Volume Level 100% 70% 100% 70% Both Approaches 750 525 900 630 on Major Street (600) (420) (720) 968 718 869 854 935 1,050 1,119 1,175 Highest Approach 75 53 100 70 on Minor Street (60) (042) (80) 119 58 44 51 83 45 40 42 Record 8 highest hours and the corresponding volumes in boxes provided. Condition is 100% satisfied if the minimum volumes are met for eight hours. Condition is 80% satisfied if parenthetical volumes are met for eight hours. 8:30 AM 7:30 AM - 8:30 AM 9:00 AM - 10:00 AM 11:00 AM - 9:00 AM - 10:00 AM 11:00 AM - 12:00 PM 12:00 PM - 1:00 PM Eight Highest Hours 12:00 PM 12:00 PM - 1:00 PM 2:00 PM - 3:00 PM 2:00 PM - 3:00 PM 3:00 PM - 3:00 PM - 4:00 PM 4:00 PM 4:00 PM - 4:00 PM - 5:00 PM 5:00 PM - 5:00 PM 5:00 PM - 6:00 PM 6:00 PM Source: Revised from NCHRP Report 457

2019 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 2 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 2 - FOUR-HOUR VEHICULAR VOLUME Applicable: Yes No If all four points lie above the appropriate line, then the warrant is satisfied. Satisfied: Yes No Plot four volume combinations on the applicable figure below. 700 FIGURE 4C-1: Criteria for "100%" Volume Level Four Volumes Highest Major Minor Hours Street Street 7:30 AM - 8:30 AM 968 119 9:00 AM - 10:00 AM 718 58 12:00 PM - 1:00 PM 854 51 2:00 PM - 3:00 PM 935 83 MINOR STREET HIGH VOLUME APPROACH - VPH 600 500 400 300 200 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 100 *115 *80 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 115 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 80 vph applies as the lower threshold volume threshold for a minor street approach with one lane. 400 FIGURE 4C-2: Criteria for "70%" Volume Level (Community Less than 10,000 population or above 70 km/hr (40 mph) on Major Street) MINOR STREET HIGH VOLUME APPROACH - VPH 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE *80 *60 0 200 300 400 500 600 700 800 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 80 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 60 vph applies as the lower threshold volume threshold for a minor street approach with one lane. Source: Revised from NCHRP Report 457

2019 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 3 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 3 - PEAK HOUR Applicable: Yes No If all three criteria are fullfilled or the plotted point lies above the appropriate line, Satisfied: Yes No then the warrant is satisfed. Plot volume combination on the applicable figure below. Unusual condition justifying use of warrant: 600 FIGURE 4C-3: Criteria for "100%" Volume Level School Bus Traffic Record hour when criteria are fulfilled and the corresponding delay or volume in boxes provided. Peak Hour AM 968 119 Criteria 1. Delay on Minor Approach *(vehicle-hours) Approach Lanes 1 2 Delay Criteria* 4.0 5.0 Delay* 1.2 Fulfilled?: Yes No 2. Volume on Minor Approach *(vehicles per hour) Approach Lanes 1 2 Volume Criteria* 100 150 Volume* 119 Fulfilled?: Yes No 3. Total Entering Volume *(vehicles per hour) No. of Approaches 3 4 Volume Criteria* 650 800 Volume* 1,087 Fulfilled?: Yes No MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 1 LANE & 1 LANE * Note: 150 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 100 vph applies as the lower threshold volume threshold for a minor street approach with one lane. MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 FIGURE 4C-4: Criteria for "70%" Volume Level (Community Less than 10,000 population or above 70 km/hr (40 mph) on Major Street) 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 0 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 100 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 75 vph applies as the lower threshold volume threshold for a minor street approach with one lane. *150 *100 *100 *75 Source: Revised from NCHRP Report 457

2019 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 4 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: 35 Minor Street: Westown Boulevard Lanes: 1 WARRANT 4 - PEDESTRIAN VOLUME Applicable: Yes No Record hours where criteria are fulfilled and the corresponding volume or gap Satisfied: Yes No frequency in the boxes provided. The warrant is satisfied if condition 1 or 2 is fulfilled and condition 3 is fulfilled. Pedestrian Pedestrian Fulfilled? Criteria Hour Volume Gaps Yes No 1. Pedestrian volume crossing the major street is 7:00 8:00 AM 0 100 ped/hr or more for each of any four hours 8:00-9:00 AM 0 and there are less than 60 gaps per hour in the 4:00-5:00 PM 0 major street traffic stream of adequate length. 2. Pedestrian volume crossing the major street is 5:00-6:00 PM 0 190 ped/hr or more for any one hour and there are less than 60 gaps per hour in the major street traffic stream of adequate length. 0 3. The nearest traffic signal along the major street is located more than 90 m (300 ft) away, or the nearest signal is within 90 m (300 ft) but the proposed traffic signal will not restrict the progressive movement of traffic. WARRANT 5 - SCHOOL CROSSING Applicable: Yes No Record hours where criteria are fulfilled and the corresponding volume or gap Satisfied: Yes No frequency in the boxes provided. The warrant is satisfied if all three of the criteria are fulfilled. Criteria 1. There are a minimum of 20 students crossing the major street Students: Hour: during the highest crossing hour. 2. There are fewer adequate gaps in the major street traffic stream during the period Minutes: Gaps: when the children are using the crossing than the number of minutes in the same period. 3. The nearest traffic signal along the major street is located more than 90 m (300 ft) away, or the nearest signal is within 90 m (300 ft) but the proposed traffic signal will not restrict the progressive movement of traffic. Fulfilled? Yes No WARRANT 6 - COORDINATED SIGNAL SYSTEM Applicable: Yes No Indicate if the criteria are fulfilled in the boxes provided. The warrant is Satisfied: Yes No satisfied if either criterion is fulfilled. This warrant should not be applied when the resulting signal spacing would be less than 300 m (1,000 ft). Criteria 1. On a one-way street or a street that has traffic predominately in one direction, the adjacent signals are so far apart that they do not provide the necessary degree of vehicle platooning. 2. On a two-way street, adjacent signals do not provide the necessary degree of platooning, and the proposed and adjacent signals will collectively provide a progressive operation. Fulfilled? Yes No Source: Revised from NCHRP Report 457

2019 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 5 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: 35 Minor Street: Westown Boulevard Lanes: 1 WARRANT 7 - CRASH EXPERIENCE Applicable: Yes No Record hours where criteria are fulfilled, the corresponding volume, and other Satisfied: Yes No information in the boxes provided. The warrant is satisfied if all three of the criteria are fulfilled. 1. One of the Warrant 1, Condition A (80% satisfied) warrants Warrant 1, Condition B (80% satisfied) to the right is met. Criteria Warrant 4, Pedestrian Volume at 80% of volume requirements: 80 ped/hr for four (4) hours or Hour Volume 152 ped/hr for one (1) hour 2. Adequate trial of other remedial measure has failed to reduce crash frequency. Measure tried: UNKNOWN 3. Five or more reported crashes, of types susceptible to correction by signal, have occurred within a 12-mo. period. Number of crashes per 12 months: Met? Yes No 2 Fulfilled? Yes No WARRANT 8 - ROADWAY NETWORK Applicable: Yes No Record hours where criteria are fulfilled, and the corresponding volume or other Satisfied: Yes No information in the boxes provided. The warrant is satisfied if at least one of the criteria is fulfilled and if all intersecting routes have one or more of the characteristics listed. Criteria 1. Both of a. Total entering volume of at least 1,000 veh/hr Entering Volume: the criteria during a typical weekday peak hour. to the right b. Five-year projected volumes that satisfy Warrant: 1 2 3 are met. one or more of Warrants 1, 2, or 3. Satisfied?: 2. Total entering volume at least 1,000 veh/hr for each of any 5 hrs of a non-normal business day (Sat. or Sun.) Met? Yes No Hour Volume Fulfilled? Yes No 1. Part of the street or highway system that serves as the principal roadway network for through traffic flow. 2. Rural or suburban highway outside of, entering, or traversing a city. 3. Appears as a major route on an official plan. Characteristics of Major Routes Major Street: Minor Street: Major Street: Minor Street: Major Street: Minor Street: Met? Fulfilled? Yes No Yes No CONCLUSIONS Warrants Satisfied: Remarks: Warrant #9 NOT APPLICABLE due to no at grade railroad crossing. INTERSECTION DOES NOT MEET WARRANT CRITERIA UNDER 2019 BUILD CONDITIONS Source: Revised from NCHRP Report 457

2039 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 1 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 1 - EIGHT-HOUR VEHICULAR VOLUME Applicable: Yes No Warrant 1 is satisfied if Condition A or Condition B is "100%" satisfied. Satisfied: Yes No Warrant is also satisfied if both Condition A and Condition B are "80%" satisfied. Condition A - Minimum Vehicular Volume 100% Satisfied: Yes No 80% Satisfied: Yes No (volumes in veh/hr) Approach Lanes Volume Level Both Approaches on Major Street Highest Approach on Minor Street Minimum Requirements (80% Shown in Brackets) 1 2 or more 100% 70% 100% 70% 500 350 600 420 (400) (280) (480) 150 105 200 140 (120) (084) (160) 7:30 AM - 9:00 AM - 10:00 AM 1,131 859 1,039 1,021 Record 8 highest hours and the corresponding volumes in boxes provided. Condition is 100% satisfied if the minimum volumes are met for eight hours. Condition is 80% satisfied if parenthetical volumes are met for eight hours. Condition B - Interruption of Continuous Traffic Applicable: Yes No Condition B is intended for application where the traffic volume is Excessive Delay: Yes No so heavy that traffic on the minor street suffers excessive delay. 100% Satisfied: Yes No 80% Satisfied: Yes No Eight Highest Hours Minimum Requirements (volumes in veh/hr) (80% Shown in Brackets) Approach Lanes 1 2 or more Volume Level 100% 70% 100% 70% Both Approaches 750 525 900 630 on Major Street (600) (420) (720) 1,131 859 1,039 1,021 1,104 1,255 1,338 Highest Approach 75 53 100 70 on Minor Street (60) (042) (80) 119 58 44 51 83 45 40 Record 8 highest hours and the corresponding volumes in boxes provided. Condition is 100% satisfied if the minimum volumes are met for eight hours. Condition is 80% satisfied if parenthetical volumes are met for eight hours. 8:30 AM 119 58 11:00 AM - 12:00 PM 12:00 PM - 1:00 PM 2:00 PM - 44 Eight Highest Hours 51 3:00 PM 83 3:00 PM - 4:00 PM 1,104 1,255 4:00 PM - 5:00 PM 40 5:00 PM - 6:00 PM 1,338 1,405 7:30 AM - 8:30 AM 9:00 AM - 10:00 AM 11:00 AM - 12:00 PM 12:00 PM - 1:00 PM 2:00 PM - 3:00 PM 3:00 PM - 4:00 PM 4:00 PM - 5:00 PM 5:00 PM - 45 42 6:00 PM 1,405 42 Source: Revised from NCHRP Report 457

2039 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 2 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 2 - FOUR-HOUR VEHICULAR VOLUME Applicable: Yes No If all four points lie above the appropriate line, then the warrant is satisfied. Satisfied: Yes No Plot four volume combinations on the applicable figure below. 700 FIGURE 4C-1: Criteria for "100%" Volume Level Four Volumes Highest Major Minor Hours Street Street 7:30 AM - 8:30 AM 1,131 119 9:00 AM - 10:00 AM 859 58 12:00 PM - 1:00 PM 1,021 51 2:00 PM - 3:00 PM 1,104 83 MINOR STREET HIGH VOLUME APPROACH - VPH 600 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 115 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 80 vph applies as the lower threshold volume threshold for a minor street approach with one lane. 400 FIGURE 4C-2: Criteria for "70%" Volume Level (Community Less than 10,000 population or above 70 km/hr (40 mph) on Major Street) *115 *80 MINOR STREET HIGH VOLUME APPROACH - VPH 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE *80 *60 0 200 300 400 500 600 700 800 900 1000 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 80 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 60 vph applies as the lower threshold volume threshold for a minor street approach with one lane. Source: Revised from NCHRP Report 457

2039 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 3 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 3 - PEAK HOUR Applicable: Yes No If all three criteria are fullfilled or the plotted point lies above the appropriate line, Satisfied: Yes No then the warrant is satisfed. Plot volume combination on the applicable figure below. Unusual condition justifying use of warrant: 600 FIGURE 4C-3: Criteria for "100%" Volume Level School Bus Traffic Record hour when criteria are fulfilled and the corresponding delay or volume in boxes provided. Peak Hour AM 1131 119 Criteria 1. Delay on Minor Approach *(vehicle-hours) Approach Lanes 1 2 Delay Criteria* 4.0 5.0 Delay* 2.8 Fulfilled?: Yes No 2. Volume on Minor Approach *(vehicles per hour) Approach Lanes 1 2 Volume Criteria* 100 150 Volume* 119 Fulfilled?: Yes No 3. Total Entering Volume *(vehicles per hour) No. of Approaches 3 4 Volume Criteria* 650 800 Volume* 1,420 Fulfilled?: Yes No MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 1 LANE & 1 LANE * Note: 150 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 100 vph applies as the lower threshold volume threshold for a minor street approach with one lane. MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 FIGURE 4C-4: Criteria for "70%" Volume Level (Community Less than 10,000 population or above 70 km/hr (40 mph) on Major Street) 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 0 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 100 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 75 vph applies as the lower threshold volume threshold for a minor street approach with one lane. *150 *100 *100 *75 Source: Revised from NCHRP Report 457

2039 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 4 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: 35 Minor Street: Westown Boulevard Lanes: 1 WARRANT 4 - PEDESTRIAN VOLUME Applicable: Yes No Record hours where criteria are fulfilled and the corresponding volume or gap Satisfied: Yes No frequency in the boxes provided. The warrant is satisfied if condition 1 or 2 is fulfilled and condition 3 is fulfilled. Pedestrian Pedestrian Fulfilled? Criteria Hour Volume Gaps Yes No 1. Pedestrian volume crossing the major street is 7:00 8:00 AM 0 100 ped/hr or more for each of any four hours 8:00-9:00 AM 0 and there are less than 60 gaps per hour in the 4:00-5:00 PM 0 major street traffic stream of adequate length. 2. Pedestrian volume crossing the major street is 5:00-6:00 PM 0 190 ped/hr or more for any one hour and there are less than 60 gaps per hour in the major street traffic stream of adequate length. 0 3. The nearest traffic signal along the major street is located more than 90 m (300 ft) away, or the nearest signal is within 90 m (300 ft) but the proposed traffic signal will not restrict the progressive movement of traffic. WARRANT 5 - SCHOOL CROSSING Applicable: Yes No Record hours where criteria are fulfilled and the corresponding volume or gap Satisfied: Yes No frequency in the boxes provided. The warrant is satisfied if all three of the criteria are fulfilled. Criteria 1. There are a minimum of 20 students crossing the major street Students: Hour: during the highest crossing hour. 2. There are fewer adequate gaps in the major street traffic stream during the period Minutes: Gaps: when the children are using the crossing than the number of minutes in the same period. 3. The nearest traffic signal along the major street is located more than 90 m (300 ft) away, or the nearest signal is within 90 m (300 ft) but the proposed traffic signal will not restrict the progressive movement of traffic. Fulfilled? Yes No WARRANT 6 - COORDINATED SIGNAL SYSTEM Applicable: Yes No Indicate if the criteria are fulfilled in the boxes provided. The warrant is Satisfied: Yes No satisfied if either criterion is fulfilled. This warrant should not be applied when the resulting signal spacing would be less than 300 m (1,000 ft). Criteria 1. On a one-way street or a street that has traffic predominately in one direction, the adjacent signals are so far apart that they do not provide the necessary degree of vehicle platooning. 2. On a two-way street, adjacent signals do not provide the necessary degree of platooning, and the proposed and adjacent signals will collectively provide a progressive operation. Fulfilled? Yes No Source: Revised from NCHRP Report 457

2039 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 5 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: 35 Minor Street: Westown Boulevard Lanes: 1 WARRANT 7 - CRASH EXPERIENCE Applicable: Yes No Record hours where criteria are fulfilled, the corresponding volume, and other Satisfied: Yes No information in the boxes provided. The warrant is satisfied if all three of the criteria are fulfilled. 1. One of the Warrant 1, Condition A (80% satisfied) warrants Warrant 1, Condition B (80% satisfied) to the right is met. Criteria Warrant 4, Pedestrian Volume at 80% of volume requirements: 80 ped/hr for four (4) hours or Hour Volume 152 ped/hr for one (1) hour 2. Adequate trial of other remedial measure has failed to reduce crash frequency. Measure tried: UNKNOWN 3. Five or more reported crashes, of types susceptible to correction by signal, have occurred within a 12-mo. period. Number of crashes per 12 months: Met? Yes No 2 Fulfilled? Yes No WARRANT 8 - ROADWAY NETWORK Applicable: Yes No Record hours where criteria are fulfilled, and the corresponding volume or other Satisfied: Yes No information in the boxes provided. The warrant is satisfied if at least one of the criteria is fulfilled and if all intersecting routes have one or more of the characteristics listed. Criteria 1. Both of a. Total entering volume of at least 1,000 veh/hr Entering Volume: the criteria during a typical weekday peak hour. to the right b. Five-year projected volumes that satisfy Warrant: 1 2 3 are met. one or more of Warrants 1, 2, or 3. Satisfied?: 2. Total entering volume at least 1,000 veh/hr for each of any 5 hrs of a non-normal business day (Sat. or Sun.) Met? Yes No Hour Volume Fulfilled? Yes No 1. Part of the street or highway system that serves as the principal roadway network for through traffic flow. 2. Rural or suburban highway outside of, entering, or traversing a city. 3. Appears as a major route on an official plan. Characteristics of Major Routes Major Street: Minor Street: Major Street: Minor Street: Major Street: Minor Street: Met? Fulfilled? Yes No Yes No CONCLUSIONS Warrants Satisfied: Remarks: Warrant #9 NOT APPLICABLE due to no at grade railroad crossing. INTERSECTION DOES NOT MEET WARRANT CRITERIA UNDER 2039 BUILD CONDITIONS Source: Revised from NCHRP Report 457

2039 ALTERNATE SCENARIO BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 3 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Dover Center Road Lanes: 1 Critical Approach Speed: Minor Street: Westown Boulevard Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 3 - PEAK HOUR Applicable: Yes No If all three criteria are fullfilled or the plotted point lies above the appropriate line, Satisfied: Yes No then the warrant is satisfed. Plot volume combination on the applicable figure below. Unusual condition justifying use of warrant: 600 FIGURE 4C-3: Criteria for "100%" Volume Level School Bus Traffic Record hour when criteria are fulfilled and the corresponding delay or volume in boxes provided. Peak Hour AM 1107 173 Criteria 1. Delay on Minor Approach *(vehicle-hours) Approach Lanes 1 2 Delay Criteria* 4.0 5.0 Delay* 2.8 Fulfilled?: Yes No 2. Volume on Minor Approach *(vehicles per hour) Approach Lanes 1 2 Volume Criteria* 100 150 Volume* 119 Fulfilled?: Yes No 3. Total Entering Volume *(vehicles per hour) No. of Approaches 3 4 Volume Criteria* 650 800 Volume* 1,420 Fulfilled?: Yes No MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 1 LANE & 1 LANE * Note: 150 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 100 vph applies as the lower threshold volume threshold for a minor street approach with one lane. MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 FIGURE 4C-4: Criteria for "70%" Volume Level (Community Less than 10,000 population or above 70 km/hr (40 mph) on Major Street) 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 0 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 100 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 75 vph applies as the lower threshold volume threshold for a minor street approach with one lane. *150 *100 *100 *75 Source: Revised from NCHRP Report 457

2019 BUILD CONDITIONS TRAFFIC SIGNAL WARRANT SUMMARY Form 750-020-01 TRAFFIC ENGINEERING - 07/99 Page 3 of 5 City: County: Westlake Cuyahoga Engineer: Date: ABC May 19, 2017 Major Street: Center Ridge Road Lanes: 2 Critical Approach Speed: Minor Street: Proposed West Access Lanes: 1 35 Volume Level Criteria 1. Is the critical speed of major street traffic > 70 km/h (40 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of <10,000 population? Yes No If Question 1 or 2 above is answered "Yes", then use "70%" volume level 70% 100% WARRANT 3 - PEAK HOUR Applicable: Yes No If all three criteria are fullfilled or the plotted point lies above the appropriate line, Satisfied: Yes No then the warrant is satisfed. Plot volume combination on the applicable figure below. Unusual condition justifying use of warrant: 600 FIGURE 4C-3: Criteria for "100%" Volume Level School Bus Traffic Record hour when criteria are fulfilled and the corresponding delay or volume in boxes provided. Peak Hour AM 1066 267 Criteria 1. Delay on Minor Approach *(vehicle-hours) Approach Lanes 1 2 Delay Criteria* 4.0 5.0 Delay* Fulfilled?: Yes No 2. Volume on Minor Approach *(vehicles per hour) Approach Lanes 1 2 Volume Criteria* 100 150 Volume* 267 Fulfilled?: Yes No 3. Total Entering Volume *(vehicles per hour) No. of Approaches 3 4 Volume Criteria* 650 800 Volume* 1,333 Fulfilled?: Yes No MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH 1 LANE & 1 LANE * Note: 150 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 100 vph applies as the lower threshold volume threshold for a minor street approach with one lane. MINOR STREET HIGH VOLUME APPROACH - VPH 500 400 300 200 100 FIGURE 4C-4: Criteria for "70%" Volume Level (Community Less than 10,000 population or above 70 km/hr (40 mph) on Major Street) 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 0 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH * Note: 100 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 75 vph applies as the lower threshold volume threshold for a minor street approach with one lane. *150 *100 *100 *75 Source: Revised from NCHRP Report 457

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix J Build Capacity Analysis Worksheets 2039 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 39 CenterDover-WBNB RTL.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 327 938 134 118 553 300 232 449 150 200 376 178 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 2.4 28.1 7.7 2.4 32.4 3.6 0.0 3.6 3.6 0.0 3.6 1.4 0.0 1.4 1.4 0.0 1.4 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 4.0 Phase Duration, s 14.4 35.5 12.0 33.1 15.1 39.8 12.7 37.4 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 11.4 7.1 12.1 25.0 9.7 34.4 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 2.2 0.0 0.0 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.18 1.00 1.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 355 595 570 128 601 326 252 488 163 217 602 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1788 1767 1766 1610 1781 1870 1610 1781 1768 Queue Service Time ( g s ), s 9.4 30.5 30.5 5.1 14.7 16.3 10.1 23.0 6.6 7.7 32.4 Cycle Queue Clearance Time ( g c ), s 9.4 30.5 30.5 5.1 14.7 16.3 10.1 23.0 6.6 7.7 32.4 Green Ratio ( g/c ) 0.37 0.30 0.30 0.35 0.28 0.36 0.43 0.35 0.42 0.40 0.32 Capacity ( c ), veh/h 349 570 545 196 993 576 252 651 673 298 573 Volume-to-Capacity Ratio ( X ) 1.019 1.043 1.045 0.655 0.605 0.566 1.001 0.750 0.242 0.730 1.051 Back of Queue ( Q ), ft/ln ( 85 th percentile) 313.3 677 646.3 102.4 233.7 233.4 270.1 358.3 99.4 153.5 691.4 Back of Queue ( Q ), veh/ln ( 85 th percentile) 12.3 26.7 25.9 4.0 9.1 9.3 10.6 14.1 4.0 6.0 27.2 Queue Storage Ratio ( RQ ) ( 85 th percentile) 2.09 0.00 0.00 0.68 0.00 0.00 1.54 0.00 0.00 0.47 0.00 Uniform Delay ( d 1 ), s/veh 32.2 34.8 34.8 26.7 31.1 25.8 27.1 28.8 18.8 25.2 33.8 Incremental Delay ( d 2 ), s/veh 53.2 49.5 50.8 6.2 2.7 4.0 57.0 4.3 0.1 7.7 51.7 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 85.3 84.2 85.6 32.8 33.9 29.8 84.0 33.1 18.9 32.9 85.5 Level of Service (LOS) F F F C C C F C B C F Approach Delay, s/veh / LOS 85.0 F 32.5 C 44.7 D 71.6 E Intersection Delay, s/veh / LOS 61.1 E Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.3 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.7 B 1.4 A 2.0 B 1.8 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 5/31/2017 12:02:34 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street Glenmore Drive Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 1284 705 30 30 10 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 44 Capacity, c (veh/h) 813 138 v/c Ratio 0.01 0.32 95% Queue Length, Q₉₅ (veh) 0.0 1.3 Control Delay (s/veh) 9.5 42.8 Level of Service, LOS A E Approach Delay (s/veh) 0.4 42.8 Approach LOS E Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/31/2017 7:01:25 AM AM 39 Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Build Conditions Lanes Vehicle Volumes and Adjustments Major Street: North-South Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 95 35 16 726 494 54 Percent Heavy Vehicles (%) 28 17 38 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 141 17 Capacity, c (veh/h) 168 827 v/c Ratio 0.84 0.02 95% Queue Length, Q₉₅ (veh) 5.8 0.1 Control Delay (s/veh) 87.3 9.4 Level of Service, LOS F A Approach Delay (s/veh) 87.3 0.5 Approach LOS F Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 1:07:45 PM AM 39 Westown.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 39 CenterDover-WBNB RTL.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 185 533 157 108 518 120 224 367 118 140 347 173 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 27.7 7.0 2.1 36.2 0.0 3.6 3.6 3.6 0.0 3.6 0.0 1.4 1.4 1.4 0.0 1.4 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 4.0 Phase Duration, s 12.0 32.7 12.0 32.7 14.1 43.3 12.0 41.2 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 6.6 10.7 18.7 7.3 32.1 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 2.3 0.0 1.2 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.01 1.00 0.74 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 201 390 360 117 563 130 243 399 128 152 565 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1723 1767 1766 1610 1781 1870 1610 1781 1765 Queue Service Time ( g s ), s 7.0 19.0 19.1 4.6 13.7 5.8 8.7 16.7 4.7 5.3 30.1 Cycle Queue Clearance Time ( g c ), s 7.0 19.0 19.1 4.6 13.7 5.8 8.7 16.7 4.7 5.3 30.1 Green Ratio ( g/c ) 0.35 0.28 0.28 0.35 0.28 0.35 0.45 0.38 0.45 0.43 0.36 Capacity ( c ), veh/h 298 518 477 242 979 559 286 716 729 390 639 Volume-to-Capacity Ratio ( X ) 0.674 0.752 0.755 0.485 0.575 0.233 0.851 0.557 0.176 0.391 0.885 Back of Queue ( Q ), ft/ln ( 85 th percentile) 147.7 329.8 307 86 219.2 96.3 185.7 254.3 75.9 92.4 470.8 Back of Queue ( Q ), veh/ln ( 85 th percentile) 5.8 13.0 12.3 3.4 8.6 3.9 7.3 10.0 3.0 3.6 18.5 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.98 0.00 0.00 0.57 0.00 0.00 1.06 0.00 0.00 0.28 0.00 Uniform Delay ( d 1 ), s/veh 27.9 33.0 33.0 25.5 31.1 23.2 23.2 24.2 16.3 19.3 29.9 Incremental Delay ( d 2 ), s/veh 4.8 9.7 10.6 0.6 2.5 1.0 20.1 0.6 0.0 0.2 13.5 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 32.7 42.7 43.6 26.1 33.6 24.2 43.4 24.8 16.3 19.5 43.5 Level of Service (LOS) C D D C C C D C B B D Approach Delay, s/veh / LOS 40.9 D 31.0 C 29.2 C 38.4 D Intersection Delay, s/veh / LOS 35.1 D Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.3 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.3 A 1.2 A 1.8 B 1.7 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 5/31/2017 12:16:26 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street Glenmore Drive Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 0 1 0 Configuration LT T T TR LR Volume, V (veh/h) 10 708 837 10 10 10 Percent Heavy Vehicles (%) 0 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 22 Capacity, c (veh/h) 750 228 v/c Ratio 0.01 0.10 95% Queue Length, Q₉₅ (veh) 0.0 0.3 Control Delay (s/veh) 9.9 22.4 Level of Service, LOS A C Approach Delay (s/veh) 0.3 22.4 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/31/2017 7:02:02 AM PM 39 Glenmore.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 64 26 17 635 539 43 Percent Heavy Vehicles (%) 39 27 41 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 98 18 Capacity, c (veh/h) 172 788 v/c Ratio 0.57 0.02 95% Queue Length, Q₉₅ (veh) 3.0 0.1 Control Delay (s/veh) 50.3 9.7 Level of Service, LOS F A Approach Delay (s/veh) 50.3 0.6 Approach LOS F Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 1:07:05 PM PM 39 Westown.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix K Build Capacity Analysis Worksheets 2039 w/ Improvements June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 39 CenterDover-SB TL.xus Project Description SB RTL Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 327 938 134 118 553 300 232 449 150 200 376 178 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 2.6 32.4 9.1 28.9 0.0 3.6 0.0 3.6 3.6 3.6 0.0 1.4 0.0 1.4 1.4 1.4 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 3.0 Phase Duration, s 14.6 40.0 12.0 37.4 14.1 34.0 14.0 33.9 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 11.6 6.7 11.1 27.1 10.6 21.9 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 0.8 0.0 1.9 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 1.00 1.00 0.35 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 355 595 570 128 601 326 252 488 163 217 409 193 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1788 1767 1766 1610 1781 1870 1610 1781 1870 1610 Queue Service Time ( g s ), s 9.6 30.3 30.4 4.7 13.9 14.9 9.1 25.1 7.2 8.6 19.9 8.4 Cycle Queue Clearance Time ( g c ), s 9.6 30.3 30.4 4.7 13.9 14.9 9.1 25.1 7.2 8.6 19.9 8.4 Green Ratio ( g/c ) 0.42 0.35 0.35 0.39 0.32 0.41 0.38 0.29 0.36 0.38 0.29 0.39 Capacity ( c ), veh/h 395 655 626 208 1145 667 322 542 580 250 541 620 Volume-to-Capacity Ratio ( X ) 0.901 0.909 0.911 0.616 0.525 0.489 0.783 0.900 0.281 0.870 0.756 0.312 Back of Queue ( Q ), ft/ln ( 85 th percentile) 227.3 525.6 501.7 93 217.3 209.3 189.1 443 109.4 194.1 323.4 122.9 Back of Queue ( Q ), veh/ln ( 85 th percentile) 9.0 20.7 20.1 3.6 8.5 8.4 7.4 17.4 4.4 7.6 12.7 4.9 Queue Storage Ratio ( RQ ) ( 85 th percentile) 1.52 0.00 0.00 0.62 0.00 0.00 1.08 0.00 0.00 0.60 0.00 0.00 Uniform Delay ( d 1 ), s/veh 28.1 31.0 31.0 24.9 27.5 21.5 26.9 34.1 22.8 26.1 32.3 21.5 Incremental Delay ( d 2 ), s/veh 22.5 18.8 19.7 4.0 1.7 2.6 10.9 17.5 0.1 25.5 5.4 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 50.6 49.8 50.7 28.9 29.3 24.1 37.8 51.6 22.9 51.6 37.8 21.6 Level of Service (LOS) D D D C C C D D C D D C Approach Delay, s/veh / LOS 50.3 D 27.6 C 42.6 D 37.6 D Intersection Delay, s/veh / LOS 40.7 D Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.4 B 3.0 C 2.8 C Bicycle LOS Score / LOS 1.7 B 1.4 A 2.0 B 1.8 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 5/31/2017 12:35:38 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street Glenmore Drive Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes SB RTL & LTL Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 1 0 1 Configuration LT T T TR L R Volume, V (veh/h) 10 1284 705 30 30 10 Percent Heavy Vehicles (%) 3 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 33 11 Capacity, c (veh/h) 813 110 597 v/c Ratio 0.01 0.30 0.02 95% Queue Length, Q₉₅ (veh) 0.0 1.1 0.1 Control Delay (s/veh) 9.5 51.2 11.1 Level of Service, LOS A F B Approach Delay (s/veh) 0.4 41.2 Approach LOS E Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 2:11:57 PM AM 39 Glenmore-SB TL.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes EB RTL & LTL Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 0 0 0 0 1 0 0 0 1 0 Configuration L R LT TR Volume, V (veh/h) 95 35 16 726 494 54 Percent Heavy Vehicles (%) 28 17 38 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 103 38 17 Capacity, c (veh/h) 135 185 827 v/c Ratio 0.76 0.21 0.02 95% Queue Length, Q₉₅ (veh) 4.5 0.7 0.1 Control Delay (s/veh) 87.9 29.5 9.4 Level of Service, LOS F D A Approach Delay (s/veh) 72.1 0.5 Approach LOS F Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 1:02:28 PM AM 39 Westown-EB TL.xtw

HCS7 Roundabouts Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency or Co. TMS Engineers, Inc. E/W Street Name Westown Boulevard Date Performed 5/19/2017 N/S Street Name Dover Center Road Analysis Year 2039 Analysis Time Period (hrs) 0.25 Time Analyzed AM Peak Peak Hour Factor 0.92 Project Description Roundabout Jurisdiction Westlake, OH Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N) 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 Lane Assignment LR LT TR Volume (V), veh/h 0 95 35 0 16 726 0 494 54 Percent Heavy Vehicles, % 3 28 17 3 38 3 3 3 44 Flow Rate (vpce), pc/h 0 132 45 0 24 813 0 553 85 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 Pedestrians Crossing, p/h 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s) 4.9763 4.9763 4.9763 Follow-Up Headway (s) 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 177 837 638 Entry Volume veh/h 142 807 596 Circulating Flow (vc), pc/h 553 969 132 24 Exiting Flow (vex), pc/h 0 109 945 598 Capacity (cpce), pc/h 785 1206 1347 Capacity (c), veh/h 628 1163 1258 v/c Ratio (x) 0.23 0.69 0.47 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 8.5 13.3 7.8 Lane LOS A B A 95% Queue, veh 0.9 6.0 2.6 Approach Delay, s/veh 8.5 13.3 7.8 Approach LOS A B A Intersection Delay, s/veh LOS 10.7 B Copyright 2017 University of Florida. All Rights Reserved. HCS7 Roundabouts Version 7.2 5/31/2017 7:12:07 AM AM 39 Westown-RDAB.xro

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Dover Center @ Analysis Year 2039 Analysis Period 1> 7:00 Intersection Westown File Name AM 39 Westown-TS.xus Project Description Traffic Signal Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 95 35 16 726 494 54 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 0.0 55.8 34.2 0.0 0.0 0.0 3.6 3.6 3.6 0.0 0.0 0.0 1.4 1.4 1.4 0.0 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 4 5 2 6 Case Number 9.0 0.0 14.0 8.3 Phase Duration, s 39.2 0.0 60.8 60.8 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.2 0.0 0.0 0.0 Queue Clearance Time ( g s ), s 6.0 Green Extension Time ( g e ), s 0.2 0.0 0.0 0.0 Phase Call Probability 1.00 Max Out Probability 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 7 14 5 2 6 16 Adjusted Flow Rate ( v ), veh/h 103 38 807 596 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1810 1610 1805 1794 Queue Service Time ( g s ), s 4.0 1.6 7.0 22.0 Cycle Queue Clearance Time ( g c ), s 4.0 1.6 35.0 22.0 Green Ratio ( g/c ) 0.34 0.34 0.56 0.56 Capacity ( c ), veh/h 619 551 1044 1001 Volume-to-Capacity Ratio ( X ) 0.167 0.069 0.772 0.595 Back of Queue ( Q ), ft/ln ( 85 th percentile) 75.1 26.7 488.8 312.5 Back of Queue ( Q ), veh/ln ( 85 th percentile) 3.0 1.1 18.8 12.0 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 23.0 22.2 17.5 14.6 Incremental Delay ( d 2 ), s/veh 0.0 0.0 5.5 2.6 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 23.0 22.2 23.0 17.2 Level of Service (LOS) C C C B Approach Delay, s/veh / LOS 22.8 C 0.0 23.0 C 17.2 B Intersection Delay, s/veh / LOS 20.8 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 0.7 A 1.7 B Bicycle LOS Score / LOS F 1.8 B 1.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 10:43:34 AM

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 39 CenterDover-SB RTL.xus Project Description SB RTL Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 185 533 157 108 518 120 224 367 118 140 347 173 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 34.2 7.0 0.7 31.1 0.0 3.6 3.6 3.6 0.0 3.6 0.0 1.4 1.4 1.4 0.0 1.4 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 3.0 Phase Duration, s 12.0 39.2 12.0 39.2 12.7 36.8 12.0 36.1 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 6.2 9.7 20.5 7.8 19.4 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.9 0.0 2.0 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.08 1.00 0.07 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 201 390 360 117 563 130 243 399 128 152 377 188 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1723 1767 1766 1610 1781 1870 1610 1781 1870 1610 Queue Service Time ( g s ), s 7.0 17.3 17.4 4.2 12.5 5.2 7.7 18.5 5.3 5.8 17.4 8.2 Cycle Queue Clearance Time ( g c ), s 7.0 17.3 17.4 4.2 12.5 5.2 7.7 18.5 5.3 5.8 17.4 8.2 Green Ratio ( g/c ) 0.41 0.34 0.34 0.41 0.34 0.41 0.39 0.32 0.39 0.38 0.31 0.38 Capacity ( c ), veh/h 364 640 589 300 1208 663 347 595 625 308 582 613 Volume-to-Capacity Ratio ( X ) 0.553 0.609 0.612 0.391 0.466 0.197 0.702 0.671 0.205 0.494 0.648 0.307 Back of Queue ( Q ), ft/ln ( 85 th percentile) 125 284.4 263.9 77.4 196.7 86.6 94.8 290.8 84.8 101.1 274.5 120.6 Back of Queue ( Q ), veh/ln ( 85 th percentile) 4.9 11.2 10.6 3.0 7.7 3.5 3.7 11.4 3.4 4.0 10.8 4.8 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.83 0.00 0.00 0.52 0.00 0.00 0.54 0.00 0.00 0.31 0.00 0.00 Uniform Delay ( d 1 ), s/veh 21.6 27.3 27.4 20.8 25.8 18.8 26.7 29.6 20.3 23.3 29.7 21.7 Incremental Delay ( d 2 ), s/veh 1.1 4.3 4.7 0.3 1.3 0.7 5.3 2.4 0.1 0.5 2.0 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 22.7 31.6 32.1 21.1 27.0 19.5 32.0 32.0 20.4 23.7 31.7 21.8 Level of Service (LOS) C C C C C B C C C C C C Approach Delay, s/veh / LOS 29.9 C 25.0 C 30.0 C 27.4 C Intersection Delay, s/veh / LOS 28.2 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.4 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.3 A 1.2 A 1.8 B 1.7 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 5/31/2017 12:40:35 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & Glenmore Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street Glenmore Drive Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes SB RTL & LTL Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 0 1 0 1 Configuration LT T T TR L R Volume, V (veh/h) 10 708 837 10 10 10 Percent Heavy Vehicles (%) 0 3 3 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 11 11 11 Capacity, c (veh/h) 750 144 546 v/c Ratio 0.01 0.08 0.02 95% Queue Length, Q₉₅ (veh) 0.0 0.2 0.1 Control Delay (s/veh) 9.9 32.0 11.7 Level of Service, LOS A D B Approach Delay (s/veh) 0.3 21.9 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 2:13:32 PM PM 39 Glenmore-SB TL.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes EB RTL & LTL Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR LT TR Volume, V (veh/h) 64 26 17 635 539 43 Percent Heavy Vehicles (%) 39 27 41 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 98 18 Capacity, c (veh/h) 193 788 v/c Ratio 0.51 0.02 95% Queue Length, Q₉₅ (veh) 2.5 0.1 Control Delay (s/veh) 41.3 9.7 Level of Service, LOS E A Approach Delay (s/veh) 41.3 0.6 Approach LOS E Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 5/31/2017 1:03:56 PM PM 39 Westown-EB TL.xtw

HCS7 Roundabouts Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency or Co. TMS Engineers, Inc. E/W Street Name Westown Boulevard Date Performed 5/19/2017 N/S Street Name Dover Center Road Analysis Year 2039 Analysis Time Period (hrs) 0.25 Time Analyzed PM Peak Peak Hour Factor 0.92 Project Description Roundabout Jurisdiction Westlake, OH Volume Adjustments and Site Characteristics Approach EB WB NB SB Movement U L T R U L T R U L T R U L T R Number of Lanes (N) 0 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 Lane Assignment LR LT TR Volume (V), veh/h 0 64 26 0 17 635 0 559 43 Percent Heavy Vehicles, % 3 39 27 3 41 3 3 3 53 Flow Rate (vpce), pc/h 0 97 36 0 26 711 0 626 72 Right-Turn Bypass None None None None Conflicting Lanes 1 1 1 Pedestrians Crossing, p/h 0 0 0 Critical and Follow-Up Headway Adjustment Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Critical Headway (s) 4.9763 4.9763 4.9763 Follow-Up Headway (s) 2.6087 2.6087 2.6087 Flow Computations, Capacity and v/c Ratios Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Entry Flow (ve), pc/h 133 737 698 Entry Volume veh/h 98 709 655 Circulating Flow (vc), pc/h 626 834 97 26 Exiting Flow (vex), pc/h 0 98 808 662 Capacity (cpce), pc/h 729 1250 1344 Capacity (c), veh/h 538 1202 1261 v/c Ratio (x) 0.18 0.59 0.52 Delay and Level of Service Approach EB WB NB SB Lane Left Right Bypass Left Right Bypass Left Right Bypass Left Right Bypass Lane Control Delay (d), s/veh 9.1 10.1 8.5 Lane LOS A B A 95% Queue, veh 0.7 4.0 3.1 Approach Delay, s/veh 9.1 10.1 8.5 Approach LOS A B A Intersection Delay, s/veh LOS 9.3 A Copyright 2017 University of Florida. All Rights Reserved. HCS7 Roundabouts Version 7.2 5/31/2017 7:13:08 AM PM 39 Westown-RDAB.xro

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Dover Center @ Analysis Year 2039 Analysis Period 1> 7:00 Intersection Westown File Name PM 39 Westown-TS.xus Project Description Traffic Signal Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 64 26 17 635 559 43 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 0.0 54.0 36.0 0.0 0.0 0.0 3.6 3.6 3.6 0.0 0.0 0.0 1.4 1.4 1.4 0.0 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 4 5 2 6 Case Number 9.0 0.0 14.0 8.3 Phase Duration, s 41.0 0.0 59.0 59.0 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.2 0.0 0.0 0.0 Queue Clearance Time ( g s ), s 4.6 Green Extension Time ( g e ), s 0.2 0.0 0.0 0.0 Phase Call Probability 1.00 Max Out Probability 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 7 14 5 2 6 16 Adjusted Flow Rate ( v ), veh/h 70 28 709 654 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1810 1610 1798 1803 Queue Service Time ( g s ), s 2.6 1.1 7.0 26.2 Cycle Queue Clearance Time ( g c ), s 2.6 1.1 29.2 26.2 Green Ratio ( g/c ) 0.36 0.36 0.54 0.54 Capacity ( c ), veh/h 651 580 1008 973 Volume-to-Capacity Ratio ( X ) 0.107 0.049 0.703 0.672 Back of Queue ( Q ), ft/ln ( 85 th percentile) 48 19.1 414 374 Back of Queue ( Q ), veh/ln ( 85 th percentile) 1.9 0.8 15.9 14.4 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 21.3 20.8 17.3 16.6 Incremental Delay ( d 2 ), s/veh 0.0 0.0 4.1 3.7 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 21.3 20.9 21.4 20.3 Level of Service (LOS) C C C C Approach Delay, s/veh / LOS 21.2 C 0.0 21.4 C 20.3 C Intersection Delay, s/veh / LOS 20.9 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 0.7 A 1.7 B Bicycle LOS Score / LOS F 1.7 B 1.6 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 10:47:07 AM

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix L Access Capacity Analysis Worksheets 2019 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Road Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ West Access File Name AM 19 West.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 10 990 134 267 556 10 69 10 10 10 10 10 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 12.2 42.2 7.0 18.6 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 2 1 6 3 8 4 Case Number 6.3 1.0 4.0 1.0 4.0 8.3 Phase Duration, s 47.2 17.2 64.4 12.0 35.6 23.6 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 0.0 3.1 0.0 3.1 3.2 3.2 Queue Clearance Time ( g s ), s 10.3 5.1 2.9 3.5 Green Extension Time ( g e ), s 0.0 0.1 0.0 0.0 0.1 0.1 Phase Call Probability 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 0.00 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 11 623 599 290 308 307 75 22 33 Adjusted Saturation Flow Rate ( s ), veh/h/ln 820 1856 1778 1810 1856 1844 1810 1743 1654 Queue Service Time ( g s ), s 0.8 29.2 29.3 8.3 8.1 8.1 3.1 0.9 0.0 Cycle Queue Clearance Time ( g c ), s 0.8 29.2 29.3 8.3 8.1 8.1 3.1 0.9 1.5 Green Ratio ( g/c ) 0.42 0.42 0.42 0.56 0.59 0.59 0.28 0.31 0.19 Capacity ( c ), veh/h 418 783 750 352 1102 1095 440 533 356 Volume-to-Capacity Ratio ( X ) 0.026 0.796 0.798 0.824 0.280 0.280 0.170 0.041 0.092 Back of Queue ( Q ), ft/ln ( 85 th percentile) 7 456.7 433.3 165.5 130.2 126.6 60.1 16.1 29.3 Back of Queue ( Q ), veh/ln ( 85 th percentile) 0.3 17.8 17.3 6.6 5.1 5.1 2.4 0.6 1.2 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 16.9 25.1 25.2 19.8 9.9 9.9 27.4 24.4 33.7 Incremental Delay ( d 2 ), s/veh 0.1 8.2 8.7 13.7 0.6 0.6 0.1 0.0 0.0 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 17.0 33.4 33.8 33.5 10.5 10.5 27.5 24.4 33.8 Level of Service (LOS) B C C C B B C C C Approach Delay, s/veh / LOS 33.5 C 17.9 B 26.8 C 33.8 C Intersection Delay, s/veh / LOS 27.0 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.1 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.5 B 1.2 A 0.6 A 0.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 4:41:06 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & East Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street East Access Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 1 0 0 0 Configuration T TR T R Volume, V (veh/h) 990 10 823 269 Percent Heavy Vehicles (%) 0 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 6.9 Critical Headway (sec) 6.90 Base Follow-Up Headway (sec) 3.3 Follow-Up Headway (sec) 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 292 Capacity, c (veh/h) 488 v/c Ratio 0.60 95% Queue Length, Q₉₅ (veh) 3.9 Control Delay (s/veh) 22.7 Level of Service, LOS C Approach Delay (s/veh) 22.7 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 4:32:31 PM AM 19 East.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Road Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ West Access File Name PM 19 West.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 10 568 40 106 659 10 58 10 10 10 10 10 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 2 1 6 3 8 4 Case Number 6.3 1.0 4.0 1.0 4.0 8.3 Phase Duration, s 40.2 12.0 52.2 12.0 47.8 35.8 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 0.0 0.0 0.0 0.0 0.0 0.0 Queue Clearance Time ( g s ), s 0.0 0.0 0.0 0.0 0.0 0.0 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 0.0 Phase Call Probability 0.00 0.00 0.00 0.00 0.00 0.00 Max Out Probability 0.00 0.00 0.00 0.00 0.00 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 0 0 0 0 0 0 0 0 0 Adjusted Saturation Flow Rate ( s ), veh/h/ln 0 0 0 0 0 0 0 0 0 Queue Service Time ( g s ), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Queue Clearance Time ( g c ), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Green Ratio ( g/c ) 0.35 0.35 0.35 0.44 0.47 0.47 0.40 0.43 0.31 Capacity ( c ), veh/h 325 653 638 363 876 871 199 746 120 Volume-to-Capacity Ratio ( X ) 0.033 0.511 0.513 0.317 0.416 0.416 0.317 0.029 0.273 Back of Queue ( Q ), ft/ln ( 85 th percentile) 8.3 236.6 227.2 69.1 206.3 200.7 67.5 12.7 24.8 Back of Queue ( Q ), veh/ln ( 85 th percentile) 0.3 9.2 9.1 2.8 8.1 8.0 2.7 0.5 1.0 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 21.9 25.6 25.6 18.2 17.3 17.3 24.2 16.6 28.0 Incremental Delay ( d 2 ), s/veh 0.2 2.8 2.9 0.2 1.5 1.5 0.3 0.0 0.5 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 22.1 28.4 28.5 18.4 18.8 18.8 24.5 16.6 28.4 Level of Service (LOS) C C C B B B C B C Approach Delay, s/veh / LOS 28.4 C 18.7 B 22.5 C 28.4 C Intersection Delay, s/veh / LOS 23.1 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.1 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.0 A 1.2 A 0.6 A 0.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 12:31:09 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & East Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street East Access Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 1 0 0 0 Configuration T TR T R Volume, V (veh/h) 568 10 765 137 Percent Heavy Vehicles (%) 0 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 6.9 Critical Headway (sec) 6.90 Base Follow-Up Headway (sec) 3.3 Follow-Up Headway (sec) 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 149 Capacity, c (veh/h) 688 v/c Ratio 0.22 95% Queue Length, Q₉₅ (veh) 0.8 Control Delay (s/veh) 11.7 Level of Service, LOS B Approach Delay (s/veh) 11.7 Approach LOS B Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 4:33:54 PM PM 19 East.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix M Access Capacity Analysis Worksheets 2039 June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Road Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ West Access File Name AM 39 West.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 10 1180 134 267 666 10 69 10 10 10 10 10 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 13.6 45.1 7.0 14.3 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 2 1 6 3 8 4 Case Number 6.3 1.0 4.0 1.0 4.0 8.3 Phase Duration, s 50.1 18.6 68.7 12.0 31.3 19.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 0.0 3.1 0.0 3.1 3.2 3.2 Queue Clearance Time ( g s ), s 11.4 5.3 2.9 3.6 Green Extension Time ( g e ), s 0.0 0.1 0.0 0.0 0.1 0.0 Phase Call Probability 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 0.00 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 11 724 704 290 368 366 75 22 33 Adjusted Saturation Flow Rate ( s ), veh/h/ln 734 1856 1789 1810 1856 1846 1810 1743 1663 Queue Service Time ( g s ), s 0.8 35.2 35.6 9.4 9.0 9.0 3.3 0.9 0.0 Cycle Queue Clearance Time ( g c ), s 0.8 35.2 35.6 9.4 9.0 9.0 3.3 0.9 1.6 Green Ratio ( g/c ) 0.45 0.45 0.45 0.61 0.64 0.64 0.23 0.26 0.14 Capacity ( c ), veh/h 403 837 807 354 1182 1176 378 458 286 Volume-to-Capacity Ratio ( X ) 0.027 0.866 0.872 0.819 0.312 0.312 0.198 0.047 0.114 Back of Queue ( Q ), ft/ln ( 85 th percentile) 6.7 548.1 529 283.1 137.4 133.7 64.3 17.3 31.2 Back of Queue ( Q ), veh/ln ( 85 th percentile) 0.3 21.4 21.2 11.3 5.4 5.3 2.6 0.7 1.2 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 15.3 24.7 24.8 24.4 8.2 8.2 30.8 27.5 37.4 Incremental Delay ( d 2 ), s/veh 0.1 11.6 12.5 13.2 0.7 0.7 0.1 0.0 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 15.4 36.3 37.4 37.6 8.9 8.9 30.8 27.5 37.5 Level of Service (LOS) B D D D A A C C D Approach Delay, s/veh / LOS 36.7 D 17.0 B 30.1 C 37.5 D Intersection Delay, s/veh / LOS 28.7 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.1 B 2.8 C 2.9 C Bicycle LOS Score / LOS 1.7 B 1.3 A 0.6 A 0.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 4:40:22 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & East Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street East Access Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 1 0 0 0 Configuration T TR T R Volume, V (veh/h) 1180 10 933 269 Percent Heavy Vehicles (%) 0 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 292 Capacity, c (veh/h) 419 v/c Ratio 0.70 95% Queue Length, Q₉₅ (veh) 5.2 Control Delay (s/veh) 31.2 Level of Service, LOS D Approach Delay (s/veh) 31.2 Approach LOS D Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 4:47:11 PM AM 19 East.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Road Analysis Year 2019 Analysis Period 1> 7:00 Intersection @ West Access File Name PM 39 West.xus Project Description Build Conditions Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 10 678 40 106 789 10 58 10 10 10 10 10 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 38.7 7.0 27.3 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 4 5 6 7 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 2 1 6 3 8 4 Case Number 6.3 1.0 4.0 1.0 4.0 8.3 Phase Duration, s 43.7 12.0 55.7 12.0 44.3 32.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 0.0 3.1 0.0 3.1 3.2 3.2 Queue Clearance Time ( g s ), s 5.6 4.3 2.8 3.3 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.1 0.1 Phase Call Probability 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 0.00 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 11 394 386 115 435 433 63 22 33 Adjusted Saturation Flow Rate ( s ), veh/h/ln 648 1856 1819 1810 1856 1847 1810 1743 1642 Queue Service Time ( g s ), s 1.1 16.5 16.5 3.6 15.1 15.1 2.3 0.8 0.0 Cycle Queue Clearance Time ( g c ), s 4.2 16.5 16.5 3.6 15.1 15.1 2.3 0.8 1.3 Green Ratio ( g/c ) 0.39 0.39 0.39 0.48 0.51 0.51 0.36 0.39 0.27 Capacity ( c ), veh/h 302 718 704 354 941 937 565 685 496 Volume-to-Capacity Ratio ( X ) 0.036 0.549 0.549 0.325 0.463 0.463 0.112 0.032 0.066 Back of Queue ( Q ), ft/ln ( 85 th percentile) 8.2 267 256.9 63.7 233 226.8 42.9 13.7 25.7 Back of Queue ( Q ), veh/ln ( 85 th percentile) 0.3 10.4 10.3 2.5 9.1 9.1 1.7 0.5 1.0 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 21.1 23.9 23.9 16.7 15.9 15.9 21.1 18.7 26.9 Incremental Delay ( d 2 ), s/veh 0.2 3.0 3.1 0.2 1.6 1.6 0.0 0.0 0.0 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 21.3 26.9 26.9 16.9 17.5 17.5 21.1 18.7 26.9 Level of Service (LOS) C C C B B B C B C Approach Delay, s/veh / LOS 26.8 C 17.4 B 20.5 C 26.9 C Intersection Delay, s/veh / LOS 21.7 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.1 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.1 A 1.3 A 0.6 A 0.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2 Generated: 5/30/2017 4:48:06 PM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & East Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2019 North/South Street East Access Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Build Conditions Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 1 0 0 0 Configuration T TR T R Volume, V (veh/h) 678 10 895 137 Percent Heavy Vehicles (%) 0 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 149 Capacity, c (veh/h) 629 v/c Ratio 0.24 95% Queue Length, Q₉₅ (veh) 0.9 Control Delay (s/veh) 12.5 Level of Service, LOS B Approach Delay (s/veh) 12.5 Approach LOS B Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2 Generated: 5/30/2017 4:50:21 PM PM 19 East.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix N ODOT Turn Lane Warrant Graphs June 5, 2017 TMS Engineers, Inc.

CENTER RIDGE ROAD & EAST ACCESS 2019 Build WARRANT IS MET AM Advancing Volume = 1000 vph PM Advancing Volume = 578 vph AM Right Turn Volume = 10 vph PM Right Turn Volume = 10 vph WARRANT IS NOT MET WARRANT IS NOT MET

CENTER RIDGE ROAD & EAST ACCESS 2039 Build WARRANT IS MET AM Advancing Volume = 1190 vph PM Advancing Volume = 688 vph AM Right Turn Volume = 10 vph PM Right Turn Volume = 10 vph WARRANT IS NOT MET WARRANT IS NOT MET

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix O ODOT Turn Lane Design Criteria June 5, 2017 TMS Engineers, Inc.

Example - Turn Lane Design Using Figures 401-9 and 401-10 Problem Calculate the length of an exclusive left-turn lane on a signalized intersection approach of a rural arterial highway (Design Speed - 55 mph). The intersection approach has three comprised on an exclusive left turn lane and two through lanes with 200 left turning vehicles and 680 through vehicles, respectively. The traffic signal has a 90 second cycle length. Determine Lane Length Refer to the matrix in Figure 401-9. First, using the given design speed of 55 mph, enter the column with the design speed 50-60". Next, determine if the left turn demand volume is high or low. Low is considered 10% or less of the approach traffic flow. The demand is 200/(680 + 200) = 22.7%. Therefore, the left turn demand is considered high. Based on a signalized intersection, the matrix indicates that Method B or C (whichever is greater) should be used to calculate the length of the left turn lane. Method B, for the 55 mph design speed, requires a left turn lane length of 285 ft. Method C is calculated by adding the 164 ft. (for the 55 mph design speed) to the storage length determined from Figure 401-10. To determine the storage length, first, calculate the number of cycles/hour (3,600 seconds/hour x 1 cycle/90 seconds = 40 cycles/hour). Next, divide the hourly left turn approach volume by the number of cycles/hour (200 left turning vehicles divided by 40 cycles/hour = 5). Using Figure 401-10, the required storage length is 200 ft. Adding the 200 ft. storage length to the 164 ft. (moderate speed deceleration length) noted above equals 364 ft. A comparison of the values from Method B and Method C yields 285 ft. and 364 ft., respectively. Therefore, use the greater value of 364 ft. Check Length for Backup Next, check to determine if backups from the through movements will block left turning vehicles from entering the left turn lane. Figure 401-10 is also used for this purpose. Using the value of 40 cycles/hour (determined above), calculate the average number of through vehicles per cycle (680/40 = 17). Based on Figure 401-10, this will result in backups of 600 ft. in a single lane. However, since the through traffic volume is in two through lanes, the backup of through vehicles is only one-half the 600 ft., or 300 ft. Therefore, the through vehicle backup of 300 ft. per lane will not block left turning vehicles desiring to enter the left turn lane which extends back 364 ft. October 2004

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix P Capacity Analysis Worksheets 2039 Alternate Scenario June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name AM 39ALT CenterDover-SB RTL.xus Project Description Alternate Scenario Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 327 938 80 118 553 300 146 449 160 200 376 178 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 4.1 30.7 7.0 0.8 30.4 3.6 0.0 3.6 3.6 0.0 3.6 1.4 0.0 1.4 1.4 0.0 1.4 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 3.0 Phase Duration, s 16.1 39.8 12.0 35.7 12.0 35.4 12.8 36.2 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 13.1 6.9 8.1 26.6 9.8 21.2 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 1.3 0.0 2.2 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.83 1.00 0.17 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 355 561 546 128 601 326 159 488 174 217 409 193 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1818 1767 1766 1610 1781 1870 1610 1781 1870 1610 Queue Service Time ( g s ), s 11.1 27.9 28.0 4.9 14.2 15.6 6.1 24.6 7.6 7.8 19.2 7.9 Cycle Queue Clearance Time ( g c ), s 11.1 27.9 28.0 4.9 14.2 15.6 6.1 24.6 7.6 7.8 19.2 7.9 Green Ratio ( g/c ) 0.43 0.35 0.35 0.38 0.31 0.39 0.37 0.30 0.37 0.38 0.31 0.42 Capacity ( c ), veh/h 405 651 633 220 1085 620 294 569 602 264 584 681 Volume-to-Capacity Ratio ( X ) 0.878 0.862 0.862 0.582 0.554 0.526 0.540 0.858 0.289 0.824 0.700 0.284 Back of Queue ( Q ), ft/ln ( 85 th percentile) 186.5 471 454.1 92.8 223.5 221.3 107.5 414.1 113.5 178.7 304.3 115.3 Back of Queue ( Q ), veh/ln ( 85 th percentile) 7.3 18.5 18.2 3.6 8.7 8.9 4.2 16.3 4.5 7.0 12.0 4.6 Queue Storage Ratio ( RQ ) ( 85 th percentile) 1.24 0.00 0.00 0.62 0.00 0.00 0.61 0.00 0.00 0.55 0.00 0.00 Uniform Delay ( d 1 ), s/veh 26.1 30.4 30.4 25.2 28.9 23.7 24.0 32.8 22.0 27.4 30.3 18.9 Incremental Delay ( d 2 ), s/veh 18.6 14.1 14.4 2.6 2.0 3.2 1.1 11.9 0.1 17.6 3.2 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 44.7 44.4 44.8 27.8 31.0 26.9 25.1 44.7 22.1 45.0 33.4 19.0 Level of Service (LOS) D D D C C C C D C D C B Approach Delay, s/veh / LOS 44.6 D 29.3 C 36.1 D 33.1 C Intersection Delay, s/veh / LOS 36.8 D Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.4 B 3.0 C 2.8 C Bicycle LOS Score / LOS 1.7 B 1.4 A 1.8 B 1.8 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 9:29:04 AM

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Center Ridge Road Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Glenmore/West Access File Name AM 39ALT Glenmore.xus Project Description Alternate Scenario Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 10 1150 134 181 636 30 69 10 10 30 10 10 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.3 48.7 29.0 0.0 0.0 0.0 3.6 3.6 3.6 0.0 0.0 0.0 1.4 1.4 1.4 0.0 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 2 1 6 8 4 Case Number 6.3 1.0 4.0 6.0 8.0 Phase Duration, s 53.7 12.3 66.0 34.0 34.0 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 0.0 3.1 0.0 3.1 3.1 Queue Clearance Time ( g s ), s 7.1 8.5 4.3 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.2 0.2 Phase Call Probability 1.00 1.00 1.00 Max Out Probability 1.00 0.00 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 11 708 687 197 365 359 75 22 54 Adjusted Saturation Flow Rate ( s ), veh/h/ln 730 1856 1787 1810 1856 1826 1412 1743 1542 Queue Service Time ( g s ), s 0.8 31.7 32.0 5.1 9.5 9.6 4.1 0.9 1.0 Cycle Queue Clearance Time ( g c ), s 0.8 31.7 32.0 5.1 9.5 9.6 6.5 0.9 2.3 Green Ratio ( g/c ) 0.49 0.49 0.49 0.58 0.61 0.61 0.29 0.29 0.29 Capacity ( c ), veh/h 427 904 870 270 1132 1114 448 506 505 Volume-to-Capacity Ratio ( X ) 0.025 0.784 0.789 0.730 0.322 0.323 0.167 0.043 0.108 Back of Queue ( Q ), ft/ln ( 85 th percentile) 6.2 472.2 453.2 113.3 147.3 142.2 61.9 16.5 42.1 Back of Queue ( Q ), veh/ln ( 85 th percentile) 0.2 18.4 18.1 4.5 5.8 5.7 2.5 0.7 1.7 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 13.4 21.3 21.4 20.0 9.5 9.5 28.4 25.5 26.0 Incremental Delay ( d 2 ), s/veh 0.1 6.8 7.2 8.5 0.8 0.8 0.1 0.0 0.0 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 13.5 28.0 28.6 28.5 10.2 10.2 28.5 25.5 26.0 Level of Service (LOS) B C C C B B C C C Approach Delay, s/veh / LOS 28.2 C 14.1 B 27.8 C 26.0 C Intersection Delay, s/veh / LOS 22.9 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.1 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.6 B 1.2 A 0.6 A 0.6 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 9:38:58 AM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & East Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street East Access Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Alternate Scenario Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 1 0 0 0 Configuration T TR T R Volume, V (veh/h) 1180 10 847 215 Percent Heavy Vehicles (%) 0 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 234 Capacity, c (veh/h) 419 v/c Ratio 0.56 95% Queue Length, Q₉₅ (veh) 3.3 Control Delay (s/veh) 24.0 Level of Service, LOS C Approach Delay (s/veh) 24.0 Approach LOS C Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 6/1/2017 9:52:15 AM AM 39Alt East.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed AM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Alternate Scenario Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 0 0 0 0 1 0 0 0 1 0 Configuration L R LT TR Volume, V (veh/h) 95 69 102 640 440 54 Percent Heavy Vehicles (%) 28 9 6 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 7.1 6.2 4.1 Critical Headway (sec) 6.68 6.29 4.16 Base Follow-Up Headway (sec) 3.5 3.3 2.2 Follow-Up Headway (sec) 3.75 3.38 2.25 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 103 75 111 Capacity, c (veh/h) 116 551 1013 v/c Ratio 0.88 0.14 0.11 95% Queue Length, Q₉₅ (veh) 5.4 0.5 0.4 Control Delay (s/veh) 123.8 12.6 9.0 Level of Service, LOS F B A Approach Delay (s/veh) 76.9 2.6 Approach LOS F Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 6/1/2017 9:57:13 AM AM 39ALT Westown.xtw

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Dover Center File Name PM 39ALT CenterDover-SB RTL.xus Project Description Alternate Scenario Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 185 533 118 108 518 120 189 367 118 140 347 173 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 33.8 7.0 32.2 0.0 0.0 3.6 3.6 3.6 3.6 0.0 0.0 1.4 1.4 1.4 1.4 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 5 2 1 6 3 8 7 4 Case Number 1.1 4.0 1.1 3.0 1.1 3.0 1.1 3.0 Phase Duration, s 12.0 38.8 12.0 38.8 12.0 37.2 12.0 37.2 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.1 0.0 3.1 0.0 3.1 3.1 3.1 3.1 Queue Clearance Time ( g s ), s 9.0 6.2 9.0 20.4 7.7 19.1 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.0 0.0 2.0 0.0 2.0 Phase Call Probability 1.00 1.00 1.00 1.00 1.00 1.00 Max Out Probability 1.00 1.00 1.00 0.07 1.00 0.05 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 201 364 343 117 563 130 205 399 128 152 377 188 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1781 1870 1752 1767 1766 1610 1781 1870 1610 1781 1870 1610 Queue Service Time ( g s ), s 7.0 16.0 16.1 4.2 12.6 5.2 7.0 18.4 5.3 5.7 17.1 8.0 Cycle Queue Clearance Time ( g c ), s 7.0 16.0 16.1 4.2 12.6 5.2 7.0 18.4 5.3 5.7 17.1 8.0 Green Ratio ( g/c ) 0.41 0.34 0.34 0.41 0.34 0.41 0.39 0.32 0.39 0.39 0.32 0.39 Capacity ( c ), veh/h 360 632 592 311 1194 657 328 602 631 313 602 631 Volume-to-Capacity Ratio ( X ) 0.559 0.577 0.579 0.377 0.472 0.199 0.626 0.662 0.203 0.486 0.626 0.298 Back of Queue ( Q ), ft/ln ( 85 th percentile) 126.2 265.6 249.8 78.1 198.4 87.2 136.4 287.9 84.3 99.2 268.2 118.3 Back of Queue ( Q ), veh/ln ( 85 th percentile) 5.0 10.5 10.0 3.1 7.7 3.5 5.4 11.3 3.4 3.9 10.6 4.7 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.84 0.00 0.00 0.52 0.00 0.00 0.78 0.00 0.00 0.31 0.00 0.00 Uniform Delay ( d 1 ), s/veh 22.0 27.2 27.2 20.7 26.1 19.1 24.9 29.2 20.1 22.7 28.8 20.9 Incremental Delay ( d 2 ), s/veh 1.2 3.8 4.1 0.3 1.3 0.7 2.8 2.2 0.1 0.4 1.6 0.1 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 23.1 31.0 31.3 21.0 27.4 19.7 27.7 31.4 20.1 23.1 30.3 21.0 Level of Service (LOS) C C C C C B C C C C C C Approach Delay, s/veh / LOS 29.4 C 25.2 C 28.4 C 26.4 C Intersection Delay, s/veh / LOS 27.4 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.4 B 2.4 B 2.9 C 2.8 C Bicycle LOS Score / LOS 1.2 A 1.2 A 1.7 B 1.7 B Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 9:36:29 AM

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Center Ridge Road Analysis Year 2039 Analysis Period 1> 7:00 Intersection @ Glenmore/West Access File Name PM 39ALT Glenmore.xus Project Description Alternate Scenario Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 10 668 40 71 779 10 58 10 10 10 10 10 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 7.0 42.7 35.3 0.0 0.0 0.0 3.6 3.6 3.6 0.0 0.0 0.0 1.4 1.4 1.4 0.0 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 2 1 6 8 4 Case Number 6.3 1.0 4.0 6.0 8.0 Phase Duration, s 47.7 12.0 59.7 40.3 40.3 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 0.0 3.1 0.0 3.1 3.1 Queue Clearance Time ( g s ), s 4.2 6.3 3.2 Green Extension Time ( g e ), s 0.0 0.0 0.0 0.2 0.2 Phase Call Probability 1.00 1.00 1.00 Max Out Probability 1.00 0.00 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 5 2 12 1 6 16 3 8 18 7 4 14 Adjusted Flow Rate ( v ), veh/h 11 389 381 77 430 428 63 22 33 Adjusted Saturation Flow Rate ( s ), veh/h/ln 644 1856 1818 1810 1856 1847 1412 1743 1637 Queue Service Time ( g s ), s 1.0 15.2 15.2 2.2 13.7 13.7 3.1 0.8 0.0 Cycle Queue Clearance Time ( g c ), s 2.7 15.2 15.2 2.2 13.7 13.7 4.3 0.8 1.2 Green Ratio ( g/c ) 0.43 0.43 0.43 0.52 0.55 0.55 0.35 0.35 0.35 Capacity ( c ), veh/h 336 792 776 394 1015 1010 554 615 626 Volume-to-Capacity Ratio ( X ) 0.032 0.490 0.491 0.196 0.423 0.423 0.114 0.035 0.052 Back of Queue ( Q ), ft/ln ( 85 th percentile) 7.5 242.9 233.6 37.6 208.8 203.2 45.3 14.8 22.3 Back of Queue ( Q ), veh/ln ( 85 th percentile) 0.3 9.5 9.3 1.5 8.2 8.1 1.8 0.6 0.9 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 17.7 20.8 20.8 13.8 13.4 13.4 22.7 21.2 21.3 Incremental Delay ( d 2 ), s/veh 0.2 2.2 2.2 0.1 1.3 1.3 0.0 0.0 0.0 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 17.9 22.9 23.0 13.9 14.6 14.7 22.8 21.2 21.3 Level of Service (LOS) B C C B B B C C C Approach Delay, s/veh / LOS 22.9 C 14.6 B 22.4 C 21.3 C Intersection Delay, s/veh / LOS 18.6 B Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.3 B 2.1 B 2.8 C 2.8 C Bicycle LOS Score / LOS 1.1 A 1.3 A 0.6 A 0.5 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 9:38:58 AM

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Center Ridge & East Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Center Ridge Road Analysis Year 2039 North/South Street East Access Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs) 0.25 Project Description Lanes Alternate Scenario Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 0 1 0 0 0 Configuration T TR T R Volume, V (veh/h) 678 10 860 98 Percent Heavy Vehicles (%) 0 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) 6.9 Critical Headway (sec) 6.90 Base Follow-Up Headway (sec) 3.3 Follow-Up Headway (sec) 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 107 Capacity, c (veh/h) 629 v/c Ratio 0.17 95% Queue Length, Q₉₅ (veh) 0.6 Control Delay (s/veh) 11.9 Level of Service, LOS B Approach Delay (s/veh) 11.9 Approach LOS B Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 6/1/2017 9:51:51 AM PM 39Alt East.xtw

HCS7 Two-Way Stop-Control Report General Information Site Information Analyst ABC Intersection Dover Center & Westown Agency/Co. TMS Engineers, Inc. Jurisdiction Westlake, OH Date Performed 5/19/2017 East/West Street Westown Boulevard Analysis Year 2039 North/South Street Dover Center Road Time Analyzed PM Peak Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs) 0.25 Project Description Lanes Alternate Scenario Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 0 0 0 0 1 0 0 0 1 0 Configuration L R LT TR Volume, V (veh/h) 64 65 52 600 520 43 Percent Heavy Vehicles (%) 39 11 13 Proportion Time Blocked Percent Grade (%) 0 Right Turn Channelized No No No No Median Type/Storage Critical and Follow-up Headways Undivided Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h) 70 71 57 Capacity, c (veh/h) 129 492 915 v/c Ratio 0.54 0.14 0.06 95% Queue Length, Q₉₅ (veh) 2.6 0.5 0.2 Control Delay (s/veh) 61.8 13.5 9.2 Level of Service, LOS F B A Approach Delay (s/veh) 37.5 1.6 Approach LOS E Copyright 2017 University of Florida. All Rights Reserved. HCS7 TWSC Version 7.2.1 Generated: 6/1/2017 9:59:53 AM PM 39ALT Westown.xtw

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix Q Capacity Analysis Worksheets 2039 Alternate Scenario w/ Imp. June 5, 2017 TMS Engineers, Inc.

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period AM Peak PHF 0.92 Urban Street Dover Center @ Analysis Year 2039 Analysis Period 1> 7:00 Intersection Westown File Name AM 39ALT Westown-TS.xus Project Description Alternate Access Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 95 69 102 640 440 54 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 0.0 61.2 28.8 0.0 0.0 0.0 3.6 3.6 3.6 0.0 0.0 0.0 1.4 1.4 1.4 0.0 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 4 5 2 6 Case Number 9.0 0.0 14.0 8.3 Phase Duration, s 33.8 0.0 66.2 66.2 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.2 0.0 0.0 0.0 Queue Clearance Time ( g s ), s 7.6 Green Extension Time ( g e ), s 0.3 0.0 0.0 0.0 Phase Call Probability 1.00 Max Out Probability 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 7 14 5 2 6 16 Adjusted Flow Rate ( v ), veh/h 103 75 807 537 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1414 1497 1469 1791 Queue Service Time ( g s ), s 5.6 3.8 7.0 16.6 Cycle Queue Clearance Time ( g c ), s 5.6 3.8 35.0 16.6 Green Ratio ( g/c ) 0.29 0.29 0.61 0.61 Capacity ( c ), veh/h 407 431 940 1096 Volume-to-Capacity Ratio ( X ) 0.254 0.174 0.858 0.490 Back of Queue ( Q ), ft/ln ( 85 th percentile) 100.8 63.7 557.7 233.8 Back of Queue ( Q ), veh/ln ( 85 th percentile) 3.3 2.4 21.4 9.0 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 27.3 26.7 17.7 10.8 Incremental Delay ( d 2 ), s/veh 0.1 0.1 10.0 1.6 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 27.5 26.8 27.6 12.3 Level of Service (LOS) C C C B Approach Delay, s/veh / LOS 27.2 C 0.0 27.6 C 12.3 B Intersection Delay, s/veh / LOS 22.2 C Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 0.7 A 1.7 B Bicycle LOS Score / LOS F 1.8 B 1.4 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 10:14:57 AM

HCS7 Signalized Intersection Results Summary General Information Intersection Information Agency TMS Engineers, Inc. Duration, h 0.25 Analyst ABC Analysis Date May 19, 2017 Area Type Other Jurisdiction Westlake, OH Time Period PM Peak PHF 0.92 Urban Street Dover Center @ Analysis Year 2039 Analysis Period 1> 7:00 Intersection Westown File Name PM 39ALT Westown-TS.xus Project Description Alternate Scenariol Demand Information EB WB NB SB Approach Movement L T R L T R L T R L T R Demand ( v ), veh/h 64 65 52 600 420 43 Signal Information Cycle, s 100.0 Reference Phase 2 Offset, s 0 Reference Point End Uncoordinated No Simult. Gap E/W On Force Mode Fixed Simult. Gap N/S On Green Yellow Red 0.0 54.1 35.9 0.0 0.0 0.0 3.6 3.6 3.6 0.0 0.0 0.0 1.4 1.4 1.4 0.0 0.0 0.0 1 2 3 4 5 6 7 8 Timer Results EBL EBT WBL WBT NBL NBT SBL SBT Assigned Phase 4 5 2 6 Case Number 9.0 0.0 14.0 8.3 Phase Duration, s 40.9 0.0 59.1 59.1 Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0 Max Allow Headway ( MAH ), s 3.2 0.0 0.0 0.0 Queue Clearance Time ( g s ), s 5.7 Green Extension Time ( g e ), s 0.3 0.0 0.0 0.0 Phase Call Probability 1.00 Max Out Probability 0.00 Movement Group Results EB WB NB SB Approach Movement L T R L T R L T R L T R Assigned Movement 7 14 5 2 6 16 Adjusted Flow Rate ( v ), veh/h 70 71 709 503 Adjusted Saturation Flow Rate ( s ), veh/h/ln 1259 1472 1751 1825 Queue Service Time ( g s ), s 3.7 3.2 7.0 17.5 Cycle Queue Clearance Time ( g c ), s 3.7 3.2 29.0 17.5 Green Ratio ( g/c ) 0.36 0.36 0.54 0.54 Capacity ( c ), veh/h 452 528 986 987 Volume-to-Capacity Ratio ( X ) 0.154 0.134 0.719 0.510 Back of Queue ( Q ), ft/ln ( 85 th percentile) 64.3 53.6 410.7 256.5 Back of Queue ( Q ), veh/ln ( 85 th percentile) 2.0 2.0 16.0 10.0 Queue Storage Ratio ( RQ ) ( 85 th percentile) 0.00 0.00 0.00 0.00 Uniform Delay ( d 1 ), s/veh 21.7 21.6 17.2 14.5 Incremental Delay ( d 2 ), s/veh 0.1 0.0 4.5 1.9 Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 Control Delay ( d ), s/veh 21.8 21.6 21.7 16.4 Level of Service (LOS) C C C B Approach Delay, s/veh / LOS 21.7 C 0.0 21.7 C 16.4 B Intersection Delay, s/veh / LOS 19.8 B Multimodal Results EB WB NB SB Pedestrian LOS Score / LOS 2.1 B 2.1 B 0.7 A 1.7 B Bicycle LOS Score / LOS F 1.7 B 1.3 A Copyright 2017 University of Florida, All Rights Reserved. HCS7 Streets Version 7.2.1 Generated: 6/1/2017 10:12:55 AM

Traffic Impact Study Westlake Elementary School, Westlake, Ohio Appendix R ODOT Channelizing Island Design Criteria June 5, 2017 TMS Engineers, Inc.

TRAFFIC IMPACT STUDY Westlake Elementary School Westlake, Ohio June 5, 2017 Prepared For: Westlake City Schools Board of Education 27200 Hilliard Boulevard Westlake, Ohio 44145 Prepared By: TMS Engineers, Inc. 2112 Case Parkway South Unit #7 Twinsburg, Ohio 44087 REGISTERED ENGINEER NO. E56982 CERTIFICATION NO. 2234 This document was prepared consistent with local agency requirements and/or applicable guidelines contained in this report.

Traffic Impact Study. Westlake Elementary School Westlake, Ohio. TMS Engineers, Inc. June 5, 2017