HomeMy WebLinkAboutHARMONY SCHOOL SHOPS PUD - PRELIMINARY - 42-89D - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYHARMONY SCHOOL SHOPS
SITE ACCESS STUDY
FORT COLLINS, COLORADO
OCTOBER 1995
Prepared for:
G. T. Land Colorado, Inc.
3555 Stanford Road
Fort Collins, CO 80525
Prepared by:
MATTHEW J. DELICH, P.E.
3413 Banyan Avenue
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034
I. INTRODUCTION
This site access study addresses the capacity, geometric, and
control requirements at and near a proposed commercial development
known hereinafter as the Harmony School Shops. It is located near
the intersection of Harmony Road and Timberline Road in Fort
Collins, Colorado.
During the course of the analysis, numerous contacts were made
with the project planning consultant (Cityscape Urban Design) and
the Fort Collins Traffic Engineering Division. This study
generally conforms to the format set forth in typical traffic
impact study guidelines. The study involved the following steps:
- Collect physical, traffic and development data;
- Perform trip generation, trip distribution, and trip
assignment;
- Determine peak hour traffic volumes;
- Conduct capacity and operational level of service analyses on
key intersections;
- Analyze signal warrants and signal progression;
II. EXISTING CONDITIONS
The location of the Harmony School Shops is shown in Figure
1. It. is important that a thorough understanding of the existing
conditions be presented.
Land Use
Land uses in the area are primarily either agricultural,
residential, or commercial. Commercial development exists to the
west (across Timberline Road). Agricultural land is south of the
site. There is a developing residential neighborhood (Sunstone)
to the north and an existing mobile home park to the east of. the
Harmony School Shops. The site itself is vacant, except for the
Harmony School building. Land in the area is flat. The center. of
Fort Collins lies to the northwest of the Harmony School Shops.
Roads
The primary streets near the Harmony School Shops are Harmony
Road, Timberline Road, and Milestone Drive. Harmony Road borders
the Harmony School Shops on the south. It is an east -west highway
designated as a major arterial in the "North Front Range Regional
Transportation Plan," (NFRRTP) 10/94 and the Fort Collins Master
Street Plan. Harmony Road has a four lane rural cross section with
a center grass median. There are turn lanes at appropriate
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SITE LOCATION Figure 1
intersections. There are wide shoulder lanes on Harmony Road..
These shoulder lanes are striped as acceleration and deceleration
lanes at a number of intersections. The existing speed limit in
this area is 55 mph.
Timberline Road is west of the Harmony School Shops. It is
a north -south street designated as a major arterial on the Fort
Collins Master Street Plan. It was a two lane road but is
currently being widened. The Harmony/Timberline intersection has
signal control. Timberline Road has recently been improved to the
south of Harmony Road.
Milestone Drive is a local street that will provide access to
the Harmony School Shops and the residential neighborhood to the
north. Milestone Drive is 650 feet (on centers) north of Harmony
Road.
Existing Traffic
Recent peak hour turning movements at, the Harmony/Timberline
intersection are shown in Figure 2. Raw traffic count d.ata is
provided in Appendix A. These counts were obtained at a time when
there was some construction on Timberline Road, both north and
south of Harmony Road. Discussions with the Fort Collins Traffic
Engineer concluded that the traffic data adequately reflected
normal conditions.
Existing Operation
The Harmony/Timberline intersection was evaluated. The peak
hour operation is shown in Table 1. The calculation forms are
provided in Appendix B. Appendix C describes level of service for
signalized and unsignalized intersections from the 1994__Hig)way
Capacity_ Manual. This intersection operates acceptably.
Acceptable operation during the peak hours is defined as level. of
service D or better. Experience indicates that if level of service
D can be achieved during the peak hours, operation will be at level
of service C or better for 20-22 hours of an average weekday.
III. PROPOSED DEVELOPMENT
The Harmony School Shops is a proposed mixed use commercial
development, located at the intersection of Harmony Road and
Timberline Road in Fort Collins. Figure 3 shows a schematic of the
site plan of the Harmony School Shops. Commercial developments are
generally built in a phased program. At the present time,
definitive users have not been determined. Anchors A and B are
expected to be superstores. The remaining uses will be a mix of
2
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RECENT PEAK HOUR TRAFFIC Figure 2
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Table 1
Current Peak Hour Operation
Intersection
Harmony/Timberline (signal)
Table 2
Trip Generation
Daily
Land Use Trips
Anchor
A - 80 KSF
3760
Anchor
B - 50 KSF
2350
On -Line
Retail - 10.8 KSF
440
Lot 1
- Fast Food 2.1 KSF
1650
Lot 2
- Sit -Down Restaurant
1070
6.0
KSF
Lot 3
- Retail 6.0 KSF
240
Lot 4
- Retail/Off. 7.5 KSF
240
Lot 5
- Fast Food 4.6 KSF
3620
Pad 1
Outlot - Diamond
1170
Shamrock
North
of Milestone
West
- Retail/Off. 12 KSF
396
East
- Day Care 3.6 KSF
290
Level of Service
AM PM
C C
A. It.
Peak
Trips
Trips
in
out
75
72
47
45
6
4
45
34
45
44
P.M. Peak_
Trips Trips
in out
150 156
94 97
21 21
45 40
43 34
3
2
11
11
13
2
9
18
99
75
98
87
44
43
56
56
20 4 14 28
25 22 23 26
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---: HARMONY ROAD
SITE PLAN Figure 3
retail, restaurant, convenience/gas, office, and day care. The
short range future is assumed to be the year 2000. For analysis
purposes, Anchor A, Lot 4, Lot 5, and the Diamond Shamrock Store
are expected to be built and occupied by the year 2000. Full build
out is expected to occur sometime after the year 2000. The
development program is generally controlled by market conditions.
The long range future (year 2015) analyses assume that the site is
fully developed.
The site plan shows one access from Harmony Road (right -in/
right-out/left-in), one access from Timberline Road (right -in/
right -out), and two accesses to Milestone Drive. The Harmony Road
access is in conformance with the Harmony Road Access Plan. The
site.plan shows a driveway stub in the southeast corner of the
site. This stub can provide access to the mobile home park street
and future development that may occur between Harmony Road and the
mobile home park. If this access were extended to the east (by
others), then mobile home park residents would have alternative
access to the general street system. Conversely, this access would
also provide an alternative route for patrons of the Harmony School
Shops to go to the east. This may be particularly attractive if
a signal is installed at the Harmony/Mobile Home Park Access as
shown in the Harmony Road Access Plan. This signal would also
serve an access on the south side of Harmony Road.
Trip Generation
Trip generation is important in considering the impart of a
development such as this upon the existing and proposed street
system. A compilation of trip generation information contained. in
Trip Generation, 5th _Edition, ITE and the 1995 Update was used to
estimate trips that would be generated by the proposed/expected
uses at this site. Table 2 shows the expected trip generation on
a daily and peak hour basis.
Trip Distribution
Directional distribution of the generated trips was determined
for the Harmony School Shops. Future year data was obtained from
the NFRRTP and other traffic studies. Figure 4 shows the trip
distributions used.
Several land use generators, such as shopping centers, drive-
in (fast food) restaurants, high turn -over restaurant, service
stations, convenience markets, and other support services (banks,
etc.), capture trips from the normal traffic passing by the site.
For many of these trips, the stop at the site is a. secondary past._
of a linked trip such as from work to shopping center to home. Tri
all of these cases, the driveway volumes at the site are higher
than the actual amount of traffic added to the adjacent street
3
30%-35%
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n/Annnvilq1 nvnv
20%-25%
TRIP DISTRIBUTION Figure 4
system, since some of the site generated traffic was already
counted in the adjacent street traffic. Pass -by assumptions' were
45% for the fast food .restaurants, 40% for sit down restaurants,
and 60% for convenience/gas stores. The directional split was
based upon the current counts.
The procedure used to account for both pass -by traffic and
primary destination traffic is as follows:
Estimate the trip generation rate as is currently done and
determine the total number of trips forecast to occur, based
on the size of the development.
- Estimate the percentage of pass -by trips, and split the total
number of trips into two components, one for pass -by trips and
one for new trips.
Estimate the trip distributions for the two individual
components. The distribution of pass -by trips must reflect
the predominant commuting directions on adjacent and nearby
roadway facilities. Most peak period pass -by trips are an
intermediate link in a work trip.
Conduct two separate trip assignments, one for pass --by trips
and one for new trips. The distribution for pass -by trips
will require that trips be subtracted from some intersection.
approaches and added back to others. Typically, this will
involve reducing through -roadway volumes and increasing
certain turning movements.
Combine the assigned trips to yield the total link loadings,
and proceed with capacity analysis as normally done.
Background Traffic Projections
Background traffic projections for the short range and long
range future horizons were obtained by reviewing the NFRRTP and
various traffic studies prepared for other developments in this
area of Fort Collins. Background traffic was determined from the
Willow Springs Site Access Study and the South Timberline
Properties Site Access Study.
'This pass -by factor was obtained by averaging pass -by factors
from the following sources:
1. Transportation Engineering Design Standards, City of Lakewood,
June 1985.
2. Development and___Application of Trip
USDOT, January 1985.
3. "A Methodology for Consideration of
Impact Analyses for Shopping Centers,
August 1986, Pg.37.
Generation Rates, FHWA/
Pass -by Trips in Traffic
" Smith, S., ITE Journal,
4. Trip Generation, 5th Edition, ITE and 1995 Update.
4
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Trip Assignment
Trip assignment is how the generated and distributed trips are
expected to be loaded on the street system. The assigned trips are
the .resultant of the trip distribution process. Figure 5 shows the
morning and afternoon peak hour site generated tra.ff.ic with partial
development of the Harmony School Shops as described earlier.
Figure 6 shows the morning and afternoon peak hour site generated
traffic with full development of the Harmony School Shops. Figure
7 shows the total (site plus background) short range peak hour
traffic at the key intersections. Figure 8 shows the total long
range morning and afternoon peak hour traffic at the key
intersections with full development of the Harmony School Shops.
Signal Warrants
As a matter of policy, traffic signals are not installed at
any location unless warrants are met according to the Manual_ on
Uniform Traffic Control Devices. However, it is possible to
determine whether traffic signal warrants are likely to be met
based upon estimated peak hour traffic forecasted in this study.
Using the peak hour traffic volumes shown in Figure 8, it is likely
that traffic signal warrants will be met at the Timberline/
Milestone intersection. The warrant for this signal may be. met
after the year 2000 and at/before full build out of the Harmony
School Shops. Volumes should be monitored to determine when actual
warrants are met.
Signal Progression
Signal progression was evaluated prior to intersection
operational analysis in order to determine whether a signal at the
Timberline/Milestone intersection should even be considered. The
Timberline/Milestone intersection is located approximately 650 feet
north of Harmony Road. As part of an "Access Control Demonstration
Project," CDOH, 1986, it was determined that offset minor
intersections located approximately 600 feet from a major
signalized intersection do not negatively impact signal progression
and provide for better access to developable land.
The technique used in this analysis was a computer program
called Signal Progression Analysis (SPAN) prepared by the
University of Florida Transportation Research Center. Its main
functions include:
- Interactive entry of arterial system data.
- Display a time location diagram which provides graphical
representation of the quality of arterial progression.
- printing of a time -space diagram to show the quality of
progression.
- Optimization of signal offsets for arterial progression.
5
SHORT RANGE
SITE GENERATED TRAFFIC Figure 5
FULL DEVELOPMENT
SITE GENERATED TRAFFIC Figure 6
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HARMONY--1010/1630
75/90
1405/1295
AM / PM
Rounded to the Nearest
5 Vehicles.
SHORT RANGE PEAK HOUR TRAFFIC
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1815/1850 —
205/60 --,
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Rounded to the Nearest
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LONG RANGE PEAK HOUR TRAFFIC
Figure 8
The program inputs are:
- Intersection location
- Cycle length
- Offsets
- Speed
Any or all of these inputs can be changed iteratively in achieving
the optimal progression.
The signal progression on Timberline was analyzed based upon
the following criteria:
- Cycle length of 120 seconds (as determined by intersection
capacity analyses);
- Speed of 40 mph;
- Mainline (Timberline) G/C Ratio
Harmony Road G/C = 1.00 (Since Harmony Road is a major
arterial street, it is not reasonable that the
progression can be maintained through Harmony)
Milestone G/C = 0.65 (signal); G/C = 1.00 (no signal)
Caribou G/C = 0.60
Big Horn G/C = 0.65
Horsetooth G/C = 0.55
Vermont G/C = 0.60
Drake G/C = 0.55
The signal progression patterns are shown in Appendix D. 'The
efficiency is at 22 percent at 40 mph. The bandwidth is 27 seconds
in each direction. This analysis indicates that no change in
signal progression occurs along Timberline Road with a signal at
the Timberline/Milestone intersection.
The above progression analyses are presentedto show that
signals can fit on Timberline Road. Design progression analysis
must he conducted on a regular basis reflecting change in land use,
speed, and other variables.
The location of a signal approximately 600 feet from a major
signalized intersection, sometimes referred to as a "slave light,"
is a concept which has been recommended in the "Access Control
Demonstration Project," prepared for the Colorado Department of
Highways, District 6. It is a method of providing access to corner
properties located at the intersections of major arterial streets.
It has been implemented in the City of Lakewood. The Lakewood
Traffic Engineering Department was contacted. to gain some insight
with regard to their experience with this concept. The following
comments were made:
- The access point proposed for signalization must have much
lower traffic volumes when compared to the major street. A
"rule of thumb" ratio of green time is 1/3 versus 2/3.
- The left -turn lane storage requirements on the major street
at the arterial/arterial intersection take precedence over the
location of a signal at the access.
- The access signal should have as few phases as possible. A
two or three phase signal seems to work best. A full eight
phase signal is unacceptable.
At the intersection of two arterials, it is acceptable to
introduce signals at the accesses on two legs, but not on all
four legs.
The "slave light" concept has been implemented in Lakewood on
two adjacent legs at the Wadsworth/Jewell intersection. Wadsworth
Boulevard is a six lane arterial, which is also State Highway 121.
Jewell Avenue is a four lane arterial. The Lakewood Traffic
Engineering Department stated that these signals have been
performing satisfactorily, serving the adjacent land uses and not
negatively impacting either Wadsworth Boulevard or Jewell Avenue.
Based upon the preceding progression analyses, the operational
and geometric analyses provided later in this report, and the
acceptability of this concept by the City of Fort Collins, it is
recommended that the "slave light" concept be considered at this
location. Final determination is subject to more refined design
level studies.
Operation Analysis
Capacity analyses were performed on key intersections adjacent
to the Harmony School Shops. The operations analyses were
conducted for the short range analysis, which included partial
development of the site and an increase in background traffic
reflecting a year 2000 condition. The long range (2015) analysis
included full development of the site as discussed earlier.
Using the traffic volumes shown in Figure 7, the affected
intersections operate in the short range condition as indicated in
Table 3. Calculation forms for these analyses are provided in
Appendix E. The Harmony/Timberline signalized intersection will
operate acceptably during the peak hours with the geometry
indicated in Figure 9. The other key intersections will operate
acceptably, except for minor street left turns at the Timberline/
Milestone intersection during the afternoon peak hour. This
operation is normal and is primarily caused by the forecasted
background traffic on Timberline Road. The limited. turn accesses
to Harmony Road and Timberline Road operate acceptably. The
Harmony access location allows for adequate deceleration and
storage for left -turning vehicles. Provision of this access
improves operation at the Harmony/Timberline intersection and at
the Timberline/Milestone intersection. Provision of the limited
turn access to Harmony Road is not detrimental to the public_
health, safety, and welfare.
Using the traffic volumes shown in Figure 8 and recommended
geometries, the intersections operate in the long range condition
as indicated in Table 4. Calculation forms for these analyses are
7
Table 3
Short Range Peak Hour Operation
Level of Service
Intersection AM PM
Harmony/Timberline (signal) C C
Timberline/Ili.lestone (stop sign)
WB LT C E
.WB RT A A
SB LT A A
Timberline/Right-in, Right -out Access
(stop sign)
WB RT A A
Harmony/Right-in, Right -out, Left -in Access
(stop sign)
SB RT A B
EB LT B B
Milestone/Access (stop sign)
NB LT A B
NB RT A A
14B LT A A
NOTE: Adjustments are made on unsignalized intersection volume
input on multi -lane major street approaches to account for uneven
distribution in each lane as discussed with TRB.
SHORT RANGE GEOMETRY Figure 9
0
is
Table 4
Long Range Peak Hour Operation
Level of Service
Intersection AM PM
Harmony/Timberline (signal) D D
Timberline/Milestone (signal) B B
Timberline/Right-in, Right -out Access
(stop sign)
WB RT A A
Harmony/Right-in, Right -out, Left -in Access
(stop sign)
SB RT A B
EB LT B 1)
NB RT A A
Milestone/Access (stop sign)
TIB LT
B B
NB RT
A A
SB LT/T/RT
A A
EB LT
A A
WB LT
A A
Milestone/East Access (stop sign)
NB LT/T/RT
A A
SB LT/T/RT
A A
EB LT
A A
WB LT
A A
NOTE: Adjustments are made on unsignalized intersection volume
input on multi -lane major street approaches to account for uneven
distribution in each lane as discussed with TRB.
provided in Appendix F. As stated earlier, a signal would likely
be warranted at the Timberline/Milestone intersection. The key
intersections will operate acceptably. The major street left -turn
at the limited turn access will operate at level of service D
during the afternoon peak hour, assuming random arrivals. With
good signal progression on Harmony Road, there will be large gaps
in the westbound traffic that are not accounted for in the analysis
technique. The actual operation will be better than indicated in
Table 4. The long range geometry is shown in Figure 10. At the
Timberline/Milestone intersection, a two lane westbound approach
will operate acceptably. Provision of dual left -turn lanes on all
legs at the Harmony/Timberline intersection, as indicated in Figure
10 is necessary to achieve acceptable operation at this
intersection. This geometric recommendation is made on a 20 year
traffic forecast. If circumstances change significantly, then a
smaller cross section may also be adequate.
IV. CONCLUSIONS
This study assessed the impacts of the Harmony School Shops
commercial development on the short range and long range street
system in the vicinity of the proposed development. As a result
of this analysis, the following is concluded:
- The development of the Harmony
from a traffic engineering standpoint.
proposed, approximately 15,000 trip ends
site daily. Some of these trip ends
traffic already on the adjacent streets
multi -purpose trip ends not reflected
estimate.
School Shops is feasible
At full development, as
will be generated at this
will be from background
There may also be some
in the daily trip end
- Current operation at the Harmony/Timberline signalized
intersection is acceptable.
- In the short range future, given partial development of the
Harmony School Shops and an increase in background traffic, all key
intersections will operate acceptably, except for some street left
turns at the Timberline/Milestone stop sign controlled intersection
during the afternoon peak hour. This type of operation is normal.
The proposed Harmony Road right-in/right-out/left-in access
improves the operation at other intersections and is not
detrimental to the public health, safety, and welfare. The short
range geometry is shown in Figure 9.
- In the long range future, key intersections will operate
acceptably during the peak hours. The long range geometry is shown
In Figure 10. With full development, a signal will likely be
warranted at the Timberline/Milestone intersection.
N
LONG RANGE GEOMETRY Figure 10
A signal at the Timberline/Milestone intersection can fit
into a progression pattern on Timberline Road.
- With the recommended control geometrics, the accident rate
should be at an acceptable level for typical urban conditions.
C
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APPENDIX A
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F
APPENDIX C
Level of Service for Signalized Intersections
11
1
Level of service for signalized intersections is defined in terms
of delay, which is a measure of driver discomfort and frustration,
fuel consumption, and lost travel time. Specifically, level -of -
service (LOS) criteria are stated in terns of the average stopped
delay per vehicle for a 15-min analysis period. The criteria are
given in Table 9-1. Delay may be measured in the field or estimated
using procedures presented later in this chapter. Delay is a complex
measure and is dependent upon a number of variables, including
the quality of progression, the cycle length, the green ratio, and
the v/c ratio for the lane group in question.
LOS A describes operations with very low delay, up to 5 sec per
vehicle. This level of service occurs when progression is extremely
favorable and most vehicles arrive during the green phase. Most
vehicles do not stop at all. Short cycle lengths may also contribute
to low delay.
LOS B describes operations with delay greater than 5 and up to
15 sec per vehicle. This level generally occurs with good progres-
sion, short cycle lengths, or both. More vehicles stop than with
LOS A, causing higher levels of average delay.
LOS C describes operations with delay greater than 15 and up
to 25 sec per vehicle. These higher delays may result from fair
progression, longer cycle lengths, or both. Individual cycle failures
may begin to appear at this level. The number of vehicles stopping
is significant at this level, though many still pass through the
intersection without stopping.
LOS D describes operations with delay greater than 25 and up
to 40 sec per vehicle. At level D, the influence of congestion
becomes more noticeable. Longer delays may result from some
combination of unfavorable progression, long cycle lengths, or
high v/c ratios. Many vehicles stop, and the proportion of vehicles
not stopping declines. Individual cycle failures are noticeable.
LOS E describes operations with delay greater than 40 and up
to 60 sec per vehicle. This level is considered by many agencies to
be the limit of acceptable delay. These high delay values generally
indicate poor progression, long cycle lengths, and high v/c ratios.
Individual cycle failures are frequent occurrences.
LOS F describes operations with delay in excess of 60 sec per
vehicle. This level, considered to be unacceptable to most drivers,
often occurs with oversaturation, that is, when arrival flow rates
exceed the capacity of the intersection. It may also occur at high
v/c ratios below 1.0 with many individual cycle failures. Poor
progression and long cycle lengths may also be major contributing
causes to such delay levels.
TABLE 9-1. LEVEL -OF -SERVICE CRITERIA FOR SIGNALIZED
INTERSECTIONS
LEVEL OF SERVICE STOPPED DELAY PER VEHICLE (SEC)
A
<_5.0
B
>5.0 and 5 15.0
C
> 15.0 and 5 25.0
D
>25.0 and 5 40.0
E
>40.0 and 5 60.0
F
> 60.0
1
UNSIGNALIZED INTERSECTIONS
11
11
' Intersection Total Delay = (Vehicle Total Delay x Volume) _
Volume
Level -of -Service (Intersection) _
j
Level -of -Service
Average Total Delay,
sec/veh
A
55
$
>5and 510
C
> 10and <_20
D
>20and 530
E
> 30 and 5 45
F
> 45
1
0
f�
F
C
APPENDIX D
I
1
11
1
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
RUN12
ROUTE: TIMBERLINE
INTERSECTIONS: 7 CYCLE LENGTH: 120 SYSTEM OFFSET: 0
BANDWIDTH LEFT: 27 SBC RIGHT: 27 $K PERFORMANCE INDEX,: 31
EFFICIENCY: 22 0 ATTAINABILITY: 41 INTERFERENCE: 26
---------------------------------------------------------------------------
NO. .........TIME —LOCATION DIAGRAM.......... DISTANCE SPEED
RIGHTBOUND ... READ DOWN LEFT RIGHT LEFT RIGHT
1 650 0 40 40
2 XXXXXXXXXXXXXX 1990 650 40 40
3 XX XXXXXXXXXXXXXX 1700 1990 40 40
4 X.XXXXXXXXXXXXX 940 1700 40 40
5 XXXXXXXXX XXXXXXXXX I9'00 940 40 40
6 XXXXXXXXXXXXXXXX 3300 1900 40 40
7 XXXXXXXXXXXXXXXXXX 0 3300 40 40
NO. OFFSET .........TIME —LOCATION DIAGRAM.......... PHASE LENGTHS
LEFTBOUND ... READ UP 1 2 3 4 5 6 7 8
1 0 100
2 90 XXXXXXXXXXXXXX 65 35
3 40 XXXXXXXXXXXX XXXX 60 40
4 40 XXXXXXXXXXXXXX 65 35
5 95 XXXXXXXXX XXXXXXXXX 55 45
6 90 XXXXXXXXXXXXXXXX 60 40
45 XXXXXXXXXXXXXXXXXX 55 45
---------------------------------------------------------------------------
TIME SPACE DIAGRAM
ROUTE: TIMBERLINE
CYCLE LENGTH 120 SECONDS: SCALE !INCH=40% OF CYCLE: 1 LINE= 262 FT
r
7f�**�*cif iF if*ii#x'i!*�*if is iE aF*iE iF iE if*�***�'iF*i***+iir. iF if iFlE iE i�ti�iY�aFieita*of iE iF is*�'iE iE if'lf'1Frt�*iE*i*it
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
RUN II
ROUTE: TIMBERLINE
INTERSECTIONS: 7 CYCLE LENGTH: 120 SYSTEM OFFSET: 0
BANDWIDTH LEFT: 27 ,de— RIGHT: 27 3EC- PERFORMANCE INDEX: 35
EFFICIENCY: 22� ATTAINABILITY: 41 INTERFERENCE: 22
---------------------------------------------------------------------------
NO. .........TIME —LOCATION DIAGRAM.......... DISTA14CE SPEED
RIGHTBOUND ... READ DOI.,,iN LEFT RIGHT LEFT RIGHT
1 650 0 40 40
2 1970 650 40 40
3 XXX XXXXXXXXXXXXX 1700 19" 40 40
4 XXXXXXXXXXXXXX 940 1700 40 40
5 XXXXXXXXX XXXXXXXXX 1900 940 40 40
6 XXXXXXXXXXXXXXXX 3300 1900 40 40
7 XXXXXXXXXXXXXXXXXX 0 3300 40 40
NO. OFFSET .........TIME —LOCATION DIAGRAM.......... PHASE LENGTHS
LEFTBOUND ... READ UP 1 2 3 4 5 6 7 E
1 0 100
2 95 100
3 42 XXXXXXXXXXXXX XXX 60 40
4 40 XXXXXXXXXXXXXX 65 35
5 95 XXXXXXXXX XXXXXXXXX 55 45
6 92 XXXXXXXXXXXXXXXX 60 40
45 XXY.XXXXY.XXXXXXXXXX 55 45
---------------------------------------------------------------------------
TINE SPACE DIAGRAM
ROUTE: TIMBERLINE
CYCLE LENGTH 120 SECONDS: SCALE IINCH=40X OF CYCLE: I LINE= 262 FT
1p
iF if 3F 1F iF*YiE 1E iF if#iE ii*iiF if iE�ie iF iEi if �F 3f iE ie 3Ei;i4 iF iE it iE i4 jF**IE iF?f if lE 3E iE 3FriiiF*is�if is lE if iE i!i if iiF iE iEiiiF iE ±�iE is iE iEs *iF ie
11
APPENDIX E
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