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Home My WebLink AboutBURGER KING AT RIVERSIDE PUD - PRELIMINARY - 37-89 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYM M BURGER KING SITE ACCESS STUDY FORT COLLINS, COLORADO JULY 198 Prepared for: Burger King 4865 Sterling_ Drive Boulder, CO 80301 Prepared by: MATTHEW _T. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 1 M ft IEXECUTIVE S q MART ' A Burger King restaurant is proposed to be located near the intersection of Lemay Avenue and Riverside Avenue in Fort C:ol 1 i ns, Colorado. The study involved the steps of tr i p generation, distribution and assignment; traffic projection; and capacity analysis as set forth in the City'=_• Traffic Impact 'study Guidelines. This study assessed the impacts of the Burger King on the existing street system in Moth 1? 0 and 2010. As a result of this analysis, the following is concluded: r- The development of the Burger King is feasible from a. traffic engineering standpoint with specific improvements in ' the area. It is estimated that more than 1500 average weekday trips will be generated by the use considered in this. study. ' - Current operation of the Lemax/Ri very i de intersection is acceptable during the peak: hours with the existing signal control. Due to high eastbound to southbound right turns. and ' high northbound to westbound left turns., some geometric improvements would greatly improve the efficiency of this. intersection. The improvements are; (1) an exclusive right - turn lane with two through lanes on the west leg; and (2) double left -turn lanes on the south leg. - Development of the proposed Burger King in the short range future (1 ?0) can be accommodated on the street network in the area with the improvements mentioned above. The LemayR iverside intersection will operate acceptably. The stop sign controlled Lemax/access driveway intersection wi 1 1 ' operate acceptably except for left -turn exits from the driveway. The Riverside/access driveway intersection will operate acceptably. Separate right- and left -turn lanes wi 1 1 confine delays to only those vehicles desiring to turn left. - In the long range future (2010), the Lemay/Riverside intersection will operate acceptably with signal control and the geometric improvements to the west and south legs mentioned above. The Lemay/access driveway i n t.ersc t i on will ' operate acceptably except for left -turn exits from the site. The Riverside/access driveway intersection will operate acceptably. Separate right- and left -turn lanes at each access will confine delays to ony those '.vehicles desiring to turn 1 of t . Driveway locations and on -site storage shown on the site plan are the best possible given the physical constraints of the site and the public street system. The public street geometries are presented in Figure -'. � » M Fi F� I . I tdTRODUCT I ON This traffic impact study addresses the capacity`, geometric, and control requirements. at and near, a proposed development knot -in as Burger King, located in the southeast_ quadrant of the intersection of Lemay Avenue and Riverside Avenue in Fort Col 1 i ns., Col orado. The location of the proposed development is shot -in in Figure 1. During the course of this. analysis, numerous contacts triere made t�iith the project planning consultant (Ed Zdenek) and City Traffic Engineering Department. The Study conform=_. to the format set forth by the Transportation Department of the C i ty of Fort Coll ins. The studyinvolved the fol 1 ot:ii ng =_.tees: - - Collect phy`s•icaI'. traffic, a.nd deIopment data. - Perform trip generation, trip distribution, and trip ass.i gnmen t . - Pro:iect traffic grcwith. - Determine peak hour traffic volumes. - Conduct capacity and operational level of service analy-ses on key intersect i on - Analyze signal warrants and signal progression. II. EXISTIVIG C04DITIONS The site of the Burger King, as. s•hovin in Figure 1, is in mi..d use area. To the north across Ri .�ers.ide, it is bounded by railroad tracks. To the tie s t acros Lemay, it is bounded by the Albertsons:Lono_. Drug Shopping Center. To the south and east, it is bounded by small commercial uses. Both Leman` and Riverside are classified as arterials. vii th f i ve 1 anes on both streets. i n the area of the Burger K;i n_a. Other street=_• in the immediate vicinity are classified as 1 oca.l s, cons l s t i ng of ttio travel 1 a.ne s•. Si final control ex i =-.tom. at the Lema.y/Ri vers.i de intersection. Control on other nearby streets consists of stop sifins. Signal currently exist at the Riverside/ Mulberry intersection nor thtoies.t of this. si to., at the Lema-y Elizabeth intersection south of this site, and at the Lemay,I"t`Iu 1 berry i n tersec t i on nor th of th i s• s. i to . The current posted speeds on Lemay and River -side are 35 mph in this. area.. Access to the Al ber tsons;'Longs. Drug Shopping Center from ' Lemay is. right.-in,.'right-out near the proposed Burger King access and full turn stop sign control at an intersection located 250 feet further south on Lemay Avenue. 1 N ft 1 u 11 [J I I SITE LOCATION Figure 1 I « ft Existing Traffic ' Peak hour turning movements were obtained at the Lema.y/R.ivers.ide intersection. Counts were performed by the City of Fart Collins staff in July 1?88. The peak hour ' counts are shown in Figure 2. All raw traffic count data i provided in Appendix A. I Existing Operation Using the traffic volumes shown in Figure 2 and the existing geometrics and control, the Lemax Riverside intersection operates as shown in Table 1. Appendix B describes level of service for signalized and uns. i gnat i zed intersections as defined in the Q85 Highway Capacity Manual. ' Calculation farms for these analyses. are provided in Appendix C. With the existing geometrics and control, this_. intersection operates acceptably I l eve l of service D or better during the peak hours?. The northbound loft turns on Lemay are approaching the threshold of requiring double left - turn lanes. At the present time, the west leg geometrics ' are: one right -turn lane, one through lane, and one left - turn lane. Provision of a. right -turn lane with two through lanes and one left -turn lane would improve the operation of this leg. The _.top sign controlled driveway and street intersections along Lemay operate acceptably except for left - turn exits during the peak hours. Stop sign controlled inter=_ections. along Riverside operate acceptably during the peak hours. ' III . PROPOSED DEVELOPMENT The Burger King is a. proposed fast food restaurant with a drive-thru f.ac i 1 i ty, east of Lema.y Avenue and south of Riverside Avenue. A schematic of the site plan showing the proposed access points is provided in Figure 3. One driveway access to Lem.ay and one driveway access to Riverside are ' proposed to this s.i to . Both of these accesses- are proposed as full -turn intersections. This report will comment on the operation and geometrics of these intersections. Trip Generation Trip generation is important in considering the impact of a. development such as this upon the existing street system. A compilation of trip generation information was ' prepared by the Institute of Transportation Engineers. in 1 -'76, updated in 1 987, and was used to project trips that would be generated by the fast food restaurant at this. site. Table 2 shows the expected trip generation for the Burger King on a daily and peak hour basis. The noon peak hour was 1 2 M L'7 AM/NOON/PM Q N 1988 PEAK HOUR TRAFFIC COUNTS Figure 2 M ft Table 1 1988 Peak Hour Operation Intersection Lemax /R i e r i de Land Use Burger King - 2.5 KSF AM Peak Moon Peak A (0.4?) B (O.64) Table 2 Trip Generation Da.i 1 y A.M. Peak Trips Trips Trips in o u t 1580 80 80 PH Peak B (0.6.3) P.M. Peak: Trips Trip=_. in out 42 38 4 N BURGER I l KING ` �1 Ex. Print Shop LJ I � Ex. Auto Repair L----------J / SCHEMATIC OF SITE PLAN Figure 3 used rather than the morning peak, since it is the cr i t i ca.l time for a. fast food restaurant. The analysis assumed no transit, rides.haring, or internal trips. As such, the generation values used in subsequent analyses are conservatively high. 1 Trip Distribution and Assignment I I I The directional distribution of generated trips from the Burger King was determined based upon analysis of current and future population/employment data provided by the Fort Collins Development Center. The trip distributions used are shown in Figure 4. Several land use generators such as shopping centers, drive-in (fast food? restaurants, service stations, convenience markets, and other support services (banks, etc.) capture trip, from the normal traffic passing -by the s.i to . For many of these trips, the stop at the site is a secondar-y part of a. 1 i nk:ed trip such as from work to shopping center to home. In all of these cases, the driveway volumes at the site are higher than the actual amount of traffic added to the adjacent street system, since some of the site generated traffic was already counted in the adjacent street traffic. A pass -by factor of 50%* was applied to the newly generated fast food restaurant trips. 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 component.. The distribution of pass -by trips must reflect the predominant commuting directions on adjacent and nearby roadway fa.c i 1 i t i es. Host peak period pa s-M trips are an intermediate link in a work trip. This pass -by factor was obtained by averaging pass. -by factors from the following sources: 1. Transportation Engineering Design 'standards, City of Lakewood, ,Tune 12 5. 2. Development and Application of Trip FHWA/USDOT, January 1985. 3. "A He thodol ogy for Consideration of Traffic Impact Analyse_ for Shopping ITE Journal, August 1 86 , Pg. 37. Generation Rates, Pass -by Trips in Centers," Smith, S., 4. Trip Generation, 4th Edition, ITE, 1'=87. 3 �J 1 ii I I H- � Q N I TRIP DISTRIBUTION Figure 4 1 M ft I 11 11 1 1 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 in to others. Typ i cal 1 y, this wai 1 1 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. 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 peak hour trip assignments with factored 1188 peak hour volumes to reflect I ?0 conditions. The peak hour traffic was factored by 2 percent per year to determine the background traffic growth in the area. Figure 6 shows the year 2010 peak hour projections in the area. The background traffic is in general accordance with traffic reflected in the North Front Range Corridor Study. Traffic Projections. Traffic volumes are projected for various streets wi th i r the City of FortCol 1 i n=_ utilizing a tool known as the gravity model, which considers future land use, population, and employment locations. For 20+ year projections (yeas 2010), this gravity model output is the usual source for projections used in traffic impact studies. However, the last Traffic Flow Map provides projections for the year 2000. Therefore, an estimation was made of traffic in this area by the year 2010 using the latest Traffic Flow Map and the knowledge of what has been occurring and what is expected to occur in this area. of Fort Col 1 i n=_ . Figure i shows the expected average da.i 1 y traffic (ADT) for both Lema.y and Riverside near this site in the year 1??0. Figure 8 shows the expected average daily traffic for Lem.ay and Riverside near this site in the year 2010. Signal Warrants Traffic signals are not warranted at either driveway intersection based upon projected daily or peak hour signal w a r r ants.. Signal Progression Signal progression was not analyzed on Lemay or. Riverside since no additional signals were expected to be introduced due to the proposed Burger king. 4 40 ft noZoI►Da►'T' Id 1990 PEAK HOUR TRAFFIC Figure 5 so ft NOON/PM Q N 2010 PEAK HOUR TRAFFIC Figure 6 1990 DAILY TRAFFIC Q N Figure 7 Q N 2010 DAILY TRAFFIC Figure 8 I » w IOperations Analysi 1 C.a.pac i ty anal yses v,iere performed on ke;: i ntersect ion{to determine hck,,, each vaould operate in 1??0 and 2010 th full development of the Burger King propos..al . The in i t i a.l capac i t>• anal yse s- mere conduc t e d on the 19?0 traff i c condi t ions as s_.hov.ln in Figure 5. The a.n.al ys.es used ' the exist i ng geometric conditions at the Lemay/.River-side intersection and evaluated improved geometrics and sifinal operation in order to allow acceptable operation. The Lema-y R,i versi de i nter-sect i on v.!as anal yzed tyii th the ex i s.t i ng ' s.i gna.l pha.s i ng con trot . The dr i vev.iay intersection= v:lere analyzed using the uns-i gnat i zed methodology as described in the 1985 Highi,-,ia.y Capacity Manual . The results of these analyses_ are shot,in in Table 3. Backup c.a.l cul .a.t i on form_. are prov i ded in Appendix G. (.Ji th the existing signal control , the Lemay/R..i very i de intersection operates at 1 ek,Yel of service C in the noon and the after -noon pea.k hour-s. Even though this is acceptable operation, some of the highest delays occur on the t,,ie _.t leg of Riverside Avenue , due to the s. i ngl e eastbound through 1 a.ne . Provision of an adi t i oral through 1 ane by moving the exclusive right -turn lane further south vj i 1 1 ' improve the opera.t i on on this. 1 eg and in the entire inter -sec- t i on . Th i s. impr-oved opera.t i on vii th th i s. geome tr i c improve - merit i s al so shov:in i n Ta.bl e 3. The northbound 1 of t turn on t Lema.y A-:)enue a.t R i verrsi de i s_. on the thres.hol d of requ i r i ng double left -turn lanes. Wi th this geometric improvement., the operation of this intersection improves. further- as s.hov: n i n T.abl e 3. The doubl e 1 of t-turn 1 anes i mprove the eff i c i enc> by reduc i ng the amour, t of green t i me that must be al 1 oca.ted to the Lemay Avenue left -turn arrovis. The R, i v e r s i de:`dr i vei,%iay intersect ion operates acceptably during the peak hours v.!i th ' s.top s i gn con trot The Lerriay-./dr i vev,,a>• i nter sec t i on opera.tes_� accep tabl > except for 1 of t-turn ex i t=_. wh i ch wi 1 1 operate .at 1 evIe 1 of ser :ice E during both analyzed peak hour-S. Separate ' right -a.nd left -turn lanes. can be striped at each exit dr i veTh i s vji 1 1 conf i ne the del ays exper• i enced by the 1 of t-turning_ vehicles to only those vehiclesdesiring to turn ' left. Capac i ty anal ys.es_. vier-e al so conducted u t i l i z i ng the year. 2010 t r a f f i c -a s. shot in i n Fi gure b. The resul ts. of these analyses. are shov)n in Table 4. Backup cal cu l at i on form=_ ar-e provided in Appendix E. The Lema.>•:'Riversside intersection v; i 11 oper -a.te acceptably vli th the geometric improvements. ' di s.cussed under- the 1?'?0 a.n.aI>•si s.. The R.i versi de:'dr i vev:ja.y i nters.ect i on vii 1 1 operate acceptabl , v,�i th the +.ra.ff i c �,,ol umes shoo-in i n F i gure ,5 and =_.top s i gn con trot The Lerria-,../dr- i vea,:la.;•• intersection v,li l l operate acceptably except for left -turn the exits vlh i ch operate at level of ser-v i ce E during peak hours.. This operational level is due to the volumes on Lema.y Avenue and not the exiting volumes. A s. i ngl e vehicle ' exiting at this dr i veviay v:joul d be at level of service E. 1 M Table 3 1990 Peak Hour Operation Intersection Ploon PM Lemay/Riverside Existing geometrics C (0.70) C (0.66) Additional EB thru lane B (0.63) C (0.66) Additional EB thru lane & double NB LT lanes A (0.53) B (0.59) Lemay/Dr i ve4,,ay WB LT E E WB RT A A SB LT B B Riverside/Driveway NB LT D D NS RT A A WB LT A A Table 4 2010 Peak Hour Operation Intersection AM PM Lemay/Riverside Additional EB thru lane D (0.77) D (0.E2) Additional Eb thru lane & double B (0.65) C (0.73) NB LT lanes Lemay/Driveway WB LT E E WB RT A A SB LT C C Riverside/Driveway NB LT D D NB RT A A WB LT A A 1 Se crate right- qh t- and 1 of t-turn 1 tines will l l confine delays a s to p _ Y ' only those vehicles des i r i ng to turn 1 of t . _ nn-=.i to c i rcul a.t i on was rev i etvied at var. i ou=� steps. .as part of this tr•a.ff i c study. The =_•i to pl an shov,n i n Fi pure .S i s. the r•esu 1 t of a. number of i ter•at ions of development . I,Ji thin the constraints of this =.i te, every effort vja.=_• made to maximize the distance bettileen public streets and on -site ' i ntersect i ons. or park i ng areas. This. l,,li 1 1 reduce the number of conflict points and improve the operation. Geome tr i c requirements at the various. access point=_. and ' at the Lema:-:./Rivers.ide int_er•s.ection are critical in the oueral 1 de s i gn of the s i to . They are primarily a. function of both the volume of traff i c, r i ght-ofay.ai 1 a.b1 e, an ' physical constraints of the site. For design purposes., year 2010 des i gn hour vol ume=_. t:-,iere used. The des•i cin hour volume used k-:tas. the average of the noon and afternoon peak hour vol umes, . For analysis purposes, speed change l a.ne cr• i ter• i a pro,:) i ded i n Cie=_. i qn Cr i ter i a and Standards. for Streets, Ci t;v of Fort Coll ins., July' 1T'86; and Intersection ChanneI ization Design Guide, PlCHRF Report 279, h,lovember 1985 t-,iere used. H ' schema.t i c of the area geometr i cs is shok::jn in Figure ._^. The l,,lestbound left -turn lane on Riverside at the access. dr i velrlay should be at least 50 feet long, but could also function a. ' the ex i =_t i ng coat i nuous 1 of t-turn 1 ane on Ri k:!ers i de Avenue. The southbound left -turn lane on Lemay at the access dr i vev.1ay should be at least 60 feet long. This movement will operate at 1 e-.:)el of s.ery i ce C, =_.o i t i s. doubtful that there !soul d be more than tvjo veh i c 1 es VJa.i t i ng to make th i =_. 1 of t turn during the peak hours. In Figure G', the west, north , and east 1 eqs of the Lemay'r R i -:!ers i de i n tersec t i on are sho4,,in based upon the nomograph developed by Jack Le i sch . The range shol�,,n indi- cates the minimum length to the de irable length of the left - turn lane. Standard tapers for urban streets are general 1 y 10: 1 ' 120 feet for a 12 foot 1 a n e ) , but can be as. short as 90 feet ( .5: 1 ) if there are physical constraints. The northbound 1 of t-turn lane on Lemay' Avenue should be 450-600 feet long. Given the access constraints, the double left - turn 1 ane=_. total'SR0 feet of storage. l,:►h i le this i s. 1 ess• ' than that i ndi cated i n the above eva.l uat i on=_., i t i s the longest turn lane possible vihile still maintaining left -turn i npre ss. to this site. In order to accomplish the =Qn feet of double left -turn lanes northbound and the 60 feet of left - turn lane sou thbound, the taper ratio must be reduced to a. 4: 1 r.a.t i o. The dimensions for this leg, s_hol:,in on Figure =, are the lenq_th_- that are necessitated due to the physical ' constrai nts a.l ong the south 1 eg of Lemay Avenue. T = Taper LONG RANGE GEOMETRIC REQUIREMENTS Figure 9 N • 0 IV. C:ONC:LUSIONS ' This study assessed the impacts of the Burger King on the existing street system in Moth 19i0 and 2010. As a resu 1 t of th i s anal y_. i s, the fol I ow i ng i s concluded: - The development of the Burger King is feasible from a traffic engineering standpoint with specific improvements in the area. It is. estimated that more than 1500 average t,,+eekda.y tr i ps v;+i 1 1 be generated by the use consi dered in th i s study. ' - Current operation of the Lema.y:-Ri �v�ersi de intersection is acceptable ta.bl e during the peak hours t-ti+i th the exist i ng signal control. Cue to high eastbound to southbound right turns and high northbound to t�,+estbound left turns., some geome tr i c improvements !,aou l d greatly improve the eff i c i ency of this. intersection. The improvements are: (1) an exclusive right - turn I ane t.,ai th two through 1 ane=_. on the t&+est 1 eg; and (2) ' double left -turn lanes on the south leg. - Development of the proposed Burger King in the short ' range future (1 =5'0) can be accommodated on the street ne tk,,+ork in the area k,,+i th the improvements mentioned above. The Lemay/Riverside intersection u,+iII operate acceptabl;•. The ' stop sign control led Lemayiaccess driveway intersect ion wi 1 1 operate acceptably except for left -turn exits from the dr i vela+ay. The R i vers l deg' a.ccess dr i Vet�,+a.'y' intersection v, ill operate acceptabl y* Separ a.te r i ght- and 1 oft - turn 1 a.nes i 1 1 ' confine delays to only those vehicles desiring to turn left. - In the 1 ong range future ( 2010) , the Lemay: 'R.. i ver-s i de inter_ection t•,+iII operate acceptably t!:+ith signal control and the geometric improvements to the west and south legs men i oned above . The Lemaylaccess dr i vewav i nter_.ct i on t,+i l 1 operate acceptably except for loft -turn exits from the site. The Ri vers.i de... accr=.-. dr i vetk.ia.y intersection i 1 1 opera.te acceptably. Separate right- and loft -turn lanes at each access confine delays to ony those vehicles de_. i r i ng to turn 1 of t . Dr i vewa.;, 1 ocat i on=_. and on-= i to s.tora.ge shot.+n on the site plan are the best possible given the physical constraints of the site and the public street system. 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L • 9 y G C = L Y E ` L W c u .u. >. � a L$� E E o c � r tc �' � c '� E � T i. � >> r c E � E— E u m E o •o •' a � Q° `—� to m a g m— Y u o ae _e_o D > m r•. $- ° ._ E 3 E -o E- c u .V .� $ o A= E o LL « y>> c t 8 L � _� it tl c b' 9 c c `>•. ,0 9 a .c e � \j• A a G A T O G C Y 'O m V» G � O L V q� O 7 C •O_ 'O C y T u � O U U_ O ✓_V D p a q t C� u O � pp y O� a� O E mG �� C> J q6q {J Y � m ' u> O 9 m °T•. u C `' E � 7 C • Yj G L m E yy �' G C m. E � p, �i L .Y. y q C u G m C m c u Q p O i U� >` m m � 0 u m Y �n C p .CY L >_ O� L Q m �„ E M V u a V Y T C u� 0� :� C m p 's• U •O O qG .J A L g a m E O m>v_ � .v: J u• =� O �' fr q .O G b 3 h O V L C� O _ L D fE � W p L� M m a�� V di �° A V� a C �' O L 'O V= C ° -Go m c c c c c q c $ q A A= Z c< S o c `o N ; o o m- c_ D a u u E° Q A y E 2 o c m c u o s c ' < o o c p, • 6 u 00 G E c u �+• '�- E a o 0 0 `o c E ° u =� c Y L E 3 u> !9 y -' o mGm L `° a G u- m •� 'E E r pO0 E C V G ° • u r m[ C « V A m u o Y m Uq C G q B o c c G L° c> • u g o ° P' e u a c g �S = m E m L° .[ u t m m r> o c .E u v s E> 1� LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS Level -of -service criteria for unsivnalized intersec- tions are stated to general delay in very general ranges. terms, and are related Analysis for a stop- or - yield -controlled intersection results in solutions for - the capacity of each lane on the minor approaches. The level -of -service criteria are then based on the reserve, or unUsed, capacity of the lane in question, ecpressed in passenger cars per hour- (FCFH). RESERVE CAPACITY LEVEL OF EXPECTED DELAY TO (FCFH) --------------SERVICE-----MINOR-STREET-TRAFFIC ;:-4r►i► A Little or no delay i►i►-'99 B Short traffic delays LC►�►-t9? C Average traffic delays 1�►ii-199 D Lona traffic delays i►- ?? E Very long traffic delays * F I *When demand Volume exceeds the capcity of the lane, ex, treme delays will be encountered with queuinq which may cause severe congestion affecting other traffic movements in the intersection. This condition usually warrants improvement to the intersection. F:efer-ence: Fli hwa C p.ac.ity hl�r a I.... SpPci al Report 209. Transportation Research Board, Nation- al Research Council. Washington, C.C. 1985. a • • AF'PEP-JU I -,-. CG I I I I I I .z A MATTHEW J DEL I C:H CRITICAL MOVEMENT ANALYSIS ' LEMAY/RIVERSIDE AP1,NOON/PM(88j90/2010 DATE dF }; SLY jF iFYiLYY jL iG jF i;YdF dF ji iC iF*iFYYdF iF �'�'��if'�E ' LEVEL OF SERVICE A SATURATION 49 CRITICAL N/S VOL 500 CRITICAL E/W VOL 300 CRITICAL SUM 800 LANE GEOMETRY NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANE MOV WIDTH MOV WIDTH MOV WIDTH MOV WIDTH i RT. 12.0 P.T. 12.0 R.. 12.0 RT. 12.0 2 T.. 12.0 T.. 12.0 T.. 12.0 T.. 12.0 3 L.. 12.0 L.. 12.0 L.. 12.0 L.. 12.0 S... .... ... .... ... .... ... .... 6 ... .... ... .... ... .... ... .... TRAFFIC: VOLUMES NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LEFT 273 85 44 23 THRI I 520 452 282 203 RIGHT 44 18 225 63 TRUCKS r;:} LOCAL BUSES (#/HP,) PEAS: HOUR FACTOR NORTHBOUND 2 1 1 SOUTHBOUND 2 0 1 EASTBOUND 5 1 1 WESTBOUND 5 0 1 ' PHASING N/S :4. BOTH TURNS PROTECTED <WITH OVERLAP) E./(,J :4. BOTH TURNS PROTECTED <WITH OVERLAP) PEDESTRIAN ACTIVITY : 1. 0 - 99 (#PEDS:'HR) 1 CYCLE LENGTH 90 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND HRU -RIGHT 302 251 300 144 LEFT 249 48 4 0 LEFT TURN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 273 85 44 23 ADJUSTED VOL 249 48 4 0 CAPACITY 0 0 0 0 MOVEMENT N/A N/A N/A N/A 1 43 MATTHEW J DELI CH CRITICAL MOVEMENT ANALYSIS LEMAYIP, I VERS I DE AM/NOON Pr1 88r 90I2010 DATE LEVEL OF SERVICE B ' SATURATION 63 CRITICAL NIS VOL 631 CRITICAL E/W VOL 402 CRITICAL SUM 1033 NORTHBOUND LANE GEOMETRY SOUTHBOUND EASTBOUND (4ESTBOUND LAt-dE MOV W I DTH MOV WIDTH MOV WIDTH MOB.' WIDTH 1 RT. 12.0 RT. 12.0 R.. 12.0 RT. 12.0 2 T.. 12.0 T.. 12.0 T.. 12.0 T.. 12.0 3 L.. 12.0 L.. 12.0 L.. 12.0 L.. 12.0 4 ... .... ... .... ... .... ... .... 6 ... .... ... .... ... .... ... .... TRAFFIC VOLUMES NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LEFT 266 122 207 98 THRU 574 717 285 282 RIGHT 16 11 406 121 TRUCKS i'1.) LOCAL BUSES C #IHR? PEAK. HOUR FACTOR NORTHBOUND 2 1 1 SOUTHBOUND 2 0 1 EASTBOUND 5 1 1 1-,WESTBOUND 5 0 1 PHASING Nr' S : 4 . BOTH TUR14S PROTECTED r, (.,,1 I TH OVERLAP) E/Ul :4. BOTH TURNS PROTECTED (UllTH OVERLAP) PEDESTRIAN ACTIVITY 1. 0 - 99 !#PEDSIHR7 CYCLE LENGTH 90 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND HRH I -RIGHT 317 389 303 218 LEFT 242 87 184 63 LEFT TURN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 266 122 207 98 ADJUSTED VOL 242 87 184 63 CAPACITY 0 0 0 0 MOVEMENT N/A NIA NIA NIA r • Z� MATTHEW J DEL I CH CRITICAL MOVEMENT ANALYSIS LEMAY/RIVERSIDE AM AJ 2y PM 8$?90/2010 DATE LEVEL OF SERVICE B SATURATION 64 CRITICAL N/S VOL 622 CRITICAL E/W VOL 440 CRITICAL SUM 1062 ' NORTHBOUND LANE GEOMETRY SOUTHBOUND EASTBOUND WESTBOUND LANE MOV WIDTH MOV WIDTH MOV WIDTH MOB.' WIDTH 1 F.T. 12.0 RT. 12.0 R.. 12.0 RT. 12.0 2 T.. 12.0 T.. 12.0 T.. 12.0 T.. 12.0 3 L.. 12.0 L.. 12.0 L.. 12.0 L.. 12.0 5 ... .... ... .... ... .... ... .... 6 ... .... ... .... ... .... ... .... ' TRAFFIC: VOLUMES NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LEFT 319 94 170 95 THRU 480 572 348 241 RIGHT 53 15 316 100 iTRUCKS LOCAL BUSES (#./HR) PEAK HOUR FACTOR, NORTHBOUND 2 1 1 SOUTHBOUND 2 0 1 EASTBOUND 5 1 1 WESTBOUND 5 0 1 PHASING N/S :4. BOTH TURNS PROTECTED (WITH OVERLAP) E/W :4. BOTH TURNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY 1. 0 - 99 (#PEDS/HR) CYCLE LENGTH 120 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND HRI 1 -RIGHT 286 313 369 185 LEFT 309 68 154 71 LEFT TURN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NPUT VOLUME 319 94 170 95 ADJUSTED VOL 309 68 154 71 1 CAFACITY 0 MOVEMENT N/A 0 0 N/A N/A 0 N/A Fn%PPEND I X D 1 1 1 �I 1 1 •oo ZFx �.`�� Z P.o.v o ZN'O Z 0 G M 01100 F- D O. n D O O N -- U 0- 0 0. 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