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AMOCO SERVICE STATION EXPANSION, NON-CONFORMING USE - 58-88 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY
• TAFT HILL/ELI ABETH AMOC❑ SITE ACCESS STUDY FORT COLLINS, COLOF..ADO _tUJE 1'_88 Prepared for: Holland West, Inc. 6?20 South Holly Circle Englewood, CO 80112 Prepared by: MATTHEW _T . DEL I CH , P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 ' E)<;E[:I IT I'.:)E 1h1hr1t;F, r' ' A cono.:jen i ence store,/gas/car ,-.)ash has been pr•c posed in the southt.oes.t corner of the Taft Hi 11:'El izabeth intersection in Fart Ccd l i ns, Colorado. This site access study involved ' the step=of trip r-eneraticri, trip distribution, trip •a. i gnment, c.ap.a.c i tya.rla.1 i s, traffic signal v)ar•r•ant analysis, signal p r c i g r e s. s i o n analysis, a. n d accident a. n a. l- a i s. 1 1 1 i This. stud- assessed the impacts. of -an Amoco convenience =•tore..'ga.si'car vj-:4.s.h located on the southwest Corner of the Taf t H i 1 l; Elizabeth inter -section in the short range r 1 ='?0 j ,and l onu range ( 2010) street system in the immediate ':!icinity. As .a. result of this :analysis, the follot,:ling is concluded: - The proposed use is feasible from a. traffic engi veer i ng s.t.andpoi nt_. At full development a.=. proposed, -appro:>:: imate1 11 0 •a.ddi t i onal tr i p ends I;-ji I I be generated at this site d.a. i l r. S i n c e a. g .a. s.! c a. r 1.y•) a s h f -a c i l i t Y a. l r e a. d y exists. at this site, not all of these trips. •are °net:.) trips." - Current operation at the dr i kiew.--ax accesss i nters.ec- t i on=. to Taft Hi 1 1 F:ca.d is. unacceptable. Operation at the Elizabeth dr i ,.:,ev!a.y .a.cce ss. is acceptable. The signalized Taft Hi 11;'E1 iz•a.bet_h intersection operates. Rcceptabl:v. - In the short range future, the i rana.l i Zed Taft Hi l l:.'El iza.beth intersection operates. acceptably. The Elizabeth access operates. a.ccepta.bli`. It should be moved as far .ass. possible from the Taft Hi 11,'E1 iz.a.beth intersection in order to minimize conf 1 i c ts. I,,:li thl the left turns. at the i grla.l i zed intersection. The northernmost access to Taft Hi 1 1 .hcu l d be closed to public access.. Exits from the southernmost access to Taft Hi 11 vii l l operate unacceptably due to the volumes. on Taft Hi l l Road. - In the 1on-:� range future, the Taft Hi 1 1. El iza.beth i n t er se c t i or, t:•.)ill operate acceptably t,,iith Elizabeth =street ' i m P, r- ov ed to a. fu 1 1 a.r ter i a.l cross. section. Ew i ts. from the E1 iza.beth a.rld Taft Hill accesses. 1:ti l l operate unaccepta.bl . during specific hour =. of the day. [food _•i gnal progressi on on ' Taft Hi 11t:.,ii 11 improve the operation, but not into .acceptable 1 eve 1 of ser.v i ce ca tegor• i e = . ' - The a.r_ces.ses to this site should be moved as far .as pciss.ible frorn the Taft Hi11:'E1iZa.bethl intersection in order to improve operations, safety, and keeping this property a.cce s. aible. ' - Tanker truck: tra.ff i c serving this s-i to shout d enter, from ea.s.tbound E1 i zabeth and e>:: i t to southbound Taft Hill . the northernrno=.t a.cce ass a.n ex i t onl; for tanker trucks u.joul d gre.a.tl fa.c i l it -ate their egress from the site. Th i =. e;r.. it should be al l ok:aed only if it can be deigned to not al 1 c,�.,i publ i c access at th i s 1 c scat i can . - (YJith the recommended control and geometr. ic=, the accident rate should be at an acceptable level for +.F�ical urban condition=.. I I 11 1 1 I. I i'JTRODUC:T I i N ' Th i s tr•.a.ff i c irnp.a.c t s tud a.ddres.s.es. th,e ca.p.a.c i t;• , geometr• i c, a.nd ccintrol requ i reinents. at and near- the proposed nl:len i er,ce --tore,,- _Ja._.:'C.r,r l.Ja_h 1 cic.a.ted on the=.1]U+r,(!JP=.t ' corner• of the Taft Hi11;'E1 iz.a.beth intersection in Fort Cc,I 1 i ns., Col orado . The current use on th i s property i s .a, fu11 _.er•vice Amoco =. _.tat o I!,I t ca • I.a . (one -1••r) q_._ _ ion i h .r r.. ._h n b=.: . During the course of the •a.na.l > s i s, numerous contacts vlere made with the project engineer•inq consultant (HolIand ►:-,Ies.t Inc . " and the Fort Col 1 i ns. Traffic Engineering ' Depa.rt m e n t . Th i =_• stud::. general 1 >• conforms to the format s.e t + o r t h in t;.pic.aI tr•.affic impact s t u d.y quidel i n e s The s•tud>: i nvol bled the f o 1 11_v)i ng --.teps.; r- Col l ec t ph.r=. i ca.l , traff i c and deve l opmen t_ data. Perform trip generation, trip distribution, and trip a s s i gnrDe n t. - Cle term i ne peak. hour t r a f f i c v o I uine s• a.nd da i I y tr --aff i c vcll urnes. Conduc t c a.pa.c i t and opera.t i on -al 1 eve 1 of _•ery i ce ' anal a. c i l e =. n key- >, i n ter sec c t i o n s. . - Ana 1:•ze 3igna.l wa.rra.nt' and 3igna.1 progress ion. - An a ze potential changes in accidents and safety c c, n s. i d e r• .a, t i o n s. . - .a I I . E`= I C�T I rJG CCir'JJ'_� D I T I uP- - store =.- ::- The 1 oct i on of the prcpl s•ed conven i enl_e tore.•g.a.s.,:',-_ ,,.r• h i s hovin in Figure 1. It is important that .a. thorough _Jah understa.ndi nq of the e:>:: i st i ng condi t i ons• be presented. Land Use L a.nd uses in the area are pr i mar• i 1 y e i ther residential or corr,merc i -a.l . The Cedar•r:;lood P1 a.za. ne i ghborhood shopp i ng ' c e n ter i = 1 oca.ted to the south and k,jes.t . The e-:; i s.t i ng qa.s st•a.t i on i _• i n the northeast corner of the shopp i nq center p•a.rk. i nq 1 of , hot-,,#e :)er• there is no direct access from the park: i ng 1 cot to the qa.=• =ta.t i on. To the ea St, acr•os.s• Taft Hi l l Road, are single f.a.mi 1>, detached dv. eI l i n g u n i t=_. t.!:ji th driver!ja:' •a.cce s o T.a.ft H i 1 1 Road. To the north,, acro=.s. E1 i za.beth :street, i s a.n e ; i sting conven i ence store th gas a.nd s ome .a.nc i l l .a.ry comrner'c i al uses.. On the northeast corner of the Taft Hill./Eliza.beth intersection is .a. vacant parcel. Land in the area is e -=sent i a.1 1 ;• f l .a.t . The center of Fort Coll i n= 1 ies to the east of this si to . • (f3M5061r54J)UPUL Le »11 : I �� U _ : 1 :,�.•� l 9 i II _..' : ' ^ Golf Cour, 5041), � dqs! r .: i • O II IIw •. Quarry el V C: aa.r cal ii rsaa Gravelit Pits �. n •� I • e 1.• I — _ .� so 1 t f � �,4Substa__ , u 196, t. li, •'; �o° ut I`ar._ C Christ. Field (: •n -_ I -`° -� • I �rr n _ n �I • , tN 1l •• f (j —� o g North Yards fT I j UU �rU,❑u ' l Refiner ,sdz. 'rs •Y Tgwers �-UL�+, LI"❑(��UJI N t� - U r Mou tai �: .�� : - '_t M", Ui r::41 1Z� jLIC�CI►�� It -- I'. I Park L E; DO❑©❑UU Golf �Ii; ,, ,� OOC ❑❑❑v❑❑e ���U©❑� •,..,aoSewage eDisposal �I•_ L0 ;L 8M 495 4 C=:: _=_ ''L L P - O�AO O` I n(1( l IJNIVER. C'� i, I�fI/I .I`� 1Ir JOlJ❑1]L1 KHosp • �IjIIj jI�1I - `7 lfl1U ,(�� 0 •7 �� '�z'i� ff �'_r�� �0 EE3� 3{rrL,1II^ D UL \ 0`-4 h �� J ] [I ❑U� '•, r ,� D i— -i �� ��� r�,tn ` -- lnIlnllnlln4❑ ♦�� I �ii `p 065 �_r- - -- .. �r r- . �r"l�l 4; I: ❑ 0 z - ; r544 ELIZABETH/TAFT HILL (;,,,,; - 1�r ;-- -- / - - AMOCO ---Vet \ Stadium_ = �3 u f Theat - I � Theater � Dam Drakes Ak IF ( jBLIE] r II II _• 'i c ! // 1 . I lTit- r p `-air �] l ` �l •I,avl Grl ..�----i r a .F Morr57 uc. I 10me Pits SITE LOCATION FIGURE 1 I Road= The primary streets near thi=_. =.i to are Taft Hi 11 Road a.nd E1 iza.beth Street. The Taft Hill, --'El iz.a.bethl intersection i =. i gna.1 i zed. T.a.f t Hi 1 1 Road i =• east of the =.i to . I t i =• a. ' northouthl street de=.i gnated as. an aster i al by' the Gi ty of For- Fot Co 1 i n5. I t ha.s a four. 1 ane cross section V:+i th center turn laneF at major. intersections. The approach ,geometric=. from both the north andsouth are 1 left -turn lane, 1 through ' 1 a.ne , and 1 thr, ugh r- i gh t-turn 1 a.ne . The nearest_ other• =•ignal ized intersections :).re at Prospect Road to the south and Mulberr::. _;tr•eet to the north. The posted =.peed 1 imi t on Ta.f t Hill Road is 0 mph. Sight distance i s general l y not .a. problem .a.l on,:� Taft Hi 1 l Rc,a.d. _ E1 I za.beth r''eet bc,r•der'=• thle propo-=ed c o n v e n i e n c e .tc,r•,-,,:. ca.r• via.=.h on the nor th . I t i = a. e.a=.t-t.Ie =.t =.tree t des i gna.ted -as an aster i al =•tree+ by' the Ci ty of Fort Col l i n . I t ha.=_• .a. tt,jc, 1 a.ne cro=.=. s.ec t i on vj i th t:a i den i ng .a.t the Taf t HiIl;`E1 iza.beth int-er=•ection. The approach geometric=_. from both the ea.=.t and west are 1 1 eft -turn lane, 1 through lane, and l r i ght-turn lane . hppro: ima.tel y 0.4 mi l e-s ea.=.t of the ' intersection, El Iz•a.beth ha.=. a four large cross. section. El izabeth has a. des igna.ted bike l.a.ne on both =•ides. of the =.treet . Si gnals ex i st along El i za.beth east of the Taft Hi l l ' Road .Rt I i t-•. Par Avenue an Sh i e 1 d= S t r e e t . Elizabeth Street terminates. in the CSU:I-Ioby Gym park: i ng lot -at Shields street, ' Existing Traffic D .a. i t t r .a. f f i c f l c t. i =• _. h ol.-.j n i n F i g u r• e 2. These a. r• e mach i ne counted '.col ume=. c c,nducted by the I_c,l ora.do Department r. o •t I ,� , I,,I a..,v' •_ I n _, .� , Peak hour turning movements obtained in 'E1 iz._t_th inter=._c n and at the _Tune 1_ �a.t the Taft Hi 1 1; �. ,F r F t i o g,=Ce=.B dr I .. et,.ia to thee:,: i st i nq qa_. station are shoVJn in Fi qure 9. trs4i c count data is. provided in Appendix A. The 15':;2 peak: hour traffic counts are 1 ot,ier than tho=.e ' obta. i n e d i n March 1 ^='86. This is due to the summer traffic condition in Fc,rt Col l i n =_ I::Ihere tr•a.ffic cc,unt=. ar•e t:::pica.11;. 10-2Q': 1 c t.,ver t.!hen school !CSU and Poudre RE-1 ? i s not i n foil 1 ' =.es=• i on . E;.a.•_ed upon h i =.tor• i c count data., - the morning count can be f a.c tared by 20:and nd the oif ternoon '_'un t can be factored by 10':; to reach t-;.p i cal hourl tra.ff i c counts dur i ng the schoc,I vea.r. These factored ,,volume=. are shot. -.in in Figure 4. E::: i =t i rig Oper-it t i on CIpera.t i on a.naI -- se t,,lere conducted •a.t a.l l the counted I inter -Se ctior, =.. The inter••=ection=• t::sere e'.)aIua.ted b hl 1itthe e,<: i st i ng core trol and geome tr I c =• us I ng the vol umes =.hol.,ln I n L� I Q N I RECENT DAILY TRAFFIC COUNTS FIGURE 2 • 113/429 ELIZABETH 0/1 315 5/75/ 7 d--1141 ( — cn SITE 1988 PEAK HOUR TRAFFIC E Q N �U, CNN �15/49 42/ 21 to I 10 84/ 137 151/ 190 —� $3/79 —LLD r 0 0 ro �l o/ 3 C-JLo r UN AM/PM FIGURE 3 r 135/4�Z ELIZABETH �o/I 3-1 b/441 SITE 1988 FACTORED PEAK HOUR TRAFFIC 0 Q N 0 4lo/IZI 101/151 151/Z.0c) 100/ ai r LD 0 co AM/PM FIGURE 4 0 0 1 Fi caur•e 4. The pe•a.k. hour oper.a.t i on i = =.hoi..,)n i n Tab e 1 . Appendi :x B de_.cr i be_ l evel of sery i ce for _.i gn.a.l i zed and un =• I na. i zed i n tersec t i on =. from the 1 P85 r L,.J.a,-/ C:.a ar g 1 d Hi ah .G-_i ty ila.rlual i=a.1 cul .a.t i on form= for the current operation are pri de i n Appendi X C. The s i canal i zed Ta.f t Hi 1 1:,'E1 i zabe th intersection Dper.D.te =. a_ccep tabl ::`. Left —turn ear i t=• from the Taft Hill cias station -accesses oper-ate unacceptably due to the volume-_. on Taft Hill. According to the nomograph on Page 1 of Appendix D, left -turn lanes are not required at either - of these a.cce_•_e=.. Operation at the Eli zabeth Street access i _ aCCep tat, l e . Cue to the i r 1 oca.t i can _., the El i za.be th access. and the norther -ran Est Taft Hill -access do not lend themselves. to e i ther 1 of t-turn i ngr ess or- egress. Dur. i nci the peak: hour-s., left -turd_ at the Taft Hi 11.''El izabeth inter -section often blocked these turn_. at the tv)o .a.cce sea. Th i s i = reflected in the number of left -turn i ngre _.se_. -and egr•es=_.e_.. The nor ther-nrricsf Taft Hill access. is only 30 feet from the =-ou th curbl i ne � �f Elizabeth Street. Br all available de i cin consi der•a.t i Curls, th i = access dr I',!e!Ja.y i _• not funCt i ona.l a.=. 8. public access. The Elizabeth a.cce_.=. is 40 feet from the Taft Hill curbl i ne . Th i s i S a.l =.o con=_ i dered to be too close to a.n inter -section based upon •.v:O 1 sbl e design •_.ta.nda.rd •. The =c,u ther-nmo=•t Taft Hill access. pr•ov i de =. a. _second access point to the site from Taft Hi 1 1 . Based upon the tra.ff i c counts. and ob_.er-vat i oris i t i = c 1 ea.r• that the E1 i zabe th .a.ccess function_. pr•imar ily. as .a. right - in/r-ight -out an the sou ther-nmost Taft Hi 1 1 handles most of the Taft Hi 1 1 tr•aff i r_ . - _At the present time no access_. exists betvieen the e.-., i t i ng gas Station and the Ced•a.r'I;,,Iood Plaza • park: i ng 1 of . Ac�_e __ to th i park: i n0 1 of IAou 1 d pro>,! i de gr- eater• f I e>: i b i 1 i ty vIi th regard to a.cce=.=. to th i 5 i to . Th i =. I:oou1 d requ i re an agreemen t be tt,,leen Ced.a.rt.jood F1 a.z.a. and Amoco. This tr•af i c = tud, assumes a.1 1 publ i c street access•_. I,,l i thin the ex i st i ng pr'oper•ty 1 i ne=. of the Amoco ga._. =.t.a.t i on . I I I . PF.,nPnc-:,EU DEI,IELi R lEtdT ' The propcl_.ed con>,!en i e n c e store:/ga.s/car v.1a.sh i _. 1 ocated at the Southwe_•t corner of the Taft. Hi l 1..E1 iza.beth i n ter Be c t i on i n Fort Cc-] l iris_.. It i _. also intended th.a.t t h e ga.=_ol ine fuel ta.nk's t',li 11 be r•eIoca.ted to the nor•thea._.t corder of the - site. Figure r i'okA, s a =•chema.tic of the site plan. The short range anal - s i _ ( 1990) i nc l uded the proposed use i th the e:>:: i =.t i ng "sachoal t i m e " tra.ff i c fa.ctorred by 2 percent per year- . The long range anal >.-_.i= (2010) included the propo_•ed use I:'.ii th tra.ff i r_ project i on=. a.=_. i n d i c.a.ted in the Nor th Fr -on t R.a.nc4e Ccr—r. i dor Study and other c i ty documen ts. t • • Table 1 1%8 Peak Hour Operation Inter__ection AP'1 Peak: Taft Hi 1 l/E1 i z.a.beth E1iza.beth/Acre_.=. LTr'RT egre=.__. A LT ingress A Taft Hill southern Access LT/RT egress 1) LT ingress A Taft Hi 1 l/Northern Access LT.: RT egress_. C? Lt ingress A Land Use C-Star e I;a i_ .a. r Wash - 1 b a, y: Total Ta.bl e 2 Trip Generation C? .a. i 1 ;: Trip_. 200 850 20 1170 A.M. Peak: Trips Trips in out 14 14 6 26 1 1 41 41 PM Peak A G rti D B C? E P.M. Peak Trips Trips in out 14 _5 14 _5 51 51 ti \ \ I 7 S, NEW A \\. APfl rEE\\� VS 1 ASPN•tr vEw ^ _ -� CUOB / \ T CNAC S/!. 7 c---- I A I crE,PY/Cs GAY V I ICI,?FAY/GE OAY I aEW CANOPYWASN 173 ' I 4 C EWRANCE I C YEWI O I (TYP) J i I l cr- I 2 STORAGE AREA I SS I- I IJ(ANO('rYPJ I 1 FS i ccuv co I _ I I T i 4 r� I I I I I I�i Il L I ASPNAcr I L.WOEEC+�O I r GYCNr(rvP) 1 I ASPNA[r \0 I 114. 9S' LvE.✓ GOCAT/ON T r 0 /.//TN QUAD I I SITE PLAN FIGURE 5 • r] L Trip Generation Trip generation is important in considering the impact of .a. de'.:'e 1 opmen t such as th i s upon the ex i st i ng and proposed =.tree t s+ tem. A comp i 1 at i on of tr i p gener•.at i on i nforma.t i can t,!&s prepared by the In•=_.t i tute of Tr.a.n=.por•tat i on EnQi deers. i n 1 :�'� updated i n 1?83, and t,,ias IJ=.ed to pr•o.iect tr i ps that r,,, -u 1 d be generated by the proposed uses at th i s s i to . T.abl e •_.hc,l•_ the expec ted tr i p gener•a.t i c an � �n a d.a. i I y and peak hour b.a. i s came of the pr•opii ed u•_e (gas _. and ca,r•. I/,ia h) are _ .cj:._ al read-y .a.t the ex i =.t i ng gas =ta.t i can . It is. propo_.ed that the car I;,Ia._.h ba.,. vjoul d be moved to the rear of the building and the current car, k,,.ia.•=h ba;.• vould be changed to an additional Z.er'.:' i ce b.a.y. I t i s also proposed that the current =..ale=:/ office area. I;:Ioul d als-o handle some merchandise th.a.t. is txpicall-Y sold in a, convenience store. Hovjever, due to _.p.-:are l imi ta.tions., this. :aspect !,:Iould be minimal . It is. likely that rrlG_.t cuEtomer's of the convenience s-tare I,.icuJl d also be ga.sol i ne customers Trip generation d.a.ta from the above source k,:I.a=e.d.justed to reflect the intended a=.es. actual peak hour counts for. the e>: i st i ng g.a•= sta,t i on v, ere a.1 so used in de'.:'e 1 op i ng the trip generation. Trip Di=.tribution Directional d i st.r i bu t i ons of the generated trips were determined for• this u=.e. The trip distribution used in the =, iJ b _, e q u e n t .a, i-I 8. 1 e =. j =. s, f I ow rl in F i cj IJ r e r y p .a. _. _. r b ;✓ f a c t o r. i�f :}I I; I: .I .a._. a.ppl Ied to the Cod'•:'erllehce s.tore:'g.a.=. U=_.e, F'.a=.=.erb:r traffic I.,:la-S a=-sumed to be from both Taft Hill and F_ l i z .a, B e t h a. n d .!., a. _. d i r e c t i c, n .a.1 1 __. p l i t b .a. _. e d u p o n e x i •__. t i r o count=., Fa.==erb; tra.ff i c i _. removed from the through traffic, but redistributed to the turning traffic at affected inter .ection-s. Tr•.a.f f i c F'r•o,.i e c t i on s. Tr•.a.ff i c pr•o.ject_ i can_ for• the shoe t ra.nge t ime per i od t,:ler•e obt_.a. i n e d by a.ddi ng the generated tr.a.ff i c to the fac toyed 1 :fir, tra.ff i c { 2 . per year) to obt.a.i n the expected tr•.a.ff i c i n 1 790 . F i gur•e =_.hoiA.is. the expected 1'=5YO daily traffic con=. i der i ng the =_.i to Qenera.ted traff i c and the background traff i c . ' For 20 ;✓e.a.r projections •ear- 2010?, the 14or•th Front Range Corr i dor• tud and Yea,r• 00n Tr•a.ff i c Proje t r1a.p v)ere used a.=. references. These daily projections are •_.hol,Jn in Fiq_ure • 15% Q N 70% J _J 2 F- LL a 30 35 °/1 ELIZABETH SHORT RANGE 4!2y zo% J N J_ U. Q H 25 0/1 30'/0 ELIZABETH 2.5% LONG RANGE TRIP DISTRIBUTION FIGURE 6 • 10,100 • ` 7-00 ELIZABETH 4 N 1990 DAILY TRAFFIC FIGURE 7 Q N O ..1 O J LL Q F- 14, 000 �_ 2010 DAILY TRAFFIC 14, 000 ELIZABETH FIGURE 8 Trip Assignment Tr i p .a._.__i gnment i s hovi the -:�enera.ted and di _.tr. i buted tr• i p_. are expected to be loaded on the Street s-ystem. The assigned trips are the resultant of the trip distribution proces_.. F i gur•e ? _.hog:ds the _.hor t range morn i ng peak hour .as _. i gnmen t an the a.f term won peak. hour• ass i gnmen t of the =. i to gener•.a.ted tra.ff i s p 1 u_ background traff i c. F i pure 10 shok:-:i__. the long range peak: hour ass ignment of the si to generated tr-aff i c pl u_. b.a.ck.grc Fund tr a f f i c . ' S i final 1:�:ia.rr• zari t=_ AS a. Matter of pol i c-y, tr•a.ff i c _. i gna.l s are not instal led a.t a.n,, 1 oca.t i on unl ess r,j.a.rrant=. a.re met a.ccordi ng to the ' 11a.n ua.l or-, Un i fcrm Traffic C:c,ntral Deg,, i c e=.. Hot.,!eve r, i t i s p-,= si bl e to determine whether tra.ff i c signal vjarran is are 1 i ke I,, to be met based upon estimated ADT and a t. i 1 i z i ng the char t shct:jn i n Append i :>; E and the peak hour _ i gna.l rrarr•an t. s .also provided in Appendix E. Si final =. t.,ii 1 1 not be r.•+arr•anted at am of the dr i vet)llay access i n t e r s e c t i on S i anal Prc,gr e _-_ i on ' := i gna.l progre_.=.i on v-jas ev.aI ua.ted pr i or to i nter•=_.ect i can operat i on.a.l an-a.l ys i s i n or -der to i ncor•pora.te pl .a.toon f l ow i n the =_.tap Sign a.na.l ;r'_.i _. along Taft Hill Ro.a.d. This technique 1 i = de_.cr i bed i n the 1 � Hi gh��:�.ay Ca.G� t:�• � '785 ac I t�1anual . The techn i que used i n the _ i gna.l progress i on anal xs i s k:-,ia.s a. computer- program cal led Signal Frogre_sion Anal ,+_.i ' PAP-.1) prepared b-:. the University of Florida Transportation Research Center-. Its main functions include: ' Interactive entry of arterial systern data.. _ D i =.p l a.y a. time location d l agr am k:,ih i c h provides graph i ca.l reprosentat i on of the qual i tx of arterial ' progre_._.i on . - Printing of a. time -space diagram to _.hok.-:i the qual i t;+: of pr•ocires_. i on . - Optimization of signal off_.ets for arterial pro- ' cires=.ion. The program inputs are: - Inter_.ection location - Grc1e length ' _ Ph as. i ng Clff_.et.. 'speed • 138/48�i ELIZABETH M 3/410 o —y � 9 S d- SITE E (- ,nr� s co ) I ��5Z/ 131 52/ 131 193/Z23 —� 104/ 90 U'N 6' s �a 10/ I o -� 13fllo—� � F- r LL Q F- AM/PM Q N SHORT RANGE PEAK HOUR TRAFFIC FIGURE 9 • 199/ 1091 ELIZABETH 551/ l'5 5 —_- 10/IZ to SITE Is 0 0 � Lo l`a 15/ 12�5 155/ Z30 —� ZIO/315 — 145/115 —� OoO i1 p \O N co AM/PM Q N LONG RANGE PEAK HOUR TRAFFIC FIGURE 10 • 1 1 1� �I An;: or a.l 1 of these input-=- can be changed iteratively in achieving the optimal progression. Taft Hill Road data. for existing signals. t',ia.=-. based upon e=.t ima.te= of future traffic volumes.. The =.i gn.al pr•ogre si on on Taft Hi 1 1 Roa.d was. anal :�, zed based upon the fol 1 ot..j i ng criteria: - C-, c 1 e length of -'O second=. - '=peed of "30 mph - t-1a.inl ine (Taft Hi 11 Roa.d) Gr'i_ Ratio Prospect G/.0 = CI.50 E1 izabet h G./C: = 0.50 Mu 1 berr:y G.-'C: = 0 .50 - Gr•een t ime on the cross street i = greater than the pedes•+.r i an crossing time of the ma.i nl i ne at 4 feet per second. - Achie.)e the 1a.rge=.t bandt,,lidth possible along Taft H i 1 1 Road . Appendix F •ahc Avis a. number of progression analyses along Taft Hill Road. Page I sho(,i=. .a. 90 second cycle at the posted _.peed � �f 2:0 mph. A ba.ndui i dth of 15 seconds is attainable in each direction. Facie 2 sho!,.is that if the c> c 1 e length is held at -'n _.eronds and the speed is increased to :35 mph, a ba.ndt,.!idth of 31 =.econd=is attainable in each direction. Coriver=.eI- , page 3. =hc vis that v)i th the speed held constant and the cvc 1 e 1 ength at e-O seconds, a. ba.ndt.,i i dth of :30 seconds i •= attainable i n each direct ion . Other anal ;,e= viere performed va.r;vi rig e i ther =_peed or cXcl e 1 ength t,,ii th k:)arxi ng degree_. of progre=si on eff i c i enc:r. Al so shot'an i n Appendi,; F is the location of the southernmost access. to Taft Hill . I t i ._ necessary to 1 ocate th i = •acceass. Udi th r•egar d to the va.r i ou prc ogres=• i on band=• i n order to perform the p l atoon f low .a.na1 =.e=•. The rzkboue pro-74re=-.e.i on analyses a.re presented to provide data for, the platoon anal :>'i __. Design progression analysis must be conducted on a regular basis reflecting change in land use, speed, and ether variables. - - 0pera.t i ons. Ana I -,-, . i ..1 C:.a,pa.c i t)` anal -..r •e=. i,,,ier•e performed on k.ex i nter-sect i on=. a,d,a.i •cen t to the prc,posed con en i e n c e =•tore `g.a. ar• I;-,I.a.=•h . Using the tr•a.ff i c volumes shot'an in Figure '? and the existing geometr i c=., the i nter. sec t i ons operate i n the =.hor•t range condi t i on a.= indicated in Table ?. C..al cul .a.t i on forms for, the se a.na.l =.e S ar.e pry �v i de i n Append i %, G. I t i =• recommended that the northernmost a.cces=. to Taft Hi11 Road not be open to the publ i c for. access. This recommendation is made based upcIn i is 1oca.tion t'.ji th regard to E1 iza.beth Street. Based upon the curren t use of th i s -access. , g i v i no i t up t,,iou I d cause .j Table 8 Short Range Peak Hour Operation Intersection AM Peak Taft H|112EIizabeth A E1izabeth2Acce LT2RT egress A LT ingE/£s A Taft H|112Access LT. --'PT egress C LT ingress A Intersection Table 4 Long Range Peak Hour Operation A{| Pea k Taft HIl12EIizabeth Ex|sting Geometries Arterial Cross Section on Eliz. EIizabeth2AEE@ss LT/PT egress LT ingress Taft H|l12Access LT2RT egress LT ingress 11 � � A A B A E A PM Peak B B A D B F 1| Pe ak D C D A E C little or no inconvenience to the public. c . The two .y.c_e`.s.e_. r F t. remaining accesses to this site to (one from Elizabeth and one from Taft Hill) will operate similar to the current operation. It is primarily the volumes on Taft Hill and Elizabeth that govern the level of service. ce , - - The signalized inter=.ectior, will operate acceptably. As stated earlier in this report, the Elizabeth Street access is very close to Taft Hill Road. According to the nomograph o - n Page i of Appendix C?, the short range left -turn requirements at the Taft Hill/Elizabeth intersection are: eastbound Elizabeth - 160 feet plus taper; westbound Elizabeth - 120 feet plus taper; northbound Taft Hill - 70 feet plus taper; and southbound Taft Hill - 70 feet p1u_. taper. The present location of the existing southernmost access to Taft Hill Road is 70 feet from the Taft Hill stop bar. This location may be acceptable for a. few Years, but as traffic increases on Taft Hill Road it wi 1 1 become increasingly unacceptable. The present location of the existing E1 i za.bet.h Street access is feet from the Elizabeth Street =_.try � s. - - _F bar. This will cause this a.ccess to be blocked for left -turn ingress and egress for a. significant portion of the day (4 8 hours). It is recommended that this a.cces.s be moved as far to the west as possible. This will benefit the traffic operations on the street and make this site more accessible from Elizabeth Street. The furthest it can be moved to the west and st i 1 1 remain on Amoco property is to the property 1 i ne . This will not be beyond the length of the left -turn lane on Elizabeth. . Using the traffic volumes shown in Figure 10, the intersections operate in the long range condition as, indicated in Table 4. Calculation farms for these analyses are provided in Appendix H. The access driveways from E1 i za.beth operate unacceptably y for exits. during t F - during he afternoon peak: hour. The access driveway from Taft Hill oper•a.tes unacceptably for ex i is during both peak hours. Based upon historic hourly traffic variations, it is anticipated tha.t. the Elizabeth aces.s will operate unacceptably 3-4 hour.s per day and the Taft Hill access. wi 1 operate unacceptably for 8- 1 i hours per day. This level of operation is governed by the background traffic can each street. Good cci d i gna.l progression can Taft Hill will raise the operation by one level of service category. This wi 1 1 not bring the operation into acceptable levels of service. As in the short range operation, the level of service is governed by the traffic volumes on Elizabeth and Taft Hill rather than the egress/ingress volumes at this_. site. The signalized Taft Hill/Elizabeth intersection wi 1 l operate acceptably y during n e e -F � -F � the peak hours with geometric improvements to Elizabeth. These improvements ore the following geometr i cs on each Elizabeth approach leg: one left -turn lane, one through lane, and one through/right- turn lane. It is also recommended that the signal phasing provide a. left -turn phase with overlap. N 1 1 1 1 1 1 i U =.i ng the 1 Grog range t r a f f i c vol urnes, the f o 1 1 ovii ng a.r•e the 1 of t-turn lane requ i r•emen ts• at the Taft Hi 1 l.'E1 i za.be th inter -section: eastbound Elizabeth -- 180-240 feet plus• taper; t,.)e=.tbound E1 iz•a.beth -- 140-120 feet plus taper; northbound Taft Hj11 -- 80-110 feet plus_. taper; an s.r-,u t h b o u n d Taf t H i 11 -- 80-1 10 feet plus taper-. Left -turn egress or ingress. at either El i za.be th or Taft Hill to this s.i to t,,iou 1 d require crossing of the 1 of t-turn lanes. Th i s i s. not considered to be acceptable design. There kjould be times vihen the dr- i vet, -jays. t,,ii thin the pr oper• ty 1 i nes. vioul d be blocked t,:,, queued vehicles. This k:-� i 1 1 e . acerbate the poor egress operation and be unsafe. Hol,jever, more impor•ta.ntl•,':• to the o,:iner, th i s s_.i tuat i on can deny access to the proper-t..', itself . It is recommended that the accesses to the property be as. far as feasible from the intersection. This may r'equir-e a. negotiated joint access location t,,, i th the Cedart food Plaza. Shopping Center. Since Cedart,,iood Plaza Shopping Center does not have incentive to participate in a. joint aces_. ay_r-eemen t , the best locations may be as c 1 o=-e as is feasible to the south -and west pr•opert-Y, 1 ines• of the Amoco property. It is the intent of the Amoco to relocate the fuel tanks to the nor-theast corner- of the site. The present location requires the tanker trucks to backup. The proposed design 1,-jou l d enable a tanker. truck: to enter from eastbound El i za.be th, , park over the fuel tanks, an erx i t i a sou thbc Fund Taft Hi 11 . Amoco has proposed that the nor-thernmos•t access to Taft Hi l 1 be used for. exiting tanker trucks. This. ex i t t,,,i l l be the easiest for the trucks. and have the least impact on the Tema.i nder of the =.i to Hot�,iever, based upon prey:! i ous_• r1ecc1mmendat i ons_•, this access should be closed to publ i c a.cce=•s. In order to accompl ish, this., some type of r•emokyab1e ba.rr i er w i 1 1 need to be instal led t.,ih i ch can be r•emok')ed vihen a tanker. truck: exit=. If this_ type of arrangement cannot be s.0 i t•a.bl ;. des•j fined, then the tanker truck:s must exit via the sou thernmos.t. Taft Hi 1 1 access., Accident Ana.l:�si=. The recou-jmended con tr-ol dev i ces and geome tr i cs• shoul d minimize vehicular confl icts arid maximize vehicle separ;,tion. Therefore, the accident rate should be at its minimum for a. t; p i ca.l urban condi t i on . Th i s study assessed the impacts of an Amoco convenience =_•tore;'ga.s.•ca.r t.ga.sh, located on the sou tht.,,les.t corner of the Taft. Hi11 'El iza.beth intersection in the =•host range !.1'7'='0> a.nd l c ir,g r -nge (L010:! street =.tem i n the immediate v i = i n i t: . As _. resu l t of th i s_• -anal, s. i s•, the fol l ovi i ng is concluded: 8 C� - The proposed use i s fea.s_i bl e from a. tra.ff i r_ engi veer i ng s_t-.a.ndpoi nt-. At full de�,el opment. as proposed, t approx i mate 1 ;. 1 1 ^n a.dd i t i ona.l trip end=_. !,:� i l l be generated at t h i s _. i t e d a. i 1 S i n c e a. g a s_./ c a. r t,,i a. s h f a. c i 1 i t y a I r e a, d y ex i s.ts. a.t th i s i to , not al 1 of these tr i ps are "net,,, trips." ' - Current operation at the dr i ve!,,la;.• acces_.s intersec- tions. to Taft Hill Road is unacceptable. Operation at the ' E1 i za.be th dr i ,.�ev)ay access_. is acceptable. The signalized Taft Hi 1 1 /E1 i za.beth intersection oper.a.tes. a.ccepta.bl:• . - In the short range future, the signalized Taft H i l 1 :•'El i za.be th intersection c-perates. acceptably. The - Elizabeth access operates. accept.a.bly. It Should be mo-.,,ed .as. far as possible from the Taft Hill/Elizabeth intersection in ' order to minimize confl ict=_. v)i th the loft turns at the signal ized intersection. The northernmost access. to Taft Hill Should be closed to publ i c a.cces.=.. Exits. from the _.c-uther•nmo_.t acces_. to Taft Hi 11 operate unacceptably ' due to the k-c-O urne s_ on Taft Hi 1 1 Road. -- In the long range future , the Taft Hill /El i za.be th intersection v.1ill operate acceptably !,,lith Elizabeth street impr-c-ved to a. full ar ter i al cross. section. Exits from the Elizabeth and Taft Hill accesses. will operate un.a.cceptabl :: during specific hours of the da;r . Goad signal progres_si on on ' Taft Hi l 1 !,ai 1 1 improve the operation, but not into acceptable 1 e-.:�e l of ser-,!ice categories. ' - The a.cce=.s.e to this site should be moved as. far as possible from the Taft H i l l i El i z.�.be th intersection in order - to improve operat. i ons, safety, and keeping this propert-," accessible. - Tanker truck traffic s.ery i ng this. site should enter ' from eastbound Elizabeth and exit to southbound Taft Hi l 1 . Use of the northernmost access as. an exit can 1 y -For tanker trucks u.!oul d greatl v fac i l i tat-e their egress_. from the site. This e:>: i t should be a.l 1 ov.jed only if i t can be desi fined to not ' al 1 ovj public access. at this location. - l.Oi th the recommended control and geometrics, th.e accident rate should be a.t an acceptable 1 e :jel for typ i cal urban conditions. • F�vPpEI-AD I � ff, I I { { ! � In � i I . � I� o IiI c ;h I tir n o t= o 0<' O i I o v z ;I CV I Iji . , Cl. --! of t c w l;jc < oc- ' la ` 2 : C9 ❑ p =m c 165 of 0 L? w J p < I� IJ— I r } ! 01 < 01 z Ih o Ix a 3Ic c <I— o < Iz co < UJ w Iz O cf J d-1 h C c: I O )- 0 (3 I =, co J C, Li - w o o (r_ r ;o J h 1 < h O Ito w to w o wl < O '> > t` CC C'I to (i) i< < o (D (L «'� w a. i i ' {< r 19 z �v� G U 1 1 I I ; r_ z F- C < U 1 I 4t!} I <: C, 'co aNCOIC)co-I)!,.).-wto —m0C')N—,Cor)nNno tDi =!`, ;)N— )L 7:F• l—.--G). 7-:NNNC:NM(00 qol N in w'u I— — QiC _ CI O \ Cl,) T : W <i� I I O r I N W C p 1 < h J U C I- Ito (CNtO;01CD—V'L?•-NC'.. C= 2 C9 N— M CT ej 111 D co LLI _ } C — C:�tC C: f\ 6r C) f` N:1� O L? 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I ' N V) QiL7 O N cDIM 0 -- NI o zlin tD n co 0) O r NIM v IC O O o;0 0 0 Oj0 � �- � �- _ r- �^ N N N N N C JI i 11 K C Q 0 Ir r r r'r r r rIr r r r o — N MI'; m rD nlc? 0: O r rir No r r r 7 10 O n r r r r O O O SIN r r M Q; I OI I h-I ' :DO = O 0 C CIC 0 C 0 0 0 -- —I N N!N (V t1' uj a: w U zM .j > LUU o zU "7 �Q z mw X o Q F- Io N ' ^ vl N N " C� V 10 1 <V Oo U) cb II U II CC N J CT tb V lV N 3: N = d- r. _ "s Q- N �+tj 0 rJ o 'n CC) w J f` U) M �► r Jo S M Ua () -- r1 a- — N6- N O _Nt_r a Hz N C') N J o to uo J° 41 lk'r _ Imo— pry— r�Q' N rj4— - t L e N -1 o tr — ''� 4t Q 9 rn �1, `9 r n1 N po ox- CT- Kl � � 1,n (3 + o -' r �, �� - a- rn to z0 �- E In Op r� �} S (� �- -` IX rt M �� �,� o 0 n m rM AF'REV-JL? I X L 1 C1 I 1 'HIGHWAY CAPACITY M AL. S.R.209 TRE3/N i�C. W.asn. C• 1985. ICAPACITY AND LEVEL OF SEfiVICE I he concepts of capacity And level of service are central to the. Analysis of intersections, As they nee for All types of fncilitics. In intersection Analysis, however, life two concepts Are not As strongly correlated As they nee for other facility types. In pre- ' vious chnplers, file same Analysis results yielded A determination of both the cnpncity And level (if service of the fncilily. For signalized intersections, (le two me Analyzed separately, And Are not simply related to each other. It is critical to note At the ' oulsel, however, (lint both capacity And level of sen,ire must be fully considered to evaluate the overall opernlion of a signalized intersection. Capacity Analysis of intersections results In lire computation of v/e ratios for individual movements And A composite v/e ratio for the sum of critical movements or Inne groups within the intersection. l he v/c rnlio is the nclun) or projected rate of ' flow on an Approach or rlcsignnled group of Inne, during A penk IS -min interval divided by the capacity of the Approach or designated group of lanes. Level of service is based on the Average slopped dciny per vehicle for various movements wilhin ' the intersection. While v/c affects delay, there are other parnm- eters that more strongly affect it, such As the quality of pro- gression, length of green phases, cycle lengths, And others. Thus, for Any given v/c ratio, a range of delay values mny result, Slid ' vice -versa. For this reason, both life cnpncity And level of service of the intersection Hurst be carefully examined. Ihcse two con- cepts are discussed in detail in the following sections. Capacity of Signalized Intersections Capacity at intersections is defined for ench Approach. filter - section Approach cnpncity Is he rnnxlnnnn rnte of now (for the subject Approach) which mny pass Ihrough Ile Intersectl it un- der prevailing traffic, roadway, And signalizntion conditions. 'I lie rate of flow is generally mensu►ed or projrried for a IS -min period, And capacity is staled in vehicles per hour. Prate conditions Include volunnes fill each appuonch, the dis- tribution of vehicles by movement (left, through, right), the vehicle lyric rlistlibullon within rack move►mrt►l, the location of and use of bus slops within Ile Intersection nren, pedestuinn crossing flows, And parking movements within the intersection Area. Roadway earth►ions include tie basic gron►eltics of the in- ' terseclion, including the number And width of Innes, grSdes, And Inne-use Allocations (including Imrking Imes). Signalization conditions include A full definition of the signal phasing, timing, type of control, And an evaluation of signal ' progression on ench Approach. I he capacity of designated lanes or groups of lanes within nn Approach may Also be evaluated and determined using the pro- cedures of this chnpter. This may be done to isolate lanes serving ' a particular movement or movements, such as An exclusive right - or left -turn Inne. Lames so designated for srpnrate Analysis Are referred to As "Inne groups." The procedure herein contains guidelines for when and how separate lanes groups should be ' designated in are approach. Capacity at signalized intersections is based on the concept of saturation flow and saturation flow rates. Saturation flow rate is defined ns the rnnxirnum rate of flow that can pass through ' A given intersection Approach or lane group under prevailing traffic And rondwny conditions, Assuming that the approach or lane group had 100 percent of real time Available As effective green time. Saturation flow rate is given the symbol s, and is ' expressed in units of vehicles per hour of effective green time (vphg)• The flow r r a given Approach or lane group is defined As the ratio of 1 e Actual flow rate for the Approach or lane group, v, to the saturation now rate. The now ratio is given the symbol, (v/.r)„ for Approach or Inne group i. 7 he capacity of a given lane group or approach may be stated m: e, = s, X (g/C), (9-1) where: c, = capacity of Inne group or approach 1, in vph; s, = saturation flow rate for lane group or approach 1, in vphg; And (g/C), = green ratio for lane group or approach i. -Ihe ratio of flow rate to capacity, v/c, is given the symbol X in intersection Analysis. This new symbol is introduced in this chapter to emphasize the strong relationship of capacity to sig- naliznlion conditions, and for consistency with the literature, which also refers to this variable as the "degree of saturation." For a given lane group or approach is X, = (v/c), = v,/[s, X (g/CM (9-2) X, = v,C/s,g, = (v/s),/(g/C), where: X, = v/c ratio for lane group or approach i; v, = Actual flow rate for lane group or approach 4 in vph; s, = saturation flow rate for lane group or approach 1, in vphg; and g, = effective green time for lane group i or approach 1, in sec. Vales of X, range from 1.00 when the flow rate equals ca- pacity to 0.00 when the flow rate is zero. The cnpacily of the full intersection is not a significant concept and is not specifically defined herein. Rarely do all movements at nn intersection become saturated at the same time of day. it Is the ability of individual movements to move through the Intersection with some efficiency which is the critical concern. Another capacity concept of utility in the Analysis of signal- ized intersections is, however, the critical v/c ratio, X,. This is a v/c ratio for the intersection As a whole, considering only the lane groups or Approaches that have the highest flow ratio, v/s, for a given signal phase. For example, in a two-phase signal, opposing approaches move during the same green time. Generally, one of these two Approaches will require more green time than the other (i.e., it will have a higher flow ratio). This would be the "critical' approach for the subject signal phase. Each signal phase will have A critical lane group or approach that determines the green time requirements for the phase. Where signal phases overlap, the identification of these critical Inne groups or approaches is somewhat complex, and is discussed in the "Methodology" sec- tion of this chapter. The critical v/c ratio for the intersection is defined in terms of critical lane groups or approaches: X, _ (v/s),, X [C/(C-L)J (9-3) , where: X, = critical v/c ratio for the intersection; = the summation of flow ratios for all crit- Ical lane groups or approaches, 1; C = cycle length, in sec; and L = total lost time per cycle; computed As the slum of "start-up" and change interval lost 11 1 1 time minus the porflon of the change in- tervnl used by vehlcles for ench criflcnl signal phase. 'Ibis equation is useful in evnlunting the overall intersection with respect to the geometries and tolnl cycle length provided, and is also useful in estimating signal flutings where they fire not known or specified by Iocnl policies or procedures. It gives the v/c ratio for nil crilicnl movements, assuming that green time hits been appropriately or proportionally allocated. It is therefore possible to have a crilicnl v/c ratio of less than 1.00, and still hnve individunl movements oversaturated within the signal cycle. A critical v/c ratio less than I.W, however, does Indicate that nil movements in the intersection can be ficcom- modated within the defined cycle length and phnse sequence by proportionally allocating green time. In essence, the total avail- able green time in the phase sequence is adequate to handle all movements if properly nllocnted. The analysis of cnpacity in this chapter focuses on the cotn- putntion of saturation flow rates, v/c ratios, and enpacities for various nppronches or lane groups of the intersection. Proce- dures for these computations are described in greater detnil in the "Methodology" and "Procedures for Application" sections of This chapter. Level of Service for Signalized Intersections Level of service for signnlized intersections is defined in terms of delay. Dclny is n mrnsure of driver discond'otl, frurstrntion, fuel consumption, and lost Irnvel line. Specificnlly, level -of - service criterin are slnted In feints of the fivernge stopped delay per vehicle for a 15-min analysis period. the ctHer In fire given In 'I'nble 9-I. Delay may be measured in the held, or cony he estimnted using procedures presented Infer iu this chnpfer. Dclny Is it complex measure, and is dependent on a number of vnrinbles, Including the quality of progression, the cycle length, the green rnlin, and the v/c ratio for lie Inne group or approach in question. Level -of -service A describes operations with very low dclny, i.e., less than 5.0 sec per vehicle. This occurs when progression Is extremely fnvornble, and most vehicles arrive during the green phnse. Most vehicles do not stop at nil. Short cycle lengths may also contribute to low delay. 7'Ant.r•. 9-1. LeveL-or-SERVICE CanralA FOR SIONAr-n.rn INrr•.a- srctIONS slorrrD DELAY rra VEHICLE LEVEL. Or SERVICE (snc) A S 5.0 b 5.1 to 15.0 C 15.1 to 25.0 p 25.1 to 400 E 40.1 to 60.0 F > 60.0 Level-af-service B describes operations with delay in the range of 5.1 to 15.0 sec per vehicle. This generally occurs with good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. Level-nf-service C describes operations with delay in the range of 15.1 to 25.0 sec per vehicle. These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle fnilures may begin to appear in this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. Level -of -service D describes operations with delay in the range of 25.1 to 40.0 sec per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the pro- portion of vehicles not stopping declines. Individual cycle fail- ures are noticeable. Level -of -service B describes operations with delay in the range of 40.1 to 60.0 sec per vehicle. This is considered to be the limit of ncceptnble delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. In- dividual cycle failures are frequent occurrences. Level -of -service F describes operations with delay in excess of 60.0 sec per vehicle. This is considered to be unacceptable to most driven. This condition often occurs with oversaturation, i.e., when arrival now rates exceed the cnpacity of the intersec- tion. It may also occur at high v/c ratios below 1.00 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. Relating Capacity and Level of Service Because dclny is fi complex measure, its relationship to ca- pacity is also complex. The levels of service of Table 9-1 have been established based on the acceptability of various delays to drivers. It is important to note that this concept is not related to cnpacity in a simple one-to-one fashion. In previous chapters, the lower bound of LOS E has always been defined to be capncity, i.e., the v/c ratio is, by definition, 1.00. This is not the case for the procedures of this chapter. It is possible, for example, to have delays in the range of LOS F (unacceptable) while the v/c ratio is below 1.00, perhaps as low as 0.75-0.85. Very high delays can occur at such v/c ratios when some combination of the following conditions exists: (1) the cycle length is long, (2) the lane group in question is dis- advaninged (hns a long red time) by the signal liming, and/or (3) the signal progression for the subject movements is poor. The reverse is also possible: a saturated approach or Inne group (i.e., v/c ratio = 1.00) may have low delays if: (1) the cycle length is short, and/or (2) the signal progression is favor- able for the subject movement. Thus, the designation of LOS F does not nutomatically imply that the intersection, approach, or lane group is overloaded, nor does a level of service in the A to E range automatically imply that there is unused capacity available. The procedures and methods of this chapter require the anal- ysis of both capacity and level -of -service conditions to fully evaluate the operation of a signalized intersection. It is imper- ative that the analyst recognize the unique relationship of these two concepts as they apply to signalized intersections. 1 i • • iLEVEL OF SERVICE CRITERIA ' FOR UNSIGNALIZED INTERSECTIONS Level -of -service criteria for unsi Qnal i zzed i ntersec- tioris are stated in very general terms, and are related to ger►eral delay ranges. Analysis for a stop- or - yield -control led inter section results in solutions for- ' the cafiaci l-.y of each 1 ane on the mi.rior approaches. The level -of-service criteria are then based on the r eser-ve, or- i_ini.ised, capacity of the lane in question, empressed in passenger cars per hour- (F'CPF-i) . RESERVE CAPACITY LEVEL OF EXPECTED DELAY TO t (PCF'Ii) --------------------------------------------------------- SERVICE MINOR STREET TRAFFIC .4�►tr A Little or- no delay ' Trrr.r-`'99 2" 299 B C Short traffic delays Average traffic: delays 10(r-199 D Lorng traffic delays �►- 99 * E F Very long traffic delays *When demand volume Pxceeds the capcity of the lane, ' extreme delays will be enCOuntered with queuing which may Cause severe congestion affecting other traffic movements in the intersection. This Condition usually 1 warrants improvement to the intersection. L h:efet- enr_:ee fairlf.i}i �.y C� p�-rI...t.y IjarIL.Ial.. Pflpci al Report 2C19. Transportation Research Poa►-d, Nation- al Resear-ch Council. Washington, D.C. 1985. iJ • AF>P EU-1a I X G I 1 'i 1z III .T F. I I C� 11 0 .01 . 0 w n 0 z 0 0) z Iw 0 (n D w 0 w I.- -j . . . rn w m to w in w D Ul CCD C. n. 0: 0 0 C..; c:l v; . . . CO z 0 C., N (A 0(— -r 0 co I L) 0 n LL ro Ii- ffj ;1 "It UJI LU 0 On Lif ui uj fit 00. Jr: li w Ifl R: ct: in 0 ILJ CL 0- 1 w 3:u I z 0 U in m J 0 I 0, 0 9 '2 z 0 u D w 0 o o It 0 m0 w w m x IT C) It 0 it III Y) -i co -i in z z Li ono C) cn Wo 01, (n 0 -T CO r- N 0 D 0 C) . . . . . . 0 Ix Z LJ 0 '0 C) 0 a: (A m ro 0 F. L) l'- 0) 1,- y kx It: C. 0 F 0 z a 0 0 In z 0000 0 CL -j M In Ca CO z w -i x x U) W H 10 44 PA CO It U) '0 :3 WJrmLW 00 a 0 2 Lli >- M 0 ly z Q) a- (L L :> III Ul X I w 0 -j m D D 0- 6- q 6 3: n n CA x C� 0 z 0 z 0 o z D 0— 0 0 01000 LL Co W w C) m w w D O 11:1 T 0 t aC) vi,l vi . . . Z 0 N C, W 0 Ill (00 1-- ca o 1- o 0 ;c 41 . . . . . . . •. . 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D.,'UOLUMF WARRANTS FOR LEFT -TURN STOPAGr LANES AT UNS16NAfr1ZED GRADE INTERSEc.-TiC114S" E W 500 J j 400 0 z z 300 200 o= 0 :N 100 I 800 �o O Too- o_ I - - a 5 � 600 S00 � J - 00 4 � �h y OQ' P 3 00 •- 200 100 LENGTH OF RIGHT— OR LEFT —TURN LANE PA Gcs 2 2 D • 600 �►- W z a 300 J c� z z 400 a F- W 0 300 z t7 z W 200 J M 1J 100 0 N ci S0U1?GE - LF_ISCNI JACK, j1CAPACITY ANALYSIS �Er✓NNIQUE6 �� FOR DESICN Or 5lGtJALIZFD INTER5CGrl0"S• E rf-:�PPE=-"D I X E u r! 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DEGIGIJ RUNT POLITE: TAFT HILL INTEPSECTIOIIS: 3 C'rr_LE LENGTH: 90 SYSTEM OFFSET: 0 Pol1DbJ I DTH LEFT : 15 8tC P.I GHT t 15 Sat PERFORh1ANCE INDEX t 27 EFFICIEllCi: 16. ATTAINABILITYr 33 INTERFERENCE: 37 --------------------------------------------------------------------------- I10. .........TIh1E-LOCATION DIAGP.AhI.......... DISTANCE SPEED P.I GHT BOUT ID ... READ DOWN LEFT RIGHT LEFT RIGHT 1 X:•;`;`CXXXXXXXXXXXXX XXX 2640 0 30 30 2 X7<X)< XXXY.XX XXXXXXXXXX 2640 2640 30 30 3 XXXXXXXXXXXXXXXXXXXX 0 2640 30 30 HO. OFFSET .........TIME -LOCATION DIAGRAM ........... PHASE LENGTHS LEFTBOU'1D ... READ UP 1 2 3 4 5 6 7 8 1 42 :,XX XXXXXXXXXXXXXXXXX 50 50 2 92 X'YXXX.:CXXXX XXXXXXXXX,X 50 50 3 ^>2 XXXXXXXXXXXXXXXXXXXX 50 50 --------------------------------------------------------------------------- TIME SPACE DIAGRAM POLTE: TAFT HILL COMIEHT: RUNT C'iCLE LENGTH ?0 SECONDS: SCALE IINCH=40Y. OF CYCLE: 1 LINE= 132 FT #P i i a if iF !! 1F 1E'k ik'Y. Y k �! lE # * it ik iF i! it if i # iE � R'Y'l!'►i!' 1f if * * if it R i! �f k M {F 1t i �+!'I! iF lE if iliE IF'i!I"i'1!'!� d!!F'li lF lF iF; iF iE i! %iF ie {r {t iE i I MULOWRR Eu t. A sd 6 Accers3 1E iruicK+a +... > ... rx{t*#f!�i NSF UI4'IFifY iFM#1I'1f'YiE'K'�ERIFi�lk!'#Fkif iE**i«tiF*i+*iE�;.{Ea?acu*u{}1F i!iF iF ik iEwx*ir iF#%!!'i MATTHEW J DfH ARTERIAL PP.0SIOtI DEMON xAG G PM42 POLITE: TAFT HILL INTERSECTIONS: 3 CYCLE LENGTH: TO SYSTEM OFFSET: 0 BAIIDWJIDTH LEFT: 313" RIGHT: 31 $fG PERFORMANCE INDEX: 48 EFFICIENCY: 34 ;.7 ATTAINABILITY: 71 INTERFERENCE: 20 --------------------------------------------------------------------------- rIn. .........TIME —LOCATION DIAGRAM.......... DISTANCE SPEED P.IOHTBOI_OiD ... READ DOWN LEFT RIGHT LEFT RIGHT 1 :CCXX'XY30:XXXXXX XXXXXX 2640 0 35 35 k7..XXXXXXXXX. XXYXXXXYX 2640 2640 35 35 v,XX XXXXXXXXXXXX 0 2640 35 35 HO. OFF^ET .......... TIME —LOCATION DIAGRAM.......... PHASE LENGTHS LEFT8O114D ... P.EAD UP 1 2 3 4 5 6 7 8 1 35 Xxx);X.K .X XXX,XXXXXXXXX 50 50 2 8 5 `": XXXXXXXX.X XXXXXXXXX 50 50 35 X':XXYKX.`.•:X),XX. XXXXXX 50 50 TIIIr SPOCE DIAGPAP POUTS: TAFf HILL. C0t1MENT: P.UM2 CYCLE LENGTH TO SECOIIDS: SCALE IINCH-40Y. OF CYCLE: 1 LINE= 132 FT Yx:,Y�i'Y>x�*it#+sx**itltkiFKlFiQ'K'#•i4:if#iF*i!iF iFlt Mif 4F 9t 9i 1f KiF iF l4 iflF iF�ai iE if iE:t iF iF:e±:iF:f ltkiE i6i�9f if:lk iF if it ilk♦1Rx i I IF1 f THEIEL 1 CH APT FRIAL F'PO_ Si ON DEGIGN RUNS e G Er .3 POUTS: 1AFT HILL INTERSEC'fIOIJ^: 3 CYCLE LEIIOTH: 60 SYSTEM OFFSET: 0 Br;NDWIDTH LEFT: <10SOCL RIGHT: 30 SEC PERFORMANCE INDEX: 60 EFFICIENCY. 50� ATTAINABILITY: 105 INTERFERENCE: 12 --------------------------------------------------------------------------- NO. .........TIME —LOCATION DIAGRAM.......... DISTANCE SPEED P.IGHTBOUND ... READ DOWN LEFT RIGHT LEFT RIGHT 1 X1iXX XXXXXXXXXXXXXXXX 2640 0 30 30 2 XXXX XXXXXXXXXXXXXXXX 2640 2640 30 30 3 XXXX XXXXXXXXXXXXXXXX 0 2640 30 30 NO. 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