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Home My WebLink AboutBURGER KING AT THE MARKET PLACE PUD - FINAL - 21-89B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYTHE MARKET PLACE SITE ACCESS STUDY FORT COLLINS, COLORADO APRIL 1989 Prepared for: Rosenbaum/Dean 101 North Cascade, Suite 400 Colorado Springs, CO 80903 Prepared by: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 EXECUTIVE SUM1`1ARY The Market Place is a proposed commercial use develop- ment located east of South College Avenue and north of Troutman Parkway in Fort Collins, Colorado. This traffic impact study involved the steps of trip generation, trip distribution, trip assignment, capacity analysis., traffic signal warrant analysis, traffic signal progression analysis, and accident analysis. This study assessed the impacts of the Market Place on the existing (short range - 1991) and future (long range - 2010) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded- - The development of the Market Place is. feasible from a traffic engineering standpoint. At full development of the Market Place as proposed, approximately 6,400 trip ends will be generated at this. site on a typical weekday. Some of these will be from the background traffic already passing by this site. The land to the north will generate approximately 3,100 additional daily trip ends when it is developed. - Using the existing peak hour traffic volumes, acceptable operation exists at the College/Troutman and Troutman/Pavillion access intersections. - By 1991, given the existing traffic and proposed development of the Market Place, acceptable operation will exist at all key intersections. The geometric requirements on Troutman will be minimal given the existing location of the Pavi11ion Access. This constraint may necessitate side - by -side left -turn lanes at this location. - At full development of the Market Place, the land to the north, and considerable other development (east of JFK Parki,.iay) in this. part of Fort Collins, acceptable operation is achievable at the College/Troutman intersection with double left -turn lanes in the southbound direction on College Avenue. Left -turn exits at the Troutman/Access intersection �.1li11 experience some unacceptable operation during the peak hours. This not 1 i kel y last for very long. The delayed ,peh i c 1 e=_. vii 1 1 be on -site and wi 1 1 not negatively affect the public street system. It is anticipated that JFK Parkvaay will serve a.s a recirculation street east of College Avenue, reducing some of the left -turn requirements on Troutman. - With proper tra.ff i c control and geometr i cs, the accident rate should be minimal for an urban condition. - The site plan acces.s. for the Market Place is in accordance with the South College Avenue Access Control Plan. I. INTRODUCTION This site access study addresses the capacity, geometric, and control requirements. at and near a proposed development knot�.,n hereinafter as the Market Place. It is located east of South College Avenue and north of Troutman Parkviay in Fort Collins, Colorado. This study addresses the traffic impacts. at two levels of development: 1) a short range future (1991) which includes the development of the Market Place as. proposed, and 2) a long range future (2010) with development of the Market Place and additional commercial development between the Market Place and the Fountainhead to the north. During the course of the analysis, numerous contacts were made v1ith the project planning consultant (Yergensen, Obring, &• LJhittaker, P.C., Architects) and the Fort Collins Traffic Engineering Department. This study conforms to the format set forth in the Fort Collins 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 =_.ignal warrants. - Analyze signal progression. - Analyze potential changes in accidents and safety considerations. I 1 . EX STING CONDITI OPTS The location of the Market Place is shown in Figure 1. Since the impact in the short range, as. well as, the long range is of concern, it is important that a thorough understanding of the existing conditions be presented. Land Use The i-larket Place parcel is bounded by the Pavi11ion Shopping Center across Troutman Parkway on the south, and the Sea Galley, Pic 'n Save, Best shopping center Across College Avenue on the west. Land to the east is vacant across JFK Parkway. Land immediately to the north is vacant with the Fountainhead Center further to the north across this vacant parcel. The vacant parcel t,.ias a=_sumed to have commercial development in the long range future. 1 � ^ V'_i'._'fl�l',:i y I,: '. 1•;.I lrfl'� IIosI)IrUI F°��+ - 01•^.•n tL� r _PARR�•p0 fa. .r . - r7 n • •/ P.m<. nl.uren u : ,n Re '• Re le. 1. 8R � � LyE c. a Ren,n eice tr v C N V D • srr a. a .rne >s p 0 +' " fO eR°r tsar Cf. 3 rr n•e i wr+ve - nm...ee Cr. E•f.ee�.•Rn er. a ln. _ c SNE RwC U � V I � peg '�° ' �� 7ed ^°• . .•.new Re _ 6 f1. i t r yniro... F - : `5 .1 "V a: F .•f n. .: C D. U h C Gam• toI J� is l/'T° 9.�. 'r uni r' no mint w. E ^ Sllew Re. PN3y! \ / \1 A. �n •d rNr •.... - .r S,°' C�• C R4i1 et. I R y'�€, ,^lN ew � t SM .r.er _ � r»•'ev l " p1f t pppp �'�ae • e.•. c�•se eye.°•re I r E N [ F� i et 4`' �� ,rr 'y fO c1. v.''i n J•nrte P (' f of R°Ilr M z le.rme St •'r' {y a [ cr r In.•. v. MOnrO rl,.n,f irl� a. d Z3[ - 'L tule&nae cl e•. etme i t . t w. H—t. Re` " 3 e •mqi len a N[..,e�. Lee r.' Noneroor R - E.o,Sc p. E 3 4w k' i i t I bMr >< f b •.•aod U'. ALL .....mot............ L;� )II+ndole Go�f wt rY+.. a n.e p.mon -A .•ri •°•` fr..,. ti .. :lrr.. t •E rot e ' �• t; le � - I r,. �� Ci ° T,ad,' ^ Al I [ reoore '- ` l f ' C (I WARREN LIRE . S, 6 ; The Market Place • r_ - � � � 21 _ _ I '. Lr Wyp,e •e. C re O • C ^ .� . `1 _ ° ➢� ` T—d n P v,.Y. m "..7° � -4^ - ♦ �by 4 4 " "� �• t QI i e•^ c 'd Cr" r •• I L r OIvi F we .� � c • _r. r. QI dw. _ � - 6 y lo.nre Z Rerr } zI ql. of er � , •., or �I Fer V R,I jI mI r I•. In Ct. re r � b ;r^rnrrr.r. • . ••. •.. I Jo(ulhRidge Greens f Golf Cour n •f u / ` - C i M.it fb•e M I In SITE LOCATION FIGURE 1 Roads The primary roads and streets near the Market Place are shoU.ln in Figure 2. South College Avenue (U.S. 287) borders the Market Place on the vest. It is a north -south street designated as a major arterial on the Fort Collins Plaster Street Plan. It has an urban cross section with three 12 foot lanes in each direction with a center turn lane. There are right -turn auxiliary lanes along College Avenue at various locations, most notably at the Pavillion Shopping Center and the Fountainhead Center. The posted speed limit is 45 mph in this area of College Avenue. Sight distance is generally not a problem along College Avenue. Currently, signalized intersections along this section of College Avenue are at Harmony, Troutman, Boardvialk, and Horsetooth. It is expected that in the future, signals will be warranted at College/Kensington and at a location north of Boardwalk, as documented in the South College Avenue Access Control Plan. Troutman Parkway borders the Market Place on the south. It is an east -west street designated as a collector on the Fort Collins Plaster Street Plan. Adjacent to the Market Place, Troutman is improved to a 68 foot curb to curb width. Geometrics on Troutman will be addressed later in this report. It is expected that Troutman Parkway will be posted at 35 mph. jFK Parkway is a collector street which will eventually connect Horsetooth Road to Harmony Road. It will primarily serve as a recirculation road, similar to the way Mason Street functions on the west side of College Avenue. Existing Traffic Daily traffic flow is shown in Figure 3. These are machine counted volumes conducted by the City of Fort Collins in 15166. In addition to the daily count data, noon Saturday and t.-�ieekday afternoon peak hour traffic data were obtained in April 1989 and fall 1988, respectively. The peak hour turning movements are shown in Figure 4. Existing Operation The peak hour operation using the volumes shown in Figure 4 is shot�.,n in Table 1. Calculation forms for these analyse are provided in AppendixA. Appendix B describes level of service for unsignalized and signalized intersec- tions from the 1985 Highway Capacity Planual. The College/ Troutman signalized intersection operates acceptably. The 2 Q N Z 0 a PRIMARY STREETS FIGURE 2 ln� HORSETOOTH N 0 0 0 0 Site TROUTMAN w o o o w O J O U HARMONY RECENT DAILY TRAFFIC COUNTS FIGURE 3 .0 w N w J O s z— U 70/56 40 ll05 i33-� 1 155/141 TROUTMAN 53/43 -► 103/80 -� 0 ja �— tJ Paviilion Sat. / Weekday PM RECENT PEAK HOUR COUNTS FIGURE 4 Table 1 1989 Peak Hour Operation Operation Intersection Sat. noon Weekday PM College/Troutman (signal) A (0.52) A (0.45) Troutman/Pavillion (Stop Sign) NB L A A NB R A A WB L A A Table 2 Trip Generation Daily Sat. Peak P.M. Peak Land Use Trips Trips Trips Trips Trips in out in out Phase 1 The Market Place 6400 363 367 252 269 94.0 ksf Phase 2 Land to the North 3100 176 177 122 130 45.5 ksf Total 9500 539 544 374 399 Trautman/Pavi1lion Access Intersection operates acceptably with stop sign control. III. PROPOSED DEVELOPMENT The Market Place is a proposed commercial use develop- ment located east of College Avenue and north of Troutman Parkway in Fort Collins.. It will include primarily retail uses.. Figure 5 shows a schematic of the site plan of the Market Place. As indicated earlier, two levels of analysis were performed: the short ranoe (1991) which includes Phase 1 as noted in Table 2, and the long range (2010) which includes development of the Market Place and the land to the north at a comparable development density. Access to this site is in conformance with the South College Avenue Access Control Plan. Service access from Troutman Parkway is proposed to line up with an access on the south side of the street. There will likely be no traffic between these two accesses. In order to share the driveway between two properties, this access to Troutman may be moved approximately 40 feet to the east. If this occurs, the curb cuts will no lonoer line up. This slioht off -set should not present operational problems for either, straight -through traffic or conflicting left turns due to the low traffic volumes anticipated. Troutman Parkway will have a center left -turn lane in this area. The street system in the area in the short rana_e was assumed to consist of the streets as they currently exist. In the year 2010, at full development of the Market Place, the street system was assumed to be what is indicated in the Fort Collins Master Street Plan with appropriate additions. The Iona ranoe analysis also assumed build out of the land to the north and east of the Market Place. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. A compilation of trip generation information was prepared by the Institute of Transportation Engineers in 1976, updated in 1987, and was used to project trips that would be generated by the proposed uses at'this site. Table 2 shows the expected trip generation on a daily and peak hour basis. The land use type from the ITE Trip Generation Manual chosen for the Market Place was. 100,000-200,000 square foot =_.hopping center. Included in the approximately 9500 vehicle trips generated on an average weekday are the 20-30 trucks which will service the needs of the proposed retail uses. A vehicle trip is defined as having either an origin or destination at the site. Fountain Head W Long Range Commercial D Z W Q W W J J O U a FA 0 TROUTMAN pp p,R Parcel M SITE PLAN FIGURE 5 In order to determine a level of other traffic that v-ould likely use College and Troutman near the Market Place, it toas assumed that by 1991 (short range), background traffic would increase at 2 percent per year. In the long range (2010), it was. assumed that background traffic would increase as reflected in the North Front Range Corridor Study. Trip Distribution Two directional distributions were determined for the Market Place. The short range and long range distributions used residential uses as the production variable. The distribution was performed by obtaining where the dwelling unit locations L,,ere, by Traffic Analysis Zone, and creating a gravity model. Data used in this analysis was obtained from the Fort Collins Planning Department. The trip distributions are shown in Figure 6. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The a=:signed trips are the resultant of the trip distribution process. Several land use generators such as shopping centers, drive-in (fast food) restaurants, 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 part of a linked 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 40%* was applied to the newly generated shopping center trips. 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 Generation Rates, FHWA/LISDDT, January 1985. 3. "A Methodology for Consideration of Pass -by Trips in Traffic Impact Analyses for Shopping Centers," Smith, S., ITE Journal, August 1986, Pg. 37. 4. Trip Generation, 4th Edition, ITE, 1987. 5. Transportation and Land Development, Stover/Koepke, ITE, 1988. W N 0 11w W � Site 0 10 % 0 15 TROUTMAN I N SHORT RANGE I N W W � Site 0 zo% u zo% TROUTMAN N N LONG RANGE TRIP DISTRIBUTION FIGURE 6 The procedure used to account for both pass -by traffic and primary destination traffic is as follows: - Estimate the trip veneration rate as is currently done and determine the total number of tripsforecast 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 trip=_will require that trips be subtracted from some intersection approaches and added back, in 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. Figure 7 shows the short range Saturday peak, hour assignment and the afternoon peak hour assignment of the Market Place generated traffic with background traffic in the area. Figure 9 shows the long range peak hour, assignments of the Market Place generated traffic with the background traffic in the area. Traffic Projections Daily traffic projections for the short range time period were obtained by factoring the peak hour assignment by 1/0.09. Figure 9 =_.how=_the expected daily traffic in this area by 1991 given the development as assumed in this report. For 20 year projections (year 2010), the usual source for projections is the Traffic Flow Map as provided by the City. However, the last Traffic Floe Map does not provide projections for this area of Fort Collins. Therefore, an estimation was made of traffic in this area by the year 2010 using the latest Traffic Flow Map, the North Front P,ange Corridor Study, and the knowledge of what has been occurring and what is expected to occur In this area of Fort Collins. These projections are shown in Figure 10. Signal Warrants Signals are not a.niticipated at the access on Troutman Parkway due to the proximity to the signal at the College/ Q N Sat./ Weekday PM SHORT RANGE PEAK HOUR TRAFFIC FIGURE 7 Q N Sat./ Weekday PM LONG RANGE PEAK HOUR TRAFFIC FIGURE 8 (0200 I 1400 TROUTMAN w 0 o l I w O -J O -J O o U Q N SHORT RANGE DAILY TRAFFIC FIGURE 9 Q N 14o0 I 1° 900 r �y TROUTMAN LONG RANGE DAILY TRAFFIC FIGURE 10 Troutman intersection. The right-in/right-out access does not require signal control. Signal Proqression Signal progression was evaluated as part of the South College Avenue Access Control Plan. The time -space diagrams from that study are included in Appendix C. Operations Analysis Capacity analyses were performed on key intersections adjacent to the Market Place in both the short range and long range conditions. Using the traffic volumes shown in Figure 7 and the existing geometrics, the Intersections operate in the short ranq_e condition as indicated in Table 3. Calculation forms for these analyses are provided in Appendix, D. It Is expected that all intersections will operate at acceptable levels (level of service D or better) during both peak hours. With the existing signal control, the College/Troutman Intersection operates acceptably. The short range geometric requirement, are shown in Figure II. The left -turn lanes can be accommodated on College Avenue. However, the left -turn lanes cannot be accommodated on Troutman Parkway. West of Colleqe, observation indicated that during the peak, hours, left-turninq vehicles exceeded the available storage and stacked In the through lane. It is likely that this would occur on the east side of College. There will be approximately 230 feet, from stop bar to stop bar, on Troutman between College and the access to the Market Place. This is not enough to accommodate the left -turn lane requirements, which minimumly total 325 feet plus taper. There is little that can be done to correct this. The access point to the Pavillion is established and It is proper that the access to the Market Place line up with this access. The 68 foot width of Troutman Parkway can provide the possibility of side -by -side left -turn lanes which can be accommodated using the minimum left -turn lane lengths. Detailed design is beyond the scope of this study. It is recommended that the proposed curb cut to Pad A from the right-in/right-out access be eliminated. This pad can get adequate access from the curb cut located approximately 200 feet from College Avenue. Using the traffic volumes shown in Figure 8 and recommended geometrics, the intersections operate in the long range condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix. E. At the signalized intersection, operation during the peak hours will Table 3 Short Range (1991) Peak Hour Operation Operation Intersection Sat. noon Weekday PM College/Troutman (signal) C (0.69) B (0.57) Troutman/Access NB L D C NO R/T A A SO L C B SO R/T A A ES L A A WB L A A Table 4 Long Range (2010) Peak Hour Operation Operation Intersection Sat. noon Weekday PM College/Troutman (signal) D (0.80) C (0.70) Troutman/Access NO L F E NO R/T A A SO L E D SO R/T A A EB L A A WB L A A T = Taper SHORT RANGE GEOMETRICS FIGURE 11 be acceptable with a double left -turn lane in the southbound direction on College Avenue. Without this geometric improvement, the intersection will operate very inefficiently as indicated by the unacceptable operation with the existing_ geometrics. Left -turn exits from the Market Place and the Pavillion will experience level of service E operation during the peak hours. While unacceptable, there is little that can be done to improve this. This condition will likely last for only a few minutes (15-30) during the peak hour. Provision of a left -turn lane and a through/right-turn lane will confine delays to only those vehicles desiring to turn left. However, most of the traffic assigned to these movements do have alternative means of egress which may be a little longer In distance but will be shorter in time during the peak hours. Figure 12 shows a schematic of the geometric requirements at each analyzed intersection under the long range condition. Much of the geometric discussion in the short range applies to the long range condition. In the long range condition, even the minimum left -turn lane lengths will not be able to be accommodated on Troutman Parkway east or west of College Avenue. It is hoped that the recirculation roads, Ma=_.on west of College and JFK Parkway east of Colleo_e will remove some of this traffic from this area. The right-in/right-out access from College Avenue is in accordance with the South College Avenue Access Control Plan. College Avenue has three lanes in each direction in this area. According to Section 4.7.1 e. of the State Highway Access Code, "Where there are three or more through lanes in the direction of travel, the Department will normally drop the requirement for right turn acceleration and deceleration lanes. However, each case shall be reviewed independently and a decision made based upon site specific conditions. Generally, the lanes will be required only for high volume access or L,.,hen a specific geometric safety problem exist." The site plan shows. a right -turn deceleration lane into this access_.. With the 45 mph posted speed, a deceleration lane of 375 feet Is required. The tangent distance south of this access. is 420 feet. This is long enough to accommodate the northbound right -turn deceleration lane (Including taper) and allow a. 45 foot "bulb" just north of the Troutman curb return. The taper should be included in the overall deceleration lane length due to the physical constraint and since the deceleration lane is not absolutely required according to the access code. This combined deceleration lane and taper has been designed at other locations, most notably at the right-in/right-out to the Pavillion Shopping Center. As previously stated, the access to the Market Place is in conformance with the South College Avenue Access Control Plan. A right-in/right-out access is recommended at the approximate location proposed in this plan. While not Q N T = Taper LONG RANGE GEOMETRICS FIGURE 12 suggested in the South College Avenue Access Control Plan, a left -in only at the proposed riqht-in/right-out access to College Avenue would decrease the number of left -turns on Troutman Parkway. This, In turn, Improves the operation and the left -turn lane requirements on Troutman Parkway. It is not suggested that this limited left turn be implemented as part of this plan, but rather that it be considered as a potential solution should operation of the area streets warrant it. This potential solution will require more analysis and design considerations that are beyond the scope of this report. Accident Analysis In 1985, 1986, and 1987, there were 13, 14, and 15 accidents, respectively at/near the College/Troutman intersection. This. is 7% of the accidents that occurred in the South College Corridor (Swallow to Trilby) In that same time period. While no one /.,ants an accident, some are inevitable. This number generally is at an acceptable level for urban conditions. The recommended control devices and geometrics should minimize vehicular conflicts and maximize vehicle s-eperation. Therefore, the accident rate should be at its minimum for a typical urban condition. IV. CONCLUSIONS This study assessed the Impacts of the Market Place on the exi=_.tina (short range - 1991) and future (lonq range - 2010) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: - The development of the Market Place is feasible from a traffic engineering standpoint. At full development of the Market Place as proposed, approximately 6,400 trip ends will be generated at this site on a typical weekday. Some of these will be from the background traffic already passing by this site. The land to the north will oenerate approximately 3,100 additional daily trip ends when it is developed. - Using the existing peak hour traffic volumes, acceptable operation exists at the College/Troutman and Troutman/Pavillion access intersections. - By 1991, given the existing traffic and proposed development of the Market Place, acceptable operation will exist at all key intersections. The geometric requirements on Troutman will be minimal given the existing location of the Pavillion Access. This constraint may necessitate side - by -side left -turn lanes at this location. - At full development of the Market Place, the land to the north, and considerable other development (east of JFK Parkway) in this part of Fort Collins, acceptable operation is achievable at the College/Troutman intersection with double left -turn lanes in the southbound direction on College Avenue. Left -turn exits at the Troutman/Access intersection will experience some unacceptable operation during the peak hours_. This will not likely last for very long. The delayed vehicles will be on -site and will not negatively affect the public street system. It Is anticipated that JFK Parkway will serve as a recirculation street east of College Avenue, reducing some of the left -turn requirements on Troutman. - With proper traffic control and geometries, the accident rate should be minimal for an urban condition. - The site plan access for the Market Place Is in accordance with the South College Avenue Access Control Plan. 414PPEr40 I X . A MATTHEW J DELICH CRITICAL MOVEMENT ANALYSIS COLLEGE/TROURwJ40>RM &91 f4He DATE .......... a aw.. aa.aw a«araaaaaa LEVEL OF SER(.' A SATURATION 322 CRITICAL N/S VOL 678 CRITICAL E'W VOL 183 ..........w.a: CRITICAL SUM 861 ...................... LANE GEOMETRY NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANE MOV WIDTH MOV WIDTH MOV WIDTH MOV WIDTH I RT. 12.00 RT12.0 R.. I2.0 R.. 12.0 2 TI T.. 12.0 T120 T120 3 T.. 122.0 T. 12.0 L.. 12.0 L.. I2.0 4 L.. 12.0 L.. I2.0 ... .... ... .... S... .... ... .... ... .... ... .... TRAFFIC VOLUMES NORTHBOUND SOUTHBOU4D EASTBOUND WESTBOUND LEFT 93 179 165 43 THRU 1278 1IO2 53 40 RIGHT 26 195 76 70 TRUCKS (V..) LOCAL BUSES (R/HR) PEAK HOUR FACTOR NORTHBOL44D 7 1 1 SOUTMBOUND 7 1 1 EASTBOUND 1 0 1 WESTBOUND I 0 1 PHASING N/S t4. BOTH TURNS PROTECTED (WITH OVERLAP) E/W (4. BOTH TUPNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY ( 1. 0 - 99 (MPEDS/HR) CYCLE LENGTH ) 120 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND THRU -RIGHT 511 503 53 40 LEFT 73 167 143 13 LEFT TURN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 95 17. 165 43 ADJUSTED VOL 1-3 167 143 13 CAPACITY 0 0 0 0 t10VEMOft N/A N/A N/A N/A MATTHEW J DELICH CRITICAL MOVEMENT ANALYSIS COLLEGE'TROUTMAN a'n (Do' OA=E .......... • •LEVEL OFaSER ICE sAraaaaa:«• SATURATION 45 CRITICAL NIS VOL 593 CRITICAL E W VOL 141 CRITI CA I..SLH '34 •s...e.w..:+w.w. esae..a.a:aa.a.aa LANE GEOMETRY NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANE MOV WIDTH MOV WIDTH MOJ WIDTH MOV WIDTH 1 RT. 12.0 RT. 12.0 R.. 12.0 R.. 12.0 2 T.. 12.0 T., 12.0 T.. 12.0 T.. 12.0 3 T.. 12.0 T.. 12.0 L.. 12.0 L.. 12.0 4 L.. 12.0 L.. 12.0 ... .... ... .... TRAFFIC '.'OLL91ES NORTHBOUND SOUTHBOUND EASTSOWO WESTBOUND LEFT 76 I57 133 32 THRU Ii 10 1237 43 32 RIGHT 21 157 61 56 TRUCKS (%) LOCAL BUSES (R/HR) PEAK HOUR FACTOR NORTHBOUND 7 1 1 SORTHBOUND 7 1 1 EASTBOUND 1 0 1 WESTBOUND 1 0 1 PHASING N/S M4. BOTH TURNS PROTECTED (WITH OVERLAP) E/W t4. LOTH TURNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY f 1. 0 - 99 (RPEDS/HR) CYCLE LENGTH ( 120 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHSOLND EASTBOUND WESTBOUND THRU -RIGHT 444 542 43 32 LEFT 51 142 109 2 LEFT TURN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 76 157 133 32 ADJUSTED VOL 51 142 109 2 CAPACITY 0 0 0 0 MOVEMENT N/A N/A N/A NIA ✓aQp_i AVEk AC_ --1 - _ __l:. MAJO✓ _ - - -0 c.FAK HOUR EACTOR................................ i AREA POPULATION ................................ . 80000 NAME OF THE EAST/NEST STREET ..................... -P—an NAME OF THE NORTH/SUUTH STREET ................... Access NAME OF THE ANALYST ... .. ......................... MJD DATE OF THE ANALYSIS (mm/dd/yy).................. 1/14/69 TINE PERIOD ANALYZED ............................. ^e.60-'......'_ OTHER INFORMATION: INTERSECTION TYPE AND CONTROL ________________________________________________________________ INTERSECTION TYRE: —INTERSECTION MAJOk STREET DIRECTION: EAST/NEST CUN TROL TYPE NORTHBOUND: STOP SIGN Tk AFEIC VOLUMES _______________________________________________________________ ES MB NB SB ____ ____ ____ ____ LEFT 0 It 38 -- THRU 141 62 0 -- RIGHT BD 0 6 -- NUMBER OF LANES _______________________________________________ E! N� _ SE _______ _______ _______ :-AC:T� AK _VE___,E_SERVICE ✓49e-. _____________________________________________________________________ POTEN- Al.% -AL - ';AL .MEN' HARED RESE+VE - --_ ,-,A;AC:TY ~Af'F..:'Y F✓A':IT. :A✓A::'Y MOVEMENT __>r) c (PCPn) c (Pccn) c (Pcpn) - v LOS >n Rs >H _______ -------- _____________________ ____________ ___ ""- 60l 596 596 554 A r ' 9dA 984 984 977 A - 869 869 869 d57 A APPErAD 2 X B I r PaOT' gvB UE L a Mltr-eg The owmp. d m,mrr W level d wr•m ue m,tnl w the wlYsn d mlrvamlay. u ther are fa JI rypr d (-alrtle In mttnnman .wYa,a however. Ih to mnwu ue Iv r ranglY ranclued u they ue f« «b /c+litY tYpa In pre- rten <n.p<r>_ ene rea wh.n n.dn rltldd . dneamlrrnolt d bah the eI-nIY W krel d terrvx d th< ranhty. Fm aipmhud inter-auau Ih I -a ue wlYud sepu-1elY, W imply rckte0 to rsh elb. II u m11m1 w ruxe at th Iv:I. het-evv. Ibp herb nprnn -rd kwl o(.s•nr rot be fvllr mvdvM Io mlmte th menll opnldn d • kprWlred inGpactry uuly-u d Inlnncllw. rvolu in the mmpurtion d ./r nu« fro „d,ndw meremam W • oomp®t< •/c w rm 1nt nm d ml,d mo.m.rnn « la¢ owp .i1hm -the ;nlerseran The ./c Hen it Ih IuauJ a pnor¢ud me d Ito. w .n .p,,-h « dw %M poop d kw dunng • pek Iiwn meml d.— DY the —" d the .ppm¢h a deputed pow d W,n Lu<I d renla n cued m the renpe noppal dd.y pu r, k !m •viva. mvrv¢nn .ilhm the mlusetav SVhIk r/c W¢u dW>. Ihen .re «b pnm- en that nlde nrwglY .lal M1 such r the gmlin d pro - green•. Ieph d p,m ,lb- c h, I -ph. -M «hers Thu. fm any prep •lc eta. - rmp of delay •+tun may r iL and rnaa Fm thb reson. bah the epalry .nd k d d.,— d the mav-auw mmt be mrdvlh <vm,¢d. Thee Iwo wo- mqt ve else®d in deed N th f.11 -ug sendru 1 Cape-ty w sl,,ail In1-ra-ctbr- Cap¢irY .1 ietersatom is defied !a each -,,ravel,. Intn- sevron .pprwch npolY u the mu,mum nIe of Ito- (fro the mbym ppu ) -hkh -y p.a Ihmuph the inlersendn un- do pter.iling tnlfic amd--Y. Ind upW ualwn conditana TM nu d gow is penmlly me.mred m promd fro , I S-wn peed, W mpvtY k trod ,e .ebkle I>u hero. T �<oadrraru imlude.Wmnw each .ppre¢b. Ih dht tnbulrw d .ehklu by mo.v«nI (k/L th-gk nghtl. the nhkl< trR dinnbu,an -Ithrn ern monn,rnL it. Imuae d nd us d bu Hop rllhin Ih rnlmvyron ra pedmn.n —.9 go.a W prk,ng mo.rnsnu -hhm'h btela¢t1w < Rwd,, Y <wdirk-r ;and, III, bmk paometrio d the I,. wludmp Ih numb W .Wlh w Iuln gmdm W Wnus Jbmliom I;MWing ,Athg lane). Sipna/varron condiraw+ I«lode It fall hfimtan of the 'pal phmng. Inning, ry, If entml. W v 1-1— d npml prepmtw w ec1i .ppo-cR The mpuip d denguld 1- a 6•n•p of 1.- within an ,pp,ouh m.V am h u.Imld W dvermrmd m-g Inc pro- mfurn d Ihh ch.pu. Thn may h do¢ Io mi.Ie I.,m smnp a,neulu mo.emcnt m mmemmla s¢h u u cardvure nph- m le0-nn kr,. la¢a n derpnud fro sep-nte .nalYda an ,dared Ion "lava grope" The ptocdurt h<ran mnv m PhII,b In fa .ne .M I,a. spore lane pwp ahwld'h devpv.ld ,v u ,pp k Gp.nly -t ugn.hd mlerselbm k lvsd w the cnr,c,91 d utamron fb-.nd utunlan pow nln Sarvmr.on /Iv- m k defiwd n Ih m.umum n1e d flow IMI nn pm lhrosph p.rn in ,on .ppv¢h ¢ kite pwp vlldu pm -,ling Inlfie -1d retl.-Y amnditim. mumng Ih,I lb,pp-h m kr,e pwp bad IOD I—, d rel lime .rub,W r d-.- I- vm. Stunlwn hn nre n pro Ihe mnhol -,-,I in unru d nbkb per lour d Ifarm, Arco, Ims (r hg) HJGUWAY CAPACITY MANw.i.. S.R.209-, TRB/NRC. JAsu• D.C. 198 S- Tha /Ivw nrm fa . pre apgruch m Im< paw v Oe61sd Th, mlral ./ c rrn for 1Y Ieta,sla. s tldeed iv tenu u h ntro d the -carol Ito. me for it. .r*,-1, m Iw d mlrml We tree, «•Apraache group r. Io Inc uluntron go. nu. The III-nw n Arm Ih< Ymhd. 1 r/r I.. (« ,pprmch a kne pwp i. s The npmn d. fitrvl one poop m.,p,o b euy h toted X. - Ws). x ICAC-01 (9.5) rhue - op.nl�d lane croup a .pprorll - in Wh: +.- do-nn im Wegawpa.ppmcM1 in rphF W If/C), - l•� nIro fa klte Gawp «.ppmch i. The n n d go- n Io ep¢i1Y, r/r. is p•rn 1h mnbvl Xin wlym Thnnt--Yrnhol is ntroduod In lhk ch.pu Io enphmm 1h vrwg rd,uwnbip d mp-cary 10 ug. n,llul,m Iud, am, .M !a mru - -,u the h1m which abv Id- 1. Ihn nn.bk r 1. -d p 0( utumn•. Fro it V- We grap m -ppa¢h f: A - Wch - 04 x (I/C)a (+t) A - -A/pr - (,p)./(s/C). .here nlia fm I- pwp m ii p h i; r, - ¢1w fiv. nu ra Wv poop a eppo i m rph; +, 1on Ito. nu fw Iw pwp «.ppo.ch i I.r hg:W e-- p® time fa l.¢ pwp i m .ppmeb i VJIv. of X, rtnK flly, I.00 -hn th IWI, rut m i ii n- pnry Io 000 .ern the fie- nre h xm The m-Iy dlhe run inlersetan n wI. vpi6nnl m.apt end n r,al Wm .N dliimd have. R,rt1Y doll mwaneu uaomt vlvnld ,t Ibi, ume tom d der. 11 n th .IeihtY d iMlvidml moranm men Ihwlh 1h rhh .ame dfioeney .h.h kohe rnvd ooann mtAweb rapec+I, m i d vWhy in Ibe wlysn d npW- icd intrr-avoro ,. horerv. Ih —I ./c nev X,. Th. i. ../< nId fa Ih Intmalron r . -bn1. mnadrai s mly th Iw pwp a ,ppm.cb Inc hii- tb, hipwt fie- new. r/a (a • pre upn.l pi - If ... g Ih vmr Aran I- Oenvtlly, am d Ihne Iwo ,pprorhn rill rmu,re more Aran umc Ihu the qb li... i< well here • higb go. anal Tlm .wd h Ibe "mhvl" .ppo¢h fa the tubj¢.1 ng" ph. Each upW ,hue -ill lu.e . mlld kne'r -p m.ppro-ch tb dmrwrw th peen m< rmwremeu fro IM phut v/hm .pal phun -1,'p. Ibe dnl,fimin. d tbs mtral 1-rte pwp a .pprv¢b k tome-1uI mmpn. ud h disard ,n the "Mvhoaobp.• to tun d thv ch,i c .hoe X. - -1.9 r/r nti. r¢ the inlen -; mom. - It. tpmm-1im d fi - nlim fro JI mo- ;el krle ltwp m .pprmcnea r: e - cKk Imph. aae W f. - toW by vme pn cyek: nmpuled u the faro d'Y1m-up"WchanK mlm-1 lvn m Ih prom d the rh ' .h. tvrJ uvd by e.htcl. fro eeb —I vp w phut Tiro m.-I- i. IvefW u er I—g the o.er.11 Inlnsmipe .rlh repro 10 the polnarlm W nut cak Imph ,weld, .d is ,ko wdul m wF npul trmmp .hen Ihry v wI krro.n m tpmfid by led plge a pncdurn It pre the •/r nw /« .II maid marm.env arummp tbt preen tmv hu ben .ppoputdy a paaponnmllY .filmed. II u lherefan pmibk Io lure , m1in1 r/c nw d Im Than I.W. W trill lure indiridtW mo.vnmu mnvlanld .nthin ih, .gw -l. A cried r/c eta kv then 1 00. however. don Ipdvn Out .11 mormxnu m the ,nleaatron mn h .aeom- mdud nehin the defined ryde Imph W phm rm„mee by p"Im'tiwly 1111-9 pmr urns In e.v,cr- 0s 1oW .rJ4 .ble pan Im m the ,hue semnrlm h tlml,.le to bulk W u if properly JIm1eA The ,wvsn d nmory m IAu cb.pn famue w the cps pulivn d ulanliw Ib- nIa r/c nova W mpadlln fa ram .pprwrha m kry prw, d rue mlenvtaa Pram dare fro thee campulraru ve dumbed In Aura hod in tbe'M<tboddopy' W "Rmdurn fm Apphnleon .evam d ch. duper. la-.t w g.rrrc. Im g.prs..t-d M1n-v,Iutt- I<RI d rervlts fm .,chard mlenatwn k defitvd in Ierrm d d-k, Delay k . mr.vn d dery dkcwnfon, frlmntav fuel emevmgan. W Iorl Inrd Inc,. Spmficallr, Inelof- suld in I— d the .ru.p copped delay pv nhkk fm - 15-men .-I - period. The cmcau ere pre, n T.bk ". Dekr -Yv be ,—,I In the lick. ,r roar h uum.hd minx ,camel rn prm,td It- ;n hr. clugv. Dd., h wmpiea rococo. W u depehnl w . nambu d nnebka ialvdmp Ih 9mlay d paopmvl. Ih trek Imph, the pI- ntw vd the •/r nId rm Iht ker paw « .Pp -b n 91rverw. Lsb/rnrke A dexyib opu.Itom -;IA rvY low deLY, ., b Ilan S.0 sec pv rrdlkle Thv omen .hn pepeuor nlmalf kronble. W nIm .dncle .mn aunng Inc pm, ,hue Mm nhklu da na tam .I till. short hhrm my .In Ion -I. w b- hkY. L-W-,m..r< 0 durnbe operntane -I1h hby in the nnp< d 5.1 w 150 as per.ehal. Thn 9v,u.11, ocean -1Ih p III pmgrmen .rd /m ahon trek k-pb.. Mon -fi- -1w Ihu fm LOS A. emmg hipb k-bi d .cease hl-y. L-",*rervn C dsrrhe opu — r;th &U, ;n the -" of 15.1 10 25.0 >a pu rehnk. Thee h,fhe -n m,y ..It from Wr pmpm,w W/or longer cak j-,N Ird;vrdw trek fJluav m-Y bepn Ia .peer ,n thi. teed. The number of nhkb sloppng Is agn,finnl .I thk kM. Jthwgh many will pm thrwph the ,nteaxnwn nlhwl noppnp. Lral 1+emre D dnmb opentam -I1h deter in the ru,pe of 25.1 w 40.0 w per Hoick. At Iml D. Ih m0uerre d oalpalron bacvmu men wl,mbl. lanty hl.y- m.Y vault fnm torr,e ambm.uon d uvf..anWe propruan, bop trek knpth. m high ./c nl,m M.IIY •ehxb -1w..M ,hc pao- pman d rehkln not swm.g elation IIdlrlaw rycic fJl- -hl. v L_i-f--snx<E devnb wcnitom rdh delay In the Hoge d.01 w 600 vc W rehcl. Thv v nnudnd to, Ih omit d vzepubh, hkY. Thee hill, dd.y -- lew.11Y irdint< pm popenwa Iwg cyek knpha .d highIn- d;rdu.l cyck f.Ilurn .n (rmuet o¢unwca f-tl-tIf rrnn F dnmb ope-Inm nth del,y ,n — d 60.0 - - vehicle Thu k enkhrd Io be anon pubk to -1 dorm, Thb wrdilian dtm oven nth ovva-Ivmaa .hen .rtiral Ito. ntv earzd IAe opanlY d 1h<,nter-a- tvn It In-y .Iv mar .t Ingh r/r nnm hb- I.fA r+th many indivdml crck r.l.- Pam �vo�a®e1.M beg trek Irnpb roar .bo be wjm mttwbiI-g note Io such dd., Icvck B I" Cap." lw-1 w l.rrb Bmme d,kY k - ®rob meavre its-,-.h;p Io m- p.o1Y a ebo mmpki The kv<b of l— of T.blc 9.1 h-a Emt eauMkhd brd w IN ,¢<plJt:iilY d r-rrom dd.n I. dyne II i. I,,,P vl to n«t Out III rnnmq h wI mi-d mpnty In ...Pk a¢ -tom fnhan. m in ,core,, ch-gaa, Ih ben bwnd If LOS E hIi ben defied to b< mp- T. i... the ./c n1a is, by de6mtion, I W. Thu u nw A, cv-r fro IN procdurn d 111h elope. It I, pa®bk, f« ewnpk, w h-a Iklm In the nnpt d LOS F Ivucnpl.bk) rh,k III, r/, n1a,. bcbw IA0 polo, r to- n 0.75-0.15- very high d,kn o ,m it s¢h r/e olio. .I- arll< cpnbin.Iron f 11he (db.rng cadilivry u;w: 11) the trek Imph h beg, (2) the We ,reap m 9untrpn k dk- W - st"I (hu. bop rrA -I vgw Iiminb -ne/m (3) the u l propvan r« the -bp emo.emenv a pmr. Tl.e I. who Potable - uned .p,-ch a lute grwp fi-e. r/c nw - 1 W) roar tun b- dd-y- if.- (1) 0, aTek knph it then, W /a (2) eke ngn.l propmtw k f. - -Mr fro the toblect mo.emnt. Thw Ih haipnuralt d LOS F dm+.or ,momaunliy ImgY t1ul Inc mIv-aaan, .ppo.1. « kl,e glove Is omb-dd, nor doe . kM d servrm In Ire A b E neK .vlam.11ellr ,mplY IMI Ihm v -med npblY nd.W ' The pacdure and n+tUad. d Ihk cl,Wq rnl.in th -n.l- 1- i d boll, mpavlY ,.d kaM--errt<s mdllam Io fully crJu4 lh opmlan d. nen.had ,mer.eclron. It k mpu- nInn1h-1wI--Ibe--row--b" fIh« Iro comepls u Ihy apply I. w'. -I-- LEVEL OF SERVICE CRITERIA FUR UNSIGNALIM INAB999TION9 Level -of -service criteria for unsionaIized intersec- tions are stated in very general terms, and are related to general delay ranges. Analysis for a stop- ar- yield-controlled intersection results in solutions for the capacity of each lane on the minor approaches. The level -of -service criteria are then based en the reserve, or unused, capacity of the lane in question. expressed in passenger cars per hour- (PCPH). RESERVE CAPACITY LEVEL OF (PCPH) SERVICE ---------------------------- 4 n0 A 200-299 C 100-199 D 0- 99 E EXPECTED DELAY TO MINOR STREET TRAFFIC ------------------------ Little or no delay Short traffic delays Average traffic delays Long traffic delays Very long traffic delays -When demand volume exceeds the capcity of the lane, e::treme delays will be encountered with queuing which may cause severe congestion affectinq other traffic movements in the intersection. This condition usually warrants improvement to the intersection. Reference: Hiylir)ay Capaci.ly Manual_. Special Report 269. Transportation Research Board, Nation - a] Research Council. Washington, D.C. 1985. ARRe"E> I X C EFFICIENCY, 24 7 ATTAIHASILITY, 64 INTERFERENCE, 24 --------------------------------------------------------------------------- ItO. ......... TIIIE-LOCATION DIAMAt.......... DISTMKE SPEED RIOWSOUFID ... READ DO M LEFT RIOHT LEFT RIGHT I xYYXXXXX xXX)D(X)G0D0000C 13f0 0 33 33 2 XY.XXXXXYXXXX 1170 1It 0 37 33 3 Y.xxxxxxxxX XXXX)CCXYYX BfO 1170 37 37 4 X XXXXXXXXXXXY.XXX I01 STo 3S 33 S XxYXY.xXY.)O!Y.YxX XYY.X 740 to 70 33 3S 6 XXXYXXXYXXXX XXXXXXXXXXXX 1880 740 33 37 7 r.X )=Xxx 1530 ..Be 33 27 0 XXxx XXxX)OCM0001 1320 1330 37 37 f S30 I. 37 33 10 XX)O0O00( 0 3" 33 33 IR). OFFSET .........TINE -LOCATION VIAORAM.......... PHASE LENGTHS LEFTBOUND ... READ UP 1 2 3 4 S 6 7 0 1 20 XXXXXXXXXXXXXXX XXXXYXX 47 37 2 97 70 30 3 70 Y.Y.XXxXXY.XXXX X)OCXXXXX 72 48 4 62 Y."XXXXXXXXXXXXX X 60 40 S IS XX)<X XXXXXXY.XXXXYX)C 76 44 6 20 XX)OOCXXXXXX XXXYY..XXXXY)CXX 40 60 7 113 xxxxxxxxxx 75 27 8 60 XXXXXXXXYXX X)OOOC 60 40 f 0 100 t0 20 xxxxxxxY. XXXXXXXXXXX)OM 44 56 TIME SPACE DIAOP014 ROUTE, COLLEOE AMMUE DRX-HAR COIIENT, P.UIS CYCLE LENOTH 110 SECONDS, SCALE OINCH•40X OF CYCLEt I LINE- 264 FT rrrr.rrrr...... rr.... %............................PHP.. 0........ 4............. 2U4[vALD xxxxxxx • 3 5w:u 0 XXXXXXXXXXXX I• 1000WW=XX VO XX)00000OOM ' 4 Fo"PNa SCXX � XXXX)OW ' S Ne.Yrt61F I ' 6Neee0..1—rR X)00(XXx)(>DCXX)x XXXXXXXX)OO()O(XC - )XXXXXXXXX• Pb-r. ' 7e.aV.A6C.Y.XXXxx )00000( -.-.-)00000c .. .. I C OTaoufMAWXXXXXXXX ..._— I.—.. xxxxxxxxxx- xxxxxxxxxx---. IoNAEMeuy =1000Covaxxxx xxxxx)ocxxr,)otxx xxxxxxxxx' _..-...-•••••--•-•--...._........_.............................................._.. SIGNAL PRociRt✓SSION NORTR OF HARMOWY F16'URE 1 r PAIRM OTH LEFTI 39 See RIGHT, /t Set PERFORMANCE INDEX, 31 EFFICIENCY, 337 ATTAINASILITYI 97 INTERFERENCE, 22 Iro• .........TIME -LOCATION DIAGRAM.......... 01 STAUICE SPEED RIGHTGOUID ... READ DOWN LEFT RIGHT LEFT RIGHT 2 XXXX XXXXXXXXXXXXXXXXXXX 720 0 /0 10 3 2700 720 90 10 1 XXXXXXXX OOXXXXX t9S0 2700 10 10 3 2930 1980 10 10 6 XXXXXfXXXX 2640 24?0 10 40 XXXXXXXXXXXXXXXXXX 0 2640 10 10 140. OFFSET .........TIME -LOCATION DIAGRAM.......... PHASE LETIOTHS LEFTPOMD ... READ UP 1 2 3 1 7 6 7 0 I 10 XXXXXXXX7fXXXxxxxxXX XXXX 1/ 76 2 O 100 2 32 I0 XXXXXXXX00000(X 60 10 1 0 100 3 12 XY_'IXY.Y.Y.-.X 73 23 6 __-------------------------- 33 XXXXXXXXr-CrXXXXXXX ____.______ 37 13 TIME SPACE OIAPPAII ROUTE, COLLEGE AV94UE HAR-TRIL COI A IEI IT I RLNS CYCLE LENGTH 110 SECOIIOSI SCALE IINCH-90V OF CYCLEI 1 LINE- 261 FT 1 �4t�Te.,v 70fXXXxxl0oory — X-77' ................... w........................................... \l... 0.......... SIGNAL PROGRESSION SOUTH OF HARMONY FIrtURE 2 AP'PEND I X D> MATTHEW J DELICH CRITICAL MOVEN ANALYSIS COLLEGE/TROUTMAI E9®'i8'7^ DATE .a.w.aa.aa.w.a.aeaaas.sa.a«..+e.e LEVEL OF SERA CE C SATURATION 69 CRITICAL WS VOL 923 CRITICAL E/W VOL 221 s.as+awaaawwaw.as.«ss.aaasa.e:..s.aa CRITICAL SUM .. 11 LANE GEOMETRY NORTHBOUND SOUTHBOUND EASTBGlNO WESTBOUND LANE MOV WIDTH MOU WIDTH MOV WIDTH MOV WIDTH I RT. 12.0 RT. 32.0 R.. 12.0 R.. 12.0 2 T.. 12.0 T.. 12.0 T.. 12.0 T.. l2.0 3 T.. 12.0 T.. 12.0 L.. 12.0 L.. 12.0 4 L.. 12.0 L.. 12.0 ... .... ... .... 3 ... .... ... .... ... .... ... .... TRAFFIC VOLUMES NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUNO LEFT 99 361 172 166 THRU 1356 1091 77 64 RIGHT 74 203 79 It TRUCKS (Y.) LOCAL BUSES (R/MR) PEAK HOUR FACTOR NORTHBOUND 7 1 1 SOUTHBOUND 7 1 1 EASTBOUND 1 0 1 WESTBOUND 1 0 1 PHASING WS N4. BGTH TURNS PROTECTED (WITH OVERLAP) E/W )4. BOTH TURNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY s 1. 0 - 99 (MPEDS/HR) CYCLE LENGTH ( I20 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND THRU -RIGHT 352 501 77 64 LEFT 77 371 150 144 LEFT TURN CHECK NORTHBOUND SOUTHBOUND, EASTBOUND WESTBOUND INPUT VOLUME ov 361 172 166 ADJUSTED VOL 77 371 130 144 CAPACITY 0 0 0 0 MOVEMENT WA WA WA WA MATTHEW J DELICH CRITICAL MOVEMENT ANALYSIS COLLSSF -TROUTMAN DATE ..........a..a.................wwa LEVEL OF SERVICE B SATURATION 57 CRITICAL N/S VOL 771 CRITICAL E/W VOL 166 CRITICAL 3 1 937 ..................a...aa.w..waw.w.aaa LANE GEOMETRY NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LANE MOV WIDTH MOV WIDTH MOV WIDTH MOV WIDTH 3 RT. 12.0 RT. 12.0 R.. 12.0 R.. 12.0 2 T.. 32.0 T.. 12.0 T.. 12.0 T.. 12.0 3 T.. 12.0 T.. 12.0 L.. 12.0 L.. 12.0 4 L.. 32.0 L.. 32.0 ... .... ... .... 3 ... .... ... .... ... .... ... .... 6 ... .... ... .... ... .... ... .... TRAFFIC VOLUMES NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND LEFT 79 293 138 130 THRU 1173 1232 60 49 RIGHT 41 163 63 90 TRUCKS (%) LOCAL BUSES (R/MR) PEAK HOUR FACTOR NORTHBOUND 7 1 1 SOUTHBOUND 7 1 1 EASTBOUND 1 0 1 WESTBOUND 1 0 1 PHASING N/S :4. BOTH TURNS PROTECTED (WITH OVERLAP) E/W (4. BOTH TURNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY a 1. 0 - 99 (RPEDS/HR) CYCLE LENGTH ( 120 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND THRU -RIGHT 476 542 60 49 LEFT 55 295 114 106 LEFT TURN CHECK NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 79 293 133 130 ADJUSTED VOL 53 293 I14 106 CAPACITY 0 0 0 0 MGJEMENT N/A N/A W'A NIA '995 UN:,!FN AL i=E: INTERSECTIONS IDENTIFYING INFORMATION _____________________________________________________________________ AVEkASE kVNNIN(- SPEED. MAJOk STR'_ 7.............. 30 PEAK HOUR FACTOR ................................. 1 AREA POPULATION .................................. BOOCO NAME OF THE EAST/WEST STREET ..................... T^P1— NAME OF THE NORTH/SOL•TH STREET ................... A-5S NAME OF THE ANALYST .............................. MJO DATE OF THE ANALYSIS (mm/ae/YY).................. 4/14/89 TIME PERI00 ANALYZED ........................... ..�/T^�Q+'�S OTHER INFORMATION: ` INTERS_ECTION TYPE AND CONTROL ____________________________________________________________________ INTERSECTION TYPE: 4-LEG NAJOR STREET. DIRECTION: EAST/NEST CONTROL TYPE NORTHBOUND: STOP SIGN CONTROL TYPE SOUTHBOUND: STOP SIGN TRAFFIC VOLUMES _____________________________________________________________________ EB W5 NB 55 ____ ____ ____ --- ,EFT 224 16 64 33 THRU 161 96 5 5 RIONT 107 33 12 >BT NUMBEP OF LANES AN() LANE USAGE _______________________________________ WH NE ___ LANEI LANE USAGE TP CAPACITI AND _EVEL-UF-SERVICE >49-3 --------------------------------------------------------------------- POTEN- ACTUAL °LOW- - TIAL MOVEMENT SHARED c'ESE kVE k A•E iaPA':ITY -AP4•:!TY Al ai !'Y CA A.::TT MOVEMENT v(QCPhI C (PQPh) (PCQh? - IFCPH) - - - N LOS M SH R 'Sh ______________ _________ ________________________ ___ MINOk STREET NB LEFT 70 278 199 199 '19 D THROUGH 6 436 551 351 a45 > B RIGHT 13 959 959 > 635 959 > 615 046 A A MIMOk STREET SB LEFT 36 350 2' 277 241 C THROUGH 6 4!3 332 332 327 > 8 RIGHT 206 997 997 > 947 991 > 136 191 >A A MAJOR STREET EB LEFT 246 965 965 9E5 118 A NB LEFT t6 822 82Z B22 B04 A Y 1985 MCM: "NSI1N4L12EC INTEP___TI iN: 1DENTIFYINC !NF kMATiON AVEkACE RUNNING SRFED, MAJOR STREET .............. 3D PEAK HOUR FAC70k................................. 1 AREA POPULATION .................................. 50000 NAME OF THE EAST/NEST STREET ..................... T.oucman NAME OF THE NORTH/SOUTH STREET ................... A—.. NAME OF THE ANALYST .............................. MJD DATE OF THE ANALYSIS (—/dd/yy).................. 4/14139 TIME PERIOD ANALYZED ............................. __-19 OTHER INFORMATION: INTERSECTION TYPE AND CONTROL _____________________________________________________________________ INTERSECTION TYPE: 4-LEG MAJOR STREET DIRECTION: EAST/NEST - CONTROL TYPE NORTHBOUND: STOP SIGN CONTROL TYPE SORTHBOUND: STOP SIGN TRAFFIC VOLUMES _____________________________________________________________________ EB NB NB Ell____ ____ ____ ---- LEFT 164 11 39 24 TMRU 147 85 5 5 RIGHT 83 23 7 14=. NUMBER OF LANES AND LANE USAGE _____________________________________________________________________ Eb WE, NB 56 ---- ___ ______________ _______ LANES 2 2 1 LANE USAGE L • TR L • TR CAPACITY AND LEVEL-OF-SEvVICE _________--_ P49a-3 __________________________________________________ .,TEN- AC TVA_ ELON- 'I A- MLrVFNFNT RATE -AHACITY ^.APACITY MOVEMENT v,RCPH) (.-Pn) c tpcch) - -c- _ - - v L05 M -r MINOR STREET NO LEFT 43 359 25 2?5 C TMR OUCH b 512 443 445 4-1 A RIGHT 8 979 4>9 551 9>9 > fi38 972 >A A MINOR STREET SB LEFT 26 426 365 365 339 5 THROUGH 6 n91 426 426 420 > A RIGHT 160 997 997 > 955 997 > 790 838 >A A MAJOR STREET EB LEFT 180 98? 987 987 BOfi A NB LEFT 12 560 8b0 860 648 A APF UlVAD I X E c MATTHEWI J DELICH CRITICAL MOV EMn ANALYSIS COLLEGE/TROUTMAN T -. "20' ........s..... DATE ................. I.e LEVEL OF SERVICE D SATURATION 80 CRITICAL N/S VOL 961 CRITICAL E/W VOL 353 ..................................... CRITICAL SUM 1314 LANE GEOMETRY NORTHBOUND SOUTHSOUND EASTBOUND WESTBOUND LANE MOV WIDTH MOV WIDTH MOV WIDTH MOV WIDTH 1 RT.RT. 12.0 R., 12.0 R.. 12.0 2 T.. I2.0 T.. 12.0 T.. 12.0 T.. 12.0 3 T „ 12.0 T.. 12.0 L.. 12.0 L.. 12.0 4 L.. 12.0 L.. 12.0 ... .... ... .... 3 ... .... L.. 12.0 ... .... ... .... 6 ... .... ... .... ... .... ... .... TRAFFIC VpLL01ES NORTHBOUND SORTHBOUND EASTBOUND WESTBOUND LEFT 150 45D 230 240 THRU 1700 1500 130 I30 RIGHT 130 160 120 130 TRUCKS (V.) LOCAL BUSES (N/HR) PEAK HOUR FACTOR NORTHBOUND 7 1 1 SOUTHBOLN 7 1 1 EASTBOUND I 0 ! WESTBOUND 1 0 1 PHASING N/S t4. BOTH TURNS PROTECTED (WITH OVERLAP) E/W t4. BOTH TURNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY t 1. 0 - 99 (NPEDS/HR) CYCLE LENGTH 120 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SORTHBOUND EASTBOUND WESTBOLD THRU -RIGHT 714 646 131 131 LEFT 134 247 212 222 LEFT TURN CHECK NORTHBOUND SOUTHBOLND EASTBOUND WESTBOUND INPUT VOLUME 130 430 230 24D ADJUSTED VOL 134 471 212 222 CAPACITY 0 0 0 0 MOVEMENT WA WA WA WA MATTHEW J DELICH CRITICAL MOVEMENT ANALYSIS COLLEGE.TROUTMAN +M 9 DATE ............ea....a..............♦ LEVEL OF SERVICE C SATURATION 70 CRITICAL WS VOL S55 CRITICAL E/W VOL 291 CRITICL SUN 1146 ..................................... LANE GEOMETRY NORTHBOUND SOUTHBOIND EASTBOUND WESTSOUND LANE MOV WIDTH MOV WIDTH MOV WIDTH MOV WIDTH 1 RT. 12.0 RT. 12.0 R.. 12.0 R,, 12.0 2 T.. 12.0 T.. 12.0 T.. 12.0 T.. 32.0 3 T.. I2.0 T.. 12.0 L.. 12.0 L.. 12.0 4 L.. 12.0 L.. I-.0 ... .... ... .... 3 ... .... L.. 12.0 ... .... ... .... TRAFFIC VOLUMES NORTHBOUND SORTHBOUND EASTBOUND WESTBOUND LEFT 120 360 ISO 200 THRU 1400 I800 "1 100 RIGHT 100 130 300 120 TRUCKS (%) LOCAL BUSES (N/HR) PEAK HOUR FACTOR NORTHBOUND 7 1 1 SOUTH BOUND 7 1 1 EASTBOUND 1 0 1 WESTBOUND 1 0 I PHASING N/S t4, BOTH TURNS PROTECTED (WITH OVERLAP) E/W t4. BOTH TURNS PROTECTED (WITH OVERLAP) PEDESTRIAN ACTIVITY t 1. 0 - 99 (NPEDS/MR> CYCLE LENGTH t 120 SECONDS CRITICAL LANE VOLUMES BY MOVEMENT NORTHBOUND SORTHBOUND EASTBOUND WESTBOUND THRU -RIGHT 586 734 111 101 LEFT 101 194 159 HBO LEFT TURN CHECK NORTHBOUND SORTHBOUND EASTBOUND WESTBOUND INPUT VOLUME 120 360 HBO 200 ADJUSTED VOL 101 370 339 180 CAPACITY 0 0 0 0 HOVEMENT WA WA WA WA F985.HCn�..UNSIG�=LI2`O.Ij�E�SECTIONS ...........................4oe' IOENTI�YING INFORMATION AVERAGE RUNNING SPEED. MAJOR STREET .............. 30 PEAK HOUR FACTOR ................................. 1 AREA POPULATION .................................. $0000 NAME OF THE EAST/WEST STREET ..................... T—ut— NAME OF THE NORTH/SOUTH STREET. .................. A-66. NAME OF THE ANALYST .............................. MJD DATE OF THE ANALYSIS (NN/tltl/YY).................. 4/tA/89 TIME PERIOD ANALYZED ............................. OTHER INFORMATION: INTERSECTION TYPE AND CONTROL ----------------- _---- ______________-______________________________ INTERSECTION TYPE: 4-LEG MAJOR STREET DIRECTION: EAST/NEST CONTROL TYPE NORTHBOUND: STOP SIGN CONTROL TYPE SOUTHBOUND: STOP SIGN TRAFFIC VOLUMES --------------------------------------------------------------------- EB WB NB SB ____ ____ ____ ____ LEFT 320 BO 100 70 TMRU 190 130 5 5 R16HT 200 70 70 290 NUMBER OF LANES AND LANE USAGE --------------------------------------------------------------------- ES NB NB _______ SB ---- _______ _______ LANES 2 2 2 ` LANE USAGE L . TR L . TR CAPACITY AND LEVEL -OF -SERVICE Page-3 ___________________________________ __ POTEN- ACTUAL FLOW- TIAL MOVEMENT SNARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v(pcph) c (0coh) c (PCph) (pcph) v LOS 9 M ESN �R� ESN MINOR STREET NB LEFT 110 144 66 66 -44 F T NROUGH 6 274 170 NO 165 > 0 RIGHT 77 895 895 > 697 895 > 615 818 >A A MINOR STREET SB LEFT 77 183 106 106 29 E THROUGH 5 248 754 154 > 149 > D RIGHT 319 995 995 > 911 995 > 580 676 >A A MAJOR STREET ES LEFT 352 890 890 890 538 A WB LEFT Be 709 709 109 621 A v —_ `9 BS HCM: UNSIGNALIZED lNTERSEC TIONS ... !DENTIFYING INFORMATION AVERAGE RUNNING SPEED. MAJOR STREET .............. 30 PEAK HOUR FACTOR ................................. 1 AREA POPULATION .................................. 80000 NAME OF THE EAST/NEST STREET ..................... Tro,t.,n NAME OF THE NORTH/SOUTH STREET ................... Acce - NAME OF THE ANALYST.. ............................ MJO DATE OF THE ANALYSIS (—/dd/VY)............ ... . 4/14/89 TIME PERIOD ANALYZED ............................ .�aet� 09,9 40 OTHER INFORMATION: INTERSECTION TYPE AND CONTROL --------------------------------------------------------------------- INTERSECTION TYPE: 4-LEG MAJOR STREET DIRECTION: EAST/NEST CONTROL TYPE NORTHBOUND: STOP SIGN CONTROL TYPE SOUTHBOUNO: STOP SIGN TRAFFIC VOLUMES EB NB N6 SB ---- ---- ---- ---- LEFT 230 50 BO 50 THRU 190 110 5 5 RIGHT 150 50 50 230 NUMBER OF LANES AND LANE USAGE --------------------------------------------------------------------. Ep NB NB --------------------- SB ------- LANES 2 LANE USAGE L • TR L • TP CAPACITY AND LEVEL -OF -SERVICE Page-3 --------------------------------------------------------------------- POTEN- ACTUAL FLON- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v(PCPh) C (Pcph) c (pcph) cC SH R (pcph) < + . LOS P M S. ------- ----------------------------------------- --- MIND* STREET NB LEFT BB 209 126 128 40 E THROUGH 6 359 272 272 266 > RIGHT 55 922 922 > 757 922 > 696 867 >A q MINOR STREET SB LEFT 55 253 186 186 131 D THROUGH 6 330 250 250 2.4 > C RI MY 253 996 996 > 936 996 > 678 743 >A A MAJOR STREET EB LEFT 253 932 932 932 fi79 A NBLEFT 66 754 754 754 688 A