HomeMy WebLinkAboutPACE MEMBERSHIP WAREHOUSE INC PUD - PRELIMINARY - 76-88B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY•
TRAFFIC IMP�4CT AN.,-'I'LYSIS
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P A C E M E M BEE R S.711-l"IT -P VVA R
'
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Leigh, Scott & Cleary, Inc.
TRANSPORTATION PLANNING
& TRAFFIC ENGINEERING CONSULTANTS
Offices in Denver and Colorado Springs
•
1889 York Street
Denver, Colorado 80206
(303) 333-1105
'
September 26, 1988
Mr. Frank Vaught
'
Vaught Frye Architects
2900 South College Avenue
Fort Collins, CO 80525
'
RE: Pace Warehouse
Fort Collins, Colorado
'(LSC
#880910)
Dear Mr. Vaught:
'
We are pleased to submit our report of
the traffic impacts associated
with the proposed Pace Warehouse project in
Fort Collins, Colorado.
This study first provides a summary of
existing and future roadways
'
and traffic conditions in the vicinity of the development. Next, estimates
are made of the amount and directional distribution of vehicular traffic
likely to be generated. Finally, an evaluation is made of the ability of
'
the future roadway system to accomodate the
generated traffic volumes.
Where appropriate, recommendations are made
for roadway improvements and
traffic controls.
' We trust that our findings and recommendations will assist in the
planning for the proposed Pace Warehouse development. Please call us if we
' can be of further assistance.
Respectfully submitted,
I1 LEIGH, SCOTT & CLEARY, INC.
By 14,
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' Robe t E_ Lei h P.E.
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Transportation Systems • Transit • Parking • Vehicular Access • Pedestrian & Bicycle Planning • Traffic Operations & Safety • Signal Design • Traffic Impact Studies
TRAFFIC IMPACT ANALYSIS
PACE WAREHOUSE
FORT COLLINS, COLORADO-
Prepared for
Pace Membership Warehouse
c/o Vaught Frye Architects
2900 South College Avenue
Fort Collins, CO 80525
Prepared by
Leigh, Scott & Cleary, Inc.
1889 York Street
Denver, Colorado 80206
September 26 1988
LSC #880910
Section
A
B
C
D
E
F
Appendix
Figure
Number
1
2
3
4
5
Table
Number
1
2
TABLE OF CONTENTS
Description
Introduction . . . . . . . . . . . . . . . . . . . .
Existing Traffic Conditions . . . . . . . . . . . .
Future Traffic Conditions . . . . . . . . . . .
Traffic Generation and Distribution . . . . . . . .
Traffic Impacts . . . . . . . . . . . . . . . . .
Conclusions and Recommendations . . . . . . . . . .
LIST OF ILLUSTRATIONS
Description
Location of Pace Warehouse . . . . . . . . . . . . .
Recent Peak -Hour Traffic Volumes. . . . . . . . . .
City's Preferred Access Plan
and Year 2010 Background Traffic. . . . . . . . .
Directional Distribution and
Assignment of Generated Traffic . . . . . . . . .
Estimated Average Weekday Traffic Impact. . . . . .
LIST OF TABULATIONS
Description
Estimated Traffic Generation. . . . . . . . . . . .
Potential Signal Progression Comparison .
Page
Number
1
3
6
9
13
16
Page
Number
2
5
8
12
15
Page
Number
11
14
0 .
SECTION A
Introduction
The Pace Corporation plans to build a 100,000 square foot
Pace Warehouse in the southern portion of the City of Fort
Collins, Colorado. The location of the proposed facility is
shown in Figure 1. The site is situated on South College
Avenue approximately one half mile south of the intersection of
South College Avenue and Harmony Road. It is located on the
west side of College Avenue immediately south of a large
established plant and tree nursery.
The purpose of this report is to examine the traffic
impacts associated with the proposed development and to
determine the most appropriate access plan to serve it. In the
conduct of this study, the following tasks were completed:
o An analysis of existing highway and traffic conditions
was made.
o Future traffic conditions likely to prevail and
]proposed for the vicinity of the site were
investigated.
o The amount and directional distribution of traffic
likely to be generated by the Pace Warehouse were
f orcast.
o The traffic impacts of the proposed development, in
terms of site generated traffic as an increment of
total future traffic were determined.
o Alternative access plans to serve the proposed
development were formulated and evaluated in terms of
their effect on progressive traffic flow along College
Avenue.
o Access recommendations were made which could best serve
the development and preserve the operational integrity
of traffic flow on College Avenue.
•
higure i
,W/-� Location of Pace Warehouse
QDNO SCALE
1 oinh Srntt & Cleary Inc_
L
' SECTION B
' Existing Traffic Conditions
The proposed Pace Warehouse, to be located on South
' College Avenue, will be a regional facility serving all of
northern Colorado, especially the communities of Loveland and
' Ft. Collins. Virtually all of its traffic impact will be felt
on College Avenue. Thus, this analysis has confined itself
primarily to that portion of College Avenue between Harmony
' Road and Trilby Road, a distance of two miles.
College Avenue is a 88-96 foot wide major arterial roadway
with two moving lanes in each direction, a 16-20 foot wide
painted median, and a continuous right turn lane along each
side of the roadway. It has complete curb and gutter
construction along the edges of the pavement. The speed limit
along College Avenue is 50 mph. Much of the eastern frontage
of College Avenue has a developed frontage road along it. This
frontage road is set back from the main travel way only about
20 feet and the frontage road is about 30 feet wide. It is
obvious that at one time the policy was to construct a
continuous frontage road all the way from Harmony Road south to
Trilby Road. A frontage road now exists from Palmer Drive
south of Harmony to Fairway Drive opposite the proposed Pace
site, and from Bueno Drive, a little over one mile south of
Harmony, to Crestridge Street. On the west side of College
Avenue, a frontage road exists only in the vicinity of Cameron
Heights which is opposite the Fossil Creek Parkway area. There
has been no attempt to construct roadways parallel to College
Avenue either further east of the frontage road along College
or west of College Avenue. As shown in Figure 1, the railroad
tracks parallel to College Avenue are located 900 feet to the
west.
3
•
Estimated traffic volumes in the vicinity of the site are
shown in Figure 2. Estimated 1988 average weekday traffic
volumes are shown as well as recent peak -hour turning -movement
volumes. Turning -movement volumes are shown at the College
Avenue intersections with Harmony, Trilby, Fossil Creek and
Skyway. These traffic volumes verify the estimated average
daily traffic along College of approximately 27,000 vehicles
per weekday in the vicinity of the site.
4
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APPROXIMATE
SCALE
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Figure 2� I827
851
Recent Peak -Hour 20.2
TRILBY
Traffic Volumes 18.9 LEGEND
Vicinity of Pace Warehouse 435 435 AM Peak -Hour Traffic
South College Avenue 1038 768 i'b�S - PM Peak -Hour Traffic
790 19.7 = Estimated Average Weekday
Traffic (In Thousands)
Leigh, Scott & Cleary, Inc.
PALMER DR
FAIRWAY
FOSSIL CK
BUENO
SKYWAY DR
5
SECTION C
Future Traffic Conditions
The section of South College Avenue from Harmony Road
south to Trilby is part of a comprehensive corridor study now
underway by the City of FortCollins Traffic Department. The
entire study area for this study extends north another mile and
a half to Swallow Road. The purpose of this study is to
develop a master plan for the corridor, establishing the
location of major intersections which would be signalized
together with the location and characteristics of minor
intersections which may be allowed between the signalized
intersections. Because this study is ongoing and only
preliminary work has been accomplished at this time, there are
no definitive results from the study. The City has, however,
made known its preferred locations for signalized
intersections. These locations are shown in Figure 3. In
addition to existing signals at Harmony and Trilby, there would
be future signals at Palmer Drive, 600 feet south of Harmony
Road, at a relocated Fossil Creek.Drive intersection with
College, at Bueno Road, approximately one mile south of
Harmony; and at Skyway Drive which is one half mile north of
the Trilby intersection. At Fairway Lane, where Pace proposes
to access College Avenue, a stop sign controlled 3/4 access
condition is proposed (no left -turns onto College).
The City desires to maintain a travel speed of 45 mph
(contrasted with the present speed limit of 50 mph) and the
roadway would be developed to its full six -lane travel
potential. The idea of extending full frontage roads along
College Avenue in the present configuration has not been
considered. The concept of parallel roadways set back a
minimum of 300 feet from College Avenue is being explored as
one concept for the development of the South College Avenue
Corridor.
u
•
Anticipated traffic volumes on College Avenue at the year
2010 are also shown in Figure 3. As indicated, 40,200 vehicles
per day are forecast for College Avenue.
7
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m ,
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A
cr-
LEGEND : < 0 �d
160 =PM Peak -Hour Traffic
(40,200) =Average Daily Traffic
_Future Signal Locations o a;o Figure 3
Preferred by City U
U.
SOURCE : Mathew 1. Delich, Cjit 's Preferred
(September 21, 1988) J
� Access Plan and
Year 2010 Background Traffic
QDNO SCALE
Leigh, Scott & Cleary, Inc.
g
0 i
SECTION D
Traffic Generation and Distribution
Estimated Traffic Generation
The Pace Warehouse facility is planned to be a
free-standing, 100,000 square foot retail establishment
situated on approximately 10 acres. In estimating the future
traffic to be generated by the Pace Warehouse, Leigh, Scott &
Cleary, Inc. relied on three sources: the records of the Pace
Company, traffic counts by Leigh, Scott & Cleary, Inc. at an
existing Buyer's Club location in the Denver area, and
estimates of 100,000 square foot shopping center facilities by
The Institute of Transportation Engineers. The results of the
trip generation analysis are given in Table 1. Shown are the
estimated trip -generation rates per 1,000 square feet of floor
area, the average weekday traffic generated, and the morning
and evening peak -hour traffic volumes for both entering and
exiting traffic.
The Pace Warehouse facility does not generate traffic in a
manner similar to a large supermarket or a shopping center.
Virtually all traffic associated with a Pace Warehouse is
destination traffic. That is, there will be only incidental
uses of the facility by -passer-by traffic on College Avenue.
The generation of a Pace Warehouse is considerably less than
the comparable generation of a 100,000 square foot shopping
center. This is because there is essentially no convenience
aspect to the Pace Warehouse facility. Shoppers come to the
Pace Warehouse for a specific shopping purpose and they
generally stay for an extended time period of 1-2 hours.
Officials of Pace estimate that the amount of vehicular traffic
generated in an average weekday is on the order of 1,000-1,200
vehicle -trips for a facility of this size. The counts be
Leigh, Scott & Cleary, Inc. at comparable facilities in the
Denver area
0
reveal that this type of facility will generate approximately
25 vehicle -trips per 1,000 square feet per day. For purposes
of this analysis, it has therefore been assumed that the
proposed facility will generate 1,260 entering and 1,260
exiting vehicle -trips during an average weekday including 93
entering and 100 exiting trips during the evening peak hour.
Distribution of Generated Traffic
The Pace Warehouse is planned to be a regional facility
serving all of northern Colorado. Thus, the directional
distribution of traffic to the north and to the south is
expected to be roughly equal with slightly more (60%) oriented
to the north and 40% oriented to the south. An insignificant,
non-measureable number of trips are expected to access the
facility from Fairway Lane east of the site. Figure 4
illustrates this distribution together with an assignment of
evening peak -hour and average daily site -generated traffic at
the Fairway Lane access point.
10
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Assignment of Generated Traffic
4DNO SCALE
Leigh, Scott & Cleary, Inc -
12
SECTION E
Traffic Impacts
The traffic impacts of the Pace Warehouse are illustrated
in Figure 5 in which site -generated traffic is shown as an
increment of future total traffic and roadway capacity on the
roadway system. The total traffic shown is the sum of both
background traffic volumes from the College Avenue Corridor
study plus generated traffic by the Pace Warehouse. As
indicated, on College Avenue north and south of the Pace
Warehouse, the impact of the Pace Warehouse on total traffic is
minor, amounting to approximately 3% of the total traffic.
Progressive Traffic Flow Along College Avenue
One of the most important issues in the planning for the
Pace Warehouse is the number and configuration of access points
required to serve the facility. These, in turn, are affected
by the final decision on the access plan for South College
Avenue.
In this analysis, it has been assumed that there would be
no further development of frontage roads along the west side of
College Avenue south of Harmony Road and that a traffic signal
would be located at the intersection of College Avenue and
Fairway Lane. The western leg of this intersection would serve
as the access to the Pace Warehouse. In this access scenario,
only one access would be required, since it would be a major
one, allowing full turn movements, with adequate capacity for
all entering and exiting traffic.
To test the validity of the proposed access plan, a
computer assisted traffic signal progression analysis was
conducted on College Avenue between Harmony Road and Trilby.
This analysis has used the SIGPROG computer program. In this
analysis, future signalized intersections were assumed at
Palmer Drive, serving the Walmart store, at Fairway Drive,
serving the Fred Schmidt store and the Pace Warehouse, at
Fossil Creek Parkway, Bueno and Skyway Drives. Analyses were
13
run without a signal at Fairway Drive and with and without a
signal at Fossil Creek Parkway. Thus, three alternative runs
of SIGPROG were made. The results of these runs are given in
Table 2.
Table 2
POTENTIAL SIGNAL PROGRESSION COMPARISON
College Avenue Between Harmony and Trilby
Alternative Progression
Number Description (Signal Location) Efficiency
---------------------------------------------------
1 Fossil Creek 33.3
2 Fairway 40.1
3 Fossil Creek & Fairway 33.3
As indicated, Alternative No. 2 (signal @ Fairway) provides the
greatest degree of signal efficiency. In addition, signal
efficiency remainsconstant when comparing Alternative Nos. 1
and 3. Printouts of these computer analyses are included in
the Appendix section of this report.
14
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QDNO SCALE
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Harmony Rd
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___--__--_-__ Fossil
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Figure 5
m r� �
m;w Estimated Average
Weekda4 Traffic Impact
U Pace embership Warehouse
LEGEND -
1.0141 .2/50.0 = Site -Generated Total 2010 Estimated Future
Traffic - Traffic Roadway Capacity
NOTE : Volumes and Capacities Shown in Thousands
of Vehicles Per Day
15
� 1 0
SECTION F
Conclusions and Recommendations
Based on the foregoing analysis, the following conclusions
' and recommendations are made concerning traffic to be generated
by the proposed Pace Warehouse facility:
1. The proposed 100,000 square foot membership warehouse
retail store is proposed for a 10-acre site along the
west side of College Avenue at Fairway Lane.
2. During an average weekday, the proposed facility can
be expected to generate 1,260 entering and 1,260
exiting vehicle -trips. Of these, 93 will enter and
100 will exit during the evening commuter peak hour.
3. The directional distribution of site -generated traffic
is expected to be relatively evenly balanced to the
north and south of its proposed College Avenue access
drive with 60 percent of the traffic oriented towards
the north and 40 percent towards the south.
4. The traffic impact of the Pace facility will be small
with an average daily traffic contribution of about. 3
percent projected to be added to future traffic along
College Avenue.
5. A computerized progression analysis of potential
signalized intersections along College Avenue
indicates that greater efficiency would be achieved by
installing a signal at Fairway Drive rather than at
Fossil Creek Parkway. Furthermore, if a signal is
installed at Fossil Creek, no further efficiency
reduction would be experienced through installation of
an additional signal at Fairway.
16
6. The amount of traffic to be generated by the Pace
Warehouse is unlikely to be high enough to meet
nationally recognized warrants for installation of a
traffic signal at the Fairway/College intersection.
Such warrants may be met, however, if Fairway is also
accessible to future adjacent land uses along College.
7. A northbound left -turn lane and southbound
deceleration lane should be installed on the project's
College Avenue approaches to the proposed Fairway Lane
access.
17
Appendix
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TRAFFIC SIGNAL SYSTEM TIMING PLANS
COLLEGE
PACE 1
PLAN 107 ( 50- 50)
****************
* *
* LISTING IS *
* IN N-BOUND *
* DIRECTION *
* *
CYCLE LENGTH (SECONDS) 107 105 100 110
N-BOUND DIRECTION
BAND WIDTH (SECONDS) 35.7 35 33.3 36.7
EFFICIENCY (PER CENT) 33.3 33.3 33.3 33.3
S-BOUND DIRECTION
BAND WIDTH (SECONDS) 35.6 35 33.3 36.6
EFFICIENCY (PER CENT) 33.3 33.3 33.3 33.3
SIGNAL OFFSETS -PER CENT INTERVAL SIGNAL OPT. BEST --OTHERS--
LOCATION BEG. MID. END G-PCT.-Y SPCNG. PROGRESSIVE SPEEDS -MPH
************ **************** ******** ****** **********************
TRILBY 71.9
P.BAND 94.8
P.BAND 71.9
SKYWAY 16.9
P.BAND 32.2
P.BAND 34.5
BUENO 66.9
P.BAND 66.9
P.BAND 99.8
FOBSIL 66.9
P.BAND 95.2
P.BAND 71.5
PALMER 16.9
P.BAND 36.3
P.BAND 30.4
100 28.1 56.3 3.7
28.1 N-BOUND
5.2 S-BOUND
50 83.1 66.3 3.7
65.5 N-BOUND
67.8 S-BOUND
100 33.1 66.3 3.7
.2 N-BOUND
33.1 S-BOUND
100 33.1 66.3 3.7
28.5 N-BOUND
4.8 S-BOUND
50 83.1 66.3 3.7
6P.6 N-BOUND
63.7 S-BOUND
2640 45 45.9 48.1 43.8
2640 45 45.9 48.1 43.8
2450 45 45.9 48'1 43.8
2450 45 45.9 48.1 43.8
2000 45 45.9 48.1 43.8
2000 45 45.9 4B.1 43.8
2900 45 45.9 4B.1 43.8
2900 45 45.9 48.1 43.3
600 45 45.9 48.1 43.8
600 45 45.9 48.1 43.8
| SCAN FOR BEST CYCLE
COLLEGE
PACE 1
= 30.409
AT
= 28.737
AT
jF
= 26'933
AT
= 25.303
AT
= 25.784
AT
= 26.254
AT
= 26.715
AT
EFF
= 27.165
AT
= 27.607
AT
= 28.04
AT
= 2B.463
AT
EFF=
28.879
AT
= 29.286
AT
= 29.685
AT
EFF=
30.21
AT
= 31.026
AT
= 31.825
AT
EFF=
32.61
AT
= 33.338
AT
= 32.705
AT
= 32.274
AT
= 32.617
AT
= 32.954
AT
= 32.716
AT
= 32.161
AT
= 31.616
AT
Ef==
31.08
AT
= 30.554
AT
= 30.036
AT
= 29.527
AT
29.027
AT
EFF
= 28.535
AT
= 28.052
AT
|E��
'
� 27.576
AT
89 SECS
90 SECS
91 SECS
92 SECS
93 SECS
94 SECS
95 SECS
96 SECS
97 SECS
98 SECS
99 SECS
100 SECS
101 SECS
102 SECS
103 SECS
104 SECS
105 SECS
106 SECS
107 SECS
108 SECS
109 SECS
110 SECS
111 SECS
112 SECS
113 SECS
114 SECS
115 SECS
116 SECS
117 SECS
118 SECS
119 SECS
120 SECS
121 SECS
122 SECS
T FIND = CYCLE OF
ICIENCY = 33.338
107 SECS.
0
0
SIGNAL
OFFSETS -PER
CENT
INTERVAL SIGNAL
OPT. BEST --OTHERS--
LOCATION
BEG. MID.
END
G-PCT.-Y SPCNG.
PROGRESSIVE SPEEDS -MPH
************
****************
******** ******
**********************
HARMONY
21.9 50
78.1
56.3 3.7
P.BAND
44.8
78.1
N-BOUND
P.BAND
21.9
55.2
S-BOUND
0
--q-_ -t C� :L
1 4:3. F=* F--, C3 (3
TRAFFIC SIGNAL SYSTEM TIMING PLANS
COLLEGE
PACE 2
PLAN 97 ( 50- 50)
****************
* *
* LISTING IS *
* IN N-BOUND *
* DIRECTION *
* *
****************
CYCLE LENGTH (SECONDS) 97 95 90 100
N-BOUND DIRECTION
BAND WIDTH (SECONDS) 38.9 38.1 36.1 40.1
EFFICIENCY (PER CENT) 40.1 40.1 40.1 40.1 .
S-BOUND DIRECTION
BAND WIDTH (SECONDS) 38.9 38.1 36.1 40.1
EFFICIENCY (PER CENT) 40.1 40.1 40.1 40.1
SIGNAL
OFFSETS -PER
CENT
INTERVAL
SIGNAL
OPT.
BEST
--OTHERS--
LOCATION
BEG.
MID.
END
G-PCT.-Y
SPCNG.
PROGRESSIVE
SPEEDS -MPH
************
****************
********
******
**********************
TRILBY
72.1
100
27.9
55.9 4.1
P.BAND
87.6
27.7
N-BOUND
2640
45
45.9
48.5
43.7
P.BAND
72.3
12.4
S-BOUND
2640
45
45.9
4B.5
43.7
GKYWAY
17.1
50
82.9
�5.9 4.1
P.BAND
28.8
68.9
N-�OUND
2450
45
45.9
48.5
43.7
P.BAND
31.1
71.2
S-BOUND
2450
45
45.9
48.5
43.7
AUENO
67.1
100
32.9
65.9 4.1
P.BAND
67.1
7.2
N-BOUND
0
45
45.9
48.5
43.7
P.BAND
92.8
32.9
B-BOUND
3300
45
45.9
4B.5
43.7
FAIRPLAY
41.3
74.2
7.2
65.9 4.1
P.BAND
67.1
7.2
N-BOUND
1600
45
45.9
48.5
43.7
P.BAND
41.3
81.4
S-BOUND
1600
45
45.9
48.5
43.7
PALMER
91.3
24.2
57.2
65.9 4.1
P.BAND
92.1
32.2
N-BOUND
600
45
45.9
4B.5
43.7
P.BAND
16.3
56.4
S-BOUND
600
45
45.9
48.5
43.7
0
SIGNAL
OFFSETS -PER
CENT
INTERVAL
SIGNAL OFT. PEST --OTHERS--
LOCATION
PEG. MID.
END
G-PCT.-Y
SPCNG. PROGRESSI'yE SPEEDS -MPH
HARMONY
96. = 24. C
5:C. 2
55. q 4. 1
P.PAND
1.4
41.5
N-POUND
P.PAND
6.?
47
S-POUND
SCAN FOR BEST (
COLLEGE
PACE 2
= 37.079 AT 8'
= 37.778 AT 94
= 3B.132 AT 9�
= 38.478 AT 9�
= 38.817 AT 9�
= 39.149 AT 9"
= 39.474 AT 9�
= 39.792 AT 9'
= 40.103 AT 9'
= 39.613 AT 9(
= 38.6 AT 9'
= 37.364 AT 10�
= 36.152 AT 10
= 34.964 AT 10�
= 33.8 AT 10.
= 32.657 AT 10'
= 31.537 AT 10'
= 30.437 AT 10'
= 29.359 AT 10'
= 28.3 AT 10�
= 27.26 AT 10'
= 26.24 AT 11(
= 25.401 AT 11
= 26.2C,1 AT 11�
= 26.987 AT 11�
= 27.759 AT 11'
= 28.518 AT 1V.
= 29.263 AT 11.
= 29.996 AT 11*
= 30.716 AT 11:
= 31.425 AT 11'
= 32.121 AT 12'
= 32.806 AT 12
= 33.48 AT 12'
ST FIND =
|::--FFICIENCY
11
CYCLE OF 97 SECS.
= 40.103
0
1--_q if -I ����-ib Z-� �I -E-- -r--L r- r-k c_-�
a; I C3 F=, FR C3 4:3
TRAFFIC SIGNAL SYSTEM TIMING PLANS
COLLEGE
PACE3
PLAN 112 ( 50- 50)
****************
* *
* LISTING IS *
* IN N-BOUND *
* DIRECTION *
* *
****************
CYCLE LENGTH (SECONDS) 112 110 105 115
N-BOUND DIRECTION
BAND WIDTH (SECONDS) 37.3 36.6 34.9 38.3
EFFICIENCY (PER CENT) 33.3 33.3 33.3 33.3
S-BOUND DIRECTION
BAND WIDTH (SECONDS) 37.3 36.6
EFFICIENCY (PER CENT) 33.3 33.3 33.3
SIGNAL OFFSETS -PER CENT INTERVAL SIGNAL OPT. BEST --OTHERS--
LOCATION BEG. MID. END G-�CT.-Y SPCNG. PROGRESSIVE SPEEDS -MPH
************ **************** ******** ****** **********************
TRILBY 71.8 100 28.2 56.4 3.6
P.BAND 81.1 14.4 N-BOUND
P.BAND 85.6 18.9 S-BOUND
SKYWAY 16.8
P.BAND 16.8
P.E-iAND 49.9
BUENO 16.8
P.BAND 49.9
P.BAND 16.8
50 83.2 66.4 3.6
50.1 N-BOUND
83.2 S-SOUND
50 83.2 66.4 3.6
83.2 N-BOUND
50.1 S-BOUND
FOSSIL 44.5 77.7 10.9 66.4 3.6
P.BAND 49.9 83.2 N-BOUND
P.BAND 72.1 5.4 S-BOUND
FAIRPLAY 44.5 77.7 10.9 66.4 Z.
P.BAND 77 10.3 N-BOUND
P.BAND 45.1 78.4 S-BOUND
2640
45
45.8
2640
45
45.8
2450
45
45.B
2450
45
45.8
0
45
45.S
3300
45
45.8
2000
2000
1300
1300
45 45.8
45 45.9
45 45.B
45 45.B
48 43.8
48 43.8
4B 43.8
48 43.8
48 43.8
48 43.e
48 43.8
48 43.8
48 43.8
48 43.8
9
SIGNAL
OFFSETS -PER
CENT
INTERVAL
SIGNAL
OPT. BEST
--OTHERS--
LOCATION
BEG. MID.
END
G-PCT.-Y
SPCNG.
PROGRESSIVE
SPEEDS -MPH
************
****************
********
******
**********************
PALMER
94.5 27.7
60.9
66.4 3.6
P.BAND
94.6
27.9
N-BOUND
600
45 45.8
48 43.8
P.BAND
27.5
60.8
S-BOUND
600
45 45.8
48 43.8
HARMONY
99.5 27.7
55.9
56.4 3.6
P.BAND
2.7
36
N-BOUND
P.BAND
19.4
52.7
S-BOUND
SCAN FOR BEST CYCLE
COLLEGE
PACE3
FF
= 25.0B
AT
= 24.31
AT
= 24-312
AT
= 25.303
AT
= 25.165
AT
=FF=
24.578
AT
= 24.003
AT
t=
23.441
AT
:7F
= 24.185
AT
= 25.111
AT
FF
= 26.019
AT
FF
= 26.909
AT
= 27.781
AT
= 28.636
AT
FF
= 29.475
AT
= 30.297
AT
= 31.104
AT
= 31.895
AT
FF
= 32.672
AT
= 32.705
AT
FF
= 32.084
AT
= 32.342
AT
= 32.954
AT
7.7
= 33.285
AT
FF
= 32.832
AT
= 32.281
AT
EFF
= 31.739
AT
= 31.207
AT
F
= 30.684
AT
F
= 30.169
AT
F
= 29.664
AT
FF
= 29.167
AT
FF
= 28.678
AT
FF
= 28.197
AT
89 SECS
90 SECS
91 SECS
92 SECS
93 SECS
94 SECS
95 SECS
96 SECS
97 SECS
98 SECS
99 SECS
100 SECS
101 SECS
102 SECS
103 SECS
104 SECS
105 SECS
106 SECS
107 SECS
108 SECS
109 SECS
110 SECS
111 SECS
112 SECS
113 SECS
114 SECS
115 SECS
116 SECS
117 SECS
118 SECS
119 SECS
120 SECS
121 SECS
122 SECS
EST FIND = CYCLE OF 112 SECS'
UN�FFICIENCv � 3�'�e5
11
11
11
11
11
^
11
No Text