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HomeMy WebLinkAboutSADDLEBACK SUBDIVISION, PHASES II, III & IV - COUNTY REFERRAL - 55-88, A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYSADDLEBACK SITE ACCESS STUDY LAF, I MER COUNTY, COLORADO Prepared for: Gordon Murdoff 2208 Stonecrest Drive Fart Collins, CO 80521 Prepared by: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 IEXECUTIVE SUMMARY Saddleback, located northwest of the intersection of County Road 19 and County Road 48 in Lar•imer• County, Colorado, is proposed to be a residential development. This. _•tud:*' involved the steps of trip generation, distribution and assignment; traffic projection; capacity analysis; traffic signal warrant analysis; and accident analysis as set forth in the County`s. Traffic Impact Study Guidelines. This study assessed the impacts of Saddleback on the existing street s}_tFrat each phase of development (1 ?93, 1998, and 2010) . Each analysis period considered an increase in background traffic, which reflects other development in the general vicinity. As a. result of this analysis, the following is. concluded: - The development of Saddleback as proposed is feasible from a traffic engineering standpoint with specific improvements in the area.. Full development of Saddleback, as proposed, will generate approximately 700 vehicle trips per day. - Current operation of the CR 1?/Stonecr•e=_.ta.nd CR 21 ,' I,_I.a.k:onda. intersections are in acceptable level of service categories during the peak hours. There is an existing sight distance constraint to the north along CR 19 at Stonecr•est Drive due to vertical alignment. Correction of this constraint would require a design solution to change the Lar• imer County Canal Number 2. The solution is not feasible given the existing conditions or the development of Saddleback. It is recommended that this constraint be handled with si gnage . It should be corrected when CR 1'i is designed as a four lane facility. ' - Implementation of Saddleback - Phase 2 (20 D.U.) in the short range future can be handled on the street system with some improvements. A northbound left -turn auxi 1 iary lane is warranted on CR 19 at Stonecre st Drive. - With implementation of Phase 3(26 G.U.) by 1298, the intersections will continue to operate .acceptably. No additional auxiliary lanes are required on CR 19. A northbound right -turn auxi 1 i ar•y lane is required on CR 21 at (4akonda Drive. This auxi 1 i ary lane is required due to the projected traffic increase on CR 21 rather than an increase in the turning volumes at the intersection. - With full development of Saddleback and the year 2010 projections in background traffic, the two key intersections will operate acceptably in the peak hours. An additional 1 southbound right -turn auxiliary lane ixti11 be required on ►R ` 19 at Stonecrest Drive. - Signals vj i 1 1 not 1 i ke 1 y be 1,aarran ted at either the CR 1 =: Stonecrest or C:R 21r'l,Jakonda intersections. - With good design of the aforementioned geometric improvements to the various intersections, the accident rate should be at acceptable levels for urban conditions. - Pedestrian and bicycle traffic vO 1 1 not be significantly impacted by the increase in traffic on '=tonecrest Drive and l,,Iakonda Drive. With common sense pedestrian and bicycle practices, there should be no safety concerns. - Given the 1 i ke 1 y level of construction activity based upon the historic building program of Saddleback, Phase 1, construction traffic should present no capacity or safety probl ems. 1 I. INTP.ODiiCTI ON This traffic impact study addresses the capacity, geometric, and control requirements at and near a. proposed development known as Saddleback located west of County Road 1? (CR It) (Taft Hill Road) and north of CR 48 Wine Drive) in La.r imer Count;•, Colorado. During the course of this analysis, numerous contacts. were made with the project engineering consultant. The studx generally conforms to the format set forth by the Lar imer County Engineering Department. The study involved the followingsteps: Collect physi cal , traffic, and development data.. Perform trip generation, trip distribution, and trip assignment. - Project traffic growth. Determine peak hour traffic volumes. Conduct capacity and operational level of service analyses on key intersections. Analyze signal warrants and signal progression. Accident analysis. Additional items addressed are: impact on bicycle and pedestrian traffic and impact of construction traffic. III. EXISTING CONDITIONS The site location of Saddleback, as shown in Figure 1, is in a predominantly agricultural and developing area. To the north, it is bounded by the Larimer County Canal Number 2 and the flood plain of the Cache La Poudre River. To the west, it is bounded by an existing single family subdivision 1 known as Lin Mar acres. To the east and south is land in agricultural use or single family dwelling units. The center of Fort Col l in= lies to the southeast of this. site. The topography in the area is essentially flat to the south, east, and west. To the north, the land drops off into the Cache La Poudre valley. The major streets in the area are CR 21, accessed via W.a.k onda Drive through Lin Mar Acres, and CR 1?, accessed via. Stonecrest Drive through Saddleback, Phase 1. CR 21 is a two lane road with a rural cross section (shoulders). The _peed 1 im i t on CR 21 near Wak onda Drive is 30 mph. There is an advisory speed of 25 mph around Lee Lake, CR 1? is a two lane road with a. rural cross. section. The speed limit on CR 1? near Stonecrest Drive is :30 mph. The intersection of CR 1? and CR 48 is four-way stop sign controlled. 1 • • Q aporte (B /54 4 /Jr 7L 2 IP 5065 ark 11 Wf Course /544 --5040 33' W --N L 31 -II 3a 35 0 . ..... . 4�. 1! Gravel. 1523 Pits ... . .... ... 2 i5Substa ­9 b Le \4-10 c Er r---, ield ..SADDLEBACK A .41A 11L *; V —e- u �ar g D North Yards COLORA & M 1; , 'b U -3F]-- F Refinery 0 1-1 06 Downtown • 7 Fort Collins Mll WNJ Lj 0 Airpark -I• Par F F- — :0000LE02 101MEJEE11❑�;i Golf p ( Lourse. — Dibposa age l LMI n ::A Ur 4954, E55 El 10105 17 r Ul I p AW11A ULM EJED E E:10- UUL- c ULJ 5065 Q F IT /544 c z -S —tald, 1: um 22 34 L rh , ti J U " 'Pi I / avel,, '---;Drive-io L AR11 Pit 'Theater W r I - I SITE LOCATION FIGURE 1 E;istinG Traffic Da. i t ,• t ra.f f i s f l ov,, i =_. shown i n F i pure 2. These volumes are bi-directional, machine -counted approach volumes conducted by La.r imer County. Gates of the counts are indicated on Figure 2. Also shoa,in are counts performed by 1 the City, of Fort Col 1 in=. and!`or the Colorado Department of H i ghi.,,iaXs . In addition to the dailx count data, peak hour turning movements v,iere obtained .at CR 21/tJakonda. and CR 1?1/ St_onecrest in April 1=88 and CR 15"/CR 48 in February 1?88. These counts are shov,in in Figure 3. All rava traffic count data is provided in Appendix A. IExisting Operation Using the traffic volumes shovin in Figure 3 and the r_ existing geometris, the key inter =_ section. operate acceptably during both peak hours.. Table 1 shovis the operation at the key intersections, Calculation forms are provided in Appendix B. Appendix C describes level of service for unsi gna.l i zed intersections as. defined in the 1'785 Hi ght-,iay Capacity, Manual. Concerns related to future traffic control and geome tr i cs v,O 1 1 be addressed later in this. report. Si Qh t distance was evaluated at CR 21/LJakonda. Drive and Stonecrest Drive. Both CF, I? and CR 21 are currently posted .at 30 mph. If the posted speed is considered to be the design speed and a ttdo lane road is .assumed, the fol 1 ovli ng minimum sight distances are required at each intersection: (1) for right turns from the minor street, sight distance to the left is 410 feet; and (2) for left turns from the minor street, sight distance to the left is 440 feet and sight distance to the right is 420 feet. There are no sight distance constraints at the CR 21.'Wakond.a Drive intersection. At the CR 1-':'Stonecrest Drive intersection, there is a s i gh t .distance constraint to the north due to the vertical curve at the La.r i mer County Canal Number 2. The existing sight distance to the north is approximately :300 feet (field measured - paced). The most effective solution to the problem is to increase the sight distance by increasing the radius of the vertical curve. However, this would require a de _.i gn solution vji th regards. to the canal. If the sight distance requirement cannot be met v1i th regards to the vertical curve due to cost or other reasons, then southbound CR 19 should be signed indicating a hazard (e.g, HIDDEN DRIVEWA'r'S, LIMITED 'SIGHT DISTANCE). I 1 s Lp E 0 0 0 0 o � m 0 3542(n&3r s 4ZOO 19163) Co. Rd. 48 a- s Ln RECENT DAILY TRAFFIC FIGURE 2 N N Z/4 1 /-3vlo STONECREST 1 WAKONDA 4/ 1 Lin i r N �^ � � t 14/49 V J 1 - 44/I7-0 _� 14a/50 Co. Rd. 48 AM/PM 155/loZ —?- I 32/32 `o 0 a - 1988 PEAK HOUR TRAFFIC FIGURE 3 Table 1 Existing Peak Hour Operation Intersection AM Peak PM Peak CR 1 =/Stonecrest LT CR 19 A A LT Stonecrest A A P.T Stonecrest A A LT RT Stonecrest A A CR 21/Wakonda LT CR 21 A A LT Wakonda. A A RT Wa.konda. A A LT/RT Wa.k:onda A A Table 2 Trip Generation Daily Noon Peak P.M. Peak Land Use Trips Trips Trips Trips Trips in out in out Phase 1- Existing 250 5 14 16 91 25 D.U. Phase 2 - 20 U.U. 200 4 11 13 , Phase 3 - 26 D.U. 260 5 14 16 10 Phase 4- 25 D.U. 250 5 14 16 =' Total - Phases 2, 3, 4 710 14 39 45 26 III. PROPOSED DEVELOPMENT Saddleback is a. proposed residential development sliest of CR 19 and north of CR 43. A schematic of the site plan showing the proposed access points is provided in Figure 4. One access is proposed to CR H. Access is proposed to connect to CR 21 via Wakonda. Drive through Lin Mar Acres. Saddleback: is proposed to be developed in phases. The existing 25 dwel 1 i ng units is considered to be Phase 1. Phase 2 with 20 dwelling units is expected to be completed in 5 years { ? 3) . Phase 3 with 26 dwelling u i nts is expected to be completed by 1?98 and Phase 4 with 25 dwelling units is expected to be completed by 2003. Wak•ond.a. Drive will not be connected as a public street until Phase 3. Trip Generation Trip generation is important inconsideringthe impact a. of development such as this upon the existing street system. A compilation of trip generation information was prepared by the Ins.t i tute of Transportation Engineers in 1976, updated in 1?83, and was used to project trips that would be generated by the proposed use at this s.i to . Table 2 shows the expected trip generation for Saddleback on a. daily and peak hour basis. The analyses assumed no transit or r• i deshar• i ng for Saddleback generated trips. As such, the generation values used in subsequent analyses are conservatively high, Trip Distribution and Assignment The directional distribution of generated trips from Saddleback was determined based upon analysis of current and future population/employment data provided by the Fort Col 1 i ns Planning Department and review of other traffic studies in the area. The trip distributions used are shown in Figure 5. Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Figure 6 •shows the peak hour trip assignment with background traffic reflecting the Saddleback Phase 2 (19=3) conditions, Traffic Projections Traffic volumes are projected ted for various streets within the Fart C:ol l i ns U.G.A. , utilizing a tool known as the gravity model which considers future land use, population, and employment locations. For 20 year projections Qear• i 3 �P"I WAKONDA DRIVE • I PHASE 4 2 5 d.u. PHASE 1 (Existing) PHASE 3 - 26 d.u. ; PHASE 2 20 d.u. SCHEMATIC OF SADDLEBACK SITE PLAN Q N FIGURE 4 O Z 1 STONECREST SADDLEBACK SHORT RANGE Q N LONG RANGE .1 LIN MAR ACRES TRIP DISTRIBUTION FIGURE 5 T N N O N � STONECREST 1 U AM/PM 1993 PEAK HOUR TRAFFIC PROJECTIONS FIGURE 6 IN N 8.0 0 V 0 0 WAKONDA �r 0 U o 0 STONECREST 1993 DAILY TRAFFIC PROJECTIONS FIGURE 7 T 0 N *" `I2Y N 0 li o V v o 0 0 o WAKONDA STONECREST cO 2010 DAILY TRAFFIC PROJECTIONS FIGURE 8 2010), this gravity model output is the usual source for projections used in traffic impact studies.. However, the last Traffic Flow Flap provides projections for the year 2000. The North Front Range Corridor Study did not provide traffic projections for CR I? or CR. 21. Therefore, an estimation was made of traffic in this area by the year 2010 using the latest Traffic Flow Map and the knowledge of what has been occurring and what is expected to occur in this area of Lar i mer County. Figure ; s.hows the expected average daily traffic (ADT) for both CR 19 and CR 21 near this site in the year 1??3. Figure S shows the expected average daily traffic for the streets near this site in the year 2010. Figure 5' shows the peak hour traffic for the streets s F _ is i n this area in the year 1 -?8 with Phase 2 and 3 development of the Saddleback. Figure 10 shows the peak: hour traffic for the streets in this a.rea in the year 2010 with fu 1 1 development 4 Phas.es. 2, 3, and 4) of Saddleback. Signal Warrants As a. matter of policy, traffic signals are not installed at any location unless warrants are met according to the "Manual on Uniform Traffic Control Devices." However, it is possible to determine whether it is likely that traffic signal warrants wi 1 1 be met based upon estimated ADT, utilizing a chart shown in Appendix D, or the peak hour signal warrants also provided in Appendix D. Utilizing Appendix D and the volumes shown in Figures 6, ?, S, 9, and 10, signals will not likely be warranted at either the CR 191 Stonecrest or CR. 21:'Wa.kond.a. intersections. Signal Progression Signal progression was not evaluated based upon the conclusions drawn pertaining to signal warrants. 1 Operations Analysis Capacity analyses were performed on key intersections to determine how each would operate at the completion of various phases of development of Saddleback. It is expected that each phase would be completed at 5 year intervals. The operations analysis for. the Phase 2 development assumed no connection between I...la.konda Drive in Lin Mar Acres and Stoner_res.t Drive in Saddleback. The connection would not be made un t i 1 the Phase 3 level of development. The initial capacity analyses were conducted on the short range (1 =?3) traffic conditions as shown in Figure b. The analyses assumed the existing geometric conditions at the CR 19/Stonecres.t intersection. The results of these analyses 4 • r �r N � N 3/4 31/12 1 WAKONDA r N O � \� r4O M O V • O� r r � lee \O O � � V STONECREST 5/ 3 --- AM/PM 1998 PEAK HOUR TRAFFIC PROJECTIONS FIGURE 9 Q N r 0 0� O STONECREST t WAKONDA 10/5 --� 5D/30 � O r N O O �t M t11 dJ O U AM/PM 2010 PEAK HOUR TRAFFIC PROJECTIONS FIGURE 10 are shown in Table 3. Backup calculation forms are provided in Appendi;, E. It can be seen that during the peak hours, the CR 1 ^_/Stonecrest intersection will operate acceptably, for. all movements. with level of service A in the morning peak hour and in the afternoon peak hour. According to nomogr.a-phs developed by the Colorado Department of Highways, a left -turn lane is required for northbound CP. 1? . This auxiliary lane can be of a minimal length (50 feet) with a 120 foot bay taper and 180 foot transitional taper. A transitional taper. of 180 feet should also be added to CR 19 north of the CR 19:f Stonecr•est intersection. No other- auxiliary lanes are required. The earlier discussion concerning sight distance applies at this level of development. The 1 '?3 (Phase 3? operation of the key intersections is shown in Table 4. Calculation forms are provided in Appendix F. Operation wi 1 1 continue to be acceptable with stop sign control. The northbound left -turn lane on CR 19 at Stonecrest is necessary. The 50 foot length of turn lane is 1 adequate at this level of development. According to the Colorado Department of Highways-' nomograph_., a. right -turn auxiliary lane is required on CR 21 at Wa-konda. This auxiliary lane is required due to the projected increase in background traffic rather than any significant increase in turning traffic. The 2010 operation analyses were conducted using the full development of Saddleback with the peat; hour traffic projection shown in Figure 10, Operation of the key intersections is shown in Table 5. Calculation forms are provided in Appendix G. Peak hour operation is generally acceptable. Marginal level of service D occurs during the morning peak hour for the left -turn exits at the CR 21!' Wakonda intersection with an exclusive turn lane. The 50 foot left -turn lane on C:P. 1? at Stonecres.t is adequate at full development of Saddleback:. According to Colorado Department of Highways" nomograph=, a southbound right -turn lane is necessary on CR 19 at Stonecr•e st . This requirement is primarily due to the projected increase in background traffic on CR 1?. This turn lane should be 185 feet long when considering a 15 mph turn at Stonecr•es-t . Accident Analysis The geometric recommendations at all the analyzed intersections should keep the accident rate at acceptable levels for urban conditions. Separating the left turns from the through and right -turning traffic wi 1 l decrease the potential for rear end accidents. The aux i 1 i ar-y lanes discussed above should remove right -turning and left -turning vehicles from the through traffic stream and thus. eliminate the likelihood of rear end accidents. 5 Table 3 1??3 Peak Hour Operation I n tersec t i on AM Peak; PH Peak: CR 1?:'Stonecr•e_t LT CR 1 '= A A LT Stonecrest A A RT Stonecrest A A LT/RT Stonecrest A A Table 4 1998 Peak Hour Operation Intersection AM Peak PM Peak CR 1 -'/Stonecrest LT CR I? A A LT 'Stonecrest A B RT Stonecrest A A LT/RT Stonecrest A A CR 21/Wakonda LT CR 21 A A LT Wakonda B B RT Wakonda A A LT/RT Wakonda B B Table 5 2010 Peak Hour Operation Intersection AM Peak PM Peak CR 1?/Stonecrest LT CR I? A A LT Stonecrest C C PT Stonecrest A A LT./RT Stonecrest A A CR 21:•'Wakonda. LT CR 21 A A LT Wa.k:onda. D C RT Wakonda A A LT/RT Wa.k: on da C C Requested analyse_. The Larimer County Engineer requested that the impacts on pedestrian/bicycle movement and the impact of construction traff i c be determ i ned. There are no sidewalks along either Stonecrest Drive or Wakonda Drive. Pedestrians are required to either walk in the street or on the lawns adjacent to the streets. The increase in traffic should have little effect on pedestrians in the area. However, it is important that pedestrians walk facing on -coming traffic when no sidewalks are present. Since both Stonecrest and Wakonda are considered to be residential local streets, bicycles should be able to operate on them safely. The traffic volume on these streets wi l 1 be at an acceptable level for a residential local street. Eased upon the historic development of Phase 1 of Saddleback, it is expected that no more than two houses wi l l be under construction at any given time. While this activity wi 1 1 create some additional traffic on either/both street_., it is not expected to be at an unacceptable or unsafe 1 evel . Some of the construction vehicles will be trucks. Generally, the size of trucks needed to haul building materials in/out have good operating characteristics. While they may be annoying to the residents of existing structures, they should present no capacity or safety concerns. I V . CONCLUSIONS This study assessed the impacts of Saddleback on the existing street system in 1293, 1 ='%, and 2010 at the various phases of development. Each analysis considered increases in the background traffic, as well as, the site generated traffic. As a result of this analysis, the following is concluded: - The development of Saddleback as proposed is feasible from a traffic engineering standpoint with specific improvements in the area. Full development of Saddleback, as proposed, wi 1 1 generate approximately 700 vehicle trips per. day. - Current operation of the CR 1 ?/Stonecrest and CR 21/ Wakonda intersections are in acceptable level of service categories during the peak hours. There is an existing sight distance constraint to the north along CR 19 at Stonecrest Drive due to vertical alignment. Correction of this constraint would require a design solution to change the La.r imer County Canal Plumber 2. The solution is not feasible given the existing conditions or the development of 6 F 11 � I I I I I I I I I Saddleback. It_ is recommended that this constraint be handled vj i th signage. It should be corrected t,:hen CR 19 i designed as a four lane fac i 1 i ty. - Implementation of Saddleback - Phase 2 (20 D.U.) in the short range future can be handled on the street system t,,lit.h some improvements. A northbound left -turn auxiliary lane i s t,,iar•ra.nted on CR 19 at Stonecrest Drive. - t,Ji th implementa.tion of Phase 3 (26 D.U.) by 15"518, the intersections v,ii 1 1 continue to operate acceptably. No add i t. i on.a.l auxiliary lanes a.r•e required on CR I'll. A northbound right -turn au:>tiliary lane is required on CP, 21 at t,Jakonda. Drive. This auxiliary lane is required due to the projected traffic increase on CR 21 rather than an increase in the turning volumes at the intersection. - l.Ji th full development of Saddleback and the year 2010 projections in background traffic, the tv,io key intersections operate acceptably in the peak hours.. An additional southbound right -turn auxiliary lane will be required on CR 19 at Stonecrest Drive. - L i gna.l s not l ikely be via,(r•r•a.nted at either the CR 19/Stonecrest or CP, 21/Wakonda intersections.. - I,J i th good design of the aforementioned geometric improvements to the various intersections, the accident rate should be at acceptable levels for urban conditions. I I I A I i 1 - Pedestrian and bicycle traff i c t,,li 1 1 not be significantly impacted by the increase in traffic on Stonecrest Drive and l,Jakonda Drive. l,J i th common sense pedestrian and bicycle practices, there should be no safety concerns. - Given the 1 i ke l y level of construction activity basedupon the historic building program of Saddleback, Phase 1, construction traffic should present no capacity or safety problems. • APPEVID I;< A i I n 1 I I a 1 ui n: W 04 U z J ao 0 Qo z -� } o z mw =�LJLJ o clJ Q E ful 1n to t o a �.� :� . r� QfnJ II II II Q(nJ O '1 0 C � zw E I`I i 1 U U `' F- r� �.� r N� r— W v E Q e U) U. 0-1 � z a eo o 0 N In a- J — c. oo O e►✓1 J - rm��, n, nLL Z OLLI — ¢ U W 0 Egg • E � fvl U) (VI d N Ivl M G� �— T- 4 <4 Q to J II II 11 OQ l� H V w — �-' o 0O— C� E w VT L N CL Z w J =�eo � f�� e -- — --- U z v' >� LL — n z� O i Q 0 Q Q J —� Z z �. Q L N M rn rJ M— 1j,LX In l�llmW 0z� :Z o------- � Q C « , v �9 r r- "n 1j) Lo cn •..� l Q � , � _�, f� `° � In ��t �n N Er 0 J z — k — — — — — w cr 0 0 0 a� cn n LU z pp )yt C� �" ��) fi 0 _ 0 v m ui W� U_ zUJ J >00 <o z z w mw zoo _I .. E do a' O cr cs— � — F" Ul 1 liJ r o o r t. _ 7t °- ""� -4 iJ) li, .9 -- ILL 0 Z -- cr -- --- t� �Q �00 dNC'O Q�{, 04 013 5 — — — — — — — — — — — t\) — try — — �- — r — — N - J— �-1 a[ •J - -< N t\f N nl — � � Q ) " oMrcc N } —rlcr)n a' p Z Z O— y cr ` 1 cal d o1ui sr kW W Z O II) O — O I o to p Lc!) ca 4t % i • APPEIJD I X B I 1 vrrsl(1MAL17Y.0 iNlt:rtSf,Citt)fJ5 r rr zl3 1 WORKS11GG l FUR ANALYSIS OF T IN II RSE:C I IONS _LOCAIIU14: --_ NAME! VULUNIES IN I'CVII f7pl/� HOURLY HOURLY VULUNIES � tilajorSlreel:�t'r�.� �'',, O N V, �3 i' — v 335 Vf Crade /L-1- V1 .- o4- 0 -V Vi --- N - U - - ` V, V, 1 V, V, Dile of Coonls: ___-- 3 I �z U S IUIe I a — linle U YIELD Averal;e Ru►uth,g Sreed:-- N - L �finrr Strecl: VOLUME A VIUS 1 NIEN I S Movement No. 2 3 4 5 7 9 4-c) 3 l 7?-- Vol. (p I'll), sce 1114 10-I4- S I U, I: RI from N111101 Slfcel �' V9 Conniclir,g glow, V, 1 2 V I- V - f _ )2- Zv ,h V 3 46 Crilical Uip, U,, and 1'olenlial Caracily, cr 5�spee (IJe IU-2) cr9 = roll (I-ig. 10-3) Acloal Cal�acily, cm _— Cm9 _ Cr9 — -/ rC1311 ?sb S I EI' 2: L'I From Majot Slrecl V, Conniding l low, Vt V I- V1 = -I- = ! z Z vrh (v, j 3 S G Cfllical Gals I", and 1'olenlial Capacily, cr 'It =- �5 • () sec (lible IU-2) crf = rcrb (Fig. lU-3) 1'etcenl of cr Utilized and Impedance Uiclor (Fig. IU-5) (vf/crf) X 1OU - 1'4 Adital Cal,,Cily, e,n -- Cen t erf _ /pt3D r(I)II Z S --- S I E1, 3: LI Flom N111lot Slfc(!l l -) V7 Conf1011i ; How, Vt 112 V, I Vt I v, 1 Vf - _ f _ + .1 -SzS u(,l, (V,,) Ctilical Car, It , and I'olenllal Cahacily, cr 1, - `> sec ( lible IU-2) ct, _ 70lit I'll (1-1g. 10-3) 4 70 Acloa) Cipidly-, cm cent -- cr, X 1'4 -- X - i0 roll Y'(gS`_ ------ SIIAREU-LANE CAPACI I Y 4- V? V9 (�c SI1= os 3 _OZlS— (v,/c.)) I (v9/Cm9) , o L 6 Sr Moventenl No. v(rcph) I t o CT (rcl)h) 47C) 4- BT Csn (,<ph) �- 7 cR LO S 7 439.E6r 4' 10� � A A 74(. A A . 4 ssZs 1 (rr) 8i4 A A e3I ursrcrrrn►.r>:►;r1 rn,rr;nsrc►roros 1YU-1 KSIILL IJUli ANALYSIS UF �1� -IN iSEC 1 IUNS _LOC:AIIVN`- VVLUNICS IN 1'C:1,11 ItVUIiLY VVLUNICS �(` P'� tilajcrr 51reeL I`'`�� O N N — u I ?— V, V� 24 � z s l y v / !� Grade �.24S Vt .— Vr .is. -'Yo V� N _ i-1 LJ t � # - V� —� 1 ' 1 1 V 1 V, 1 V t V, Uale of Crnlnls: _ ¢� 114- U S It)1' I -�l - U YIELD Average Rurv,in� Sl,eed: N — (_ �1irxt Grade "/o Ir^> r-11 r. VVLUNIE AUJUSIMEN IS Movement No. 2 3 4 5 7 9 Vc,i,rrlle (c l,h) A P'l Z 2 Vol. (l cl l,), see fable IU 1 t SI IT 1: Kf from N1111or Slreel r. V9 Co11fliclin6 11mv, Vr 1/2 V, -I- Vt — -1 vl,h (V,,) LSZ Critical Gal•, fr , and I'ole►llial Cr,l'acily, cr 1, sec (cable 10-2) cr9 ='RvO rcl,h (fig. 10-3) Ac1Ual CapaClly, Cm -- Cm9 _ Cp9 — hCI,I1 Z S I EI' 2: LI hum Major Slrcel V4 Corifliclh,g Flog, Vr Vj -l- Vr = -l- =Z2 vl,h (Vrr) L 5 L Critical Gals, fr , nncl I'olenlial Cal,acily, cr Ir = U sec (table 10-2) Crr =�� rchll (rig. 10-3) I'ercenl of cr Ulllized nrld In,l,edance I:aclor (I iS. IU-5) (vr/crl) X IUU = . & I'r =. 9 g 1. 7 /O•� Mull CalnClly, Cm ---- Cml Cpr =t S pcpll 9 3 C> 51 El' 3: Ll From N1111or Slreel I -) Vt Confliclinr, Holy, Vr 12 V I V I V I-V -- _ `!%� h (V t � � = -- I- —1 -1 Vr t I,) II) Critical Gals, 'I , and I'oler111a1 Cnhacily, cr 1, _ �� `-� sec (table 10-2) crt =4 --65,I'cph (lig. 10-3) 4 Actual Cipcity, Cm ------ Cm1'_ Cr7 x I'1 X — �� (�Chll "} -76 Sl1AREU-LANE CAI'ACI IV 1 �_ v-t I—v°-- if larle Is shared ; r v oo o0 9 (V1/Cm1) I. (V9/Cm9) • n0 3 S .011 it Movement No. v(l,cl)ll) cm (hc rh) csrr (,cplr) cR LOS ,_,_ Cl 7 4- I , . ¢,70 sss w �'` AAa 9 14b 2 �^ $ Z5" A � p11 4 (o 9,30 a s Q r 4- VS 0 • I L� 1 1 AFFEIJDIX C r LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZEU INTERSECTIONS Level -of -service criteria for unsicanalized intersec- tions are stated in very general terms, and are related to general del ay ranges. Analysis for a stop- or - yield -controlled inter -section results in solutions for - the capacity of each lane on the minor approaches. The level -of -service criteria are then based on the reserve, or unused, capacity of the lane in question, expressed in passenger cars per hour- (F'CF'H) . RESERVE CAPACITY LEVEL OF EXPECTED DELAY TO (F'CPH) SERVICE MINOR STREET TRAFFIC -------------------------------------------------------- 4ii�� A Little or no delay 700- ?9 B Short traffic delays XL - -r- ?? C Average traffic delays 100-199 D Long traffic delays ►- ?? E Very long traffic delays * F *When demand volume exceeds the capcity of the lane, e>,treme delays will be encountered with queuing which may cause severe congestion affecting other traffic movements in the intersection. 'This condition usually warrants improvement to the intersection. Reference: Ffi.gfiw�y (�P..�c.i_ty Special Report 209. Transportation Research Board, Nation- al Research Council. Washington, U.C. 1 ?85. 1 .0 • I I 1 �l 1 AFFEVID I X b C:) 0 0 0 o C3 o 0 bit N N O O ►- r r� ►� C) N N N N tp U3 •- .. M -t * to W ~. O O O ,O O O O CO O CO N U Q C:)O t0 to M M C(3 O ' w ct w C to ? O ►.-� W . f`7 f7 tt st r r-- N N to Q C Cy a2 O C3 CD C3O C:) C3 O C3C) C) O C) C) C) C)LLJ C) '•- O to to o o M . M r• w E r aT cr tD tD N N. M f•M O to . C . Z W .r O Of Z O C) LP Ln to O O M fn Ln O ►-- Cl r` t7 a Z o 0 0 to 4-3 a; Cl M C) X: to a x c)r a, tj r m� o CC z ae C:) 0 0 0 c) 0 0 O C) O r A c!n W= of CD C) N N t0 to lD lD L M [L J CL O r r r r O G N>- Q O N O O � -i W L- i--' U W E-) a p C:) C:) C:) O O to Lo r~ C:) C:) O o 0 O 1) C .-. = W W C3m to C) N C:)^• N Z S U) a pC r r r b E 1•+W v--4 t >• S V) C3 C7 L O O O O O to O C7 O O O LO L Q1 C O cr N be O 0-- W C:) C3 C3r O co ti Ln . Ln r-, L H l H to r- r,- to co O O oo a) C r 1 �- G] rL27. c d Z •k C:) C) C) C3 C) C) C) C)W Pi 1-4 • W . F- be O 'cf lD O O O O -t to O O O O O O O O V C) N d0 3 _J > O tD O w kD O r N r N �-•- O �--• • N- cW - a-•• O ¢ tad C N W O O O O O O O O H L j O O O C" O O O O O rl O Ln O O O O O to C H r oC.; O O C. N t17 to N„ to Q1 C N •r E a Vi r r ►- r r r r O. Q' b cu E Z N C Cl) w O J� O L L d tN C�--- W ae C3O C) C) C)w to O O N O OOf ^ Ct M to t0 to to S C) Cr 4-3 C)F- U M 4-3 C:)N a S Cp 0.0 L O j-Of W W tZ C) C:) C) C) C) CDC) C:)C) t) M `t- ~ L 4-3 t^ M W CL o0 O 00 CO O O lD N r` N f� O l0 �) O 4-3) . d' Q d d •zt c? •r C L 4- rd to �zC O L C .J F U C:) O DA C:) C) C) C) C:) C) O O O o tad d L to r- E e-+ O Co C::)m to r� Cn m r" N4-3 3 tD to Q) >1 LL) d Lt- L Q) m b . > M: C) O L C 3 t- 4J r 1 L 0 0 + L G) O l~i z N E E E E to tl. v W Q d QY O L O L c t U O U zao Z O O O b N N r- •-- N N 3 ILZCL Q L r- N C:)►-• F- N SO- w a •• a_Ov E E E E w N W LQ [C to Lt= CDL L W O O O O CT] O O Z Z lL O d i •-- N N r •--- N N r- 11NVUUVM 11 1NVUUVM .. O U .., yy 'c7 ■ tf n. y 1: Y O Z Y • " a M a CL% N m 0 9• 9 0 �• >C M itl� y vC 9 • • .•. �p. U � � � V ;j, 0 y � qq vto 1 y • N Y 1. ■ • r �Hf yy M • Cai 6 M1 i u14 n y n. •1 n 41 .5 � q 9 .y 8, � a�c r y 6 S 8 � &✓ 1 N C 1 19 C; C � 4. 44 bacl u b0 b y w s Q B o g onra w i • FIGURE • 1 PEAK I10UR .VOLUME WAnllAtj VIE 600 0 E-t-b Fg E, OR off y �/2�1 'e. IORt . A?I( r a 1 I A14E `rI� 500 _ IIi o 1,L�1 E ft LANE Fb�f a 4o0 Lu 3U0 -- � _ '' i j::t , r ya:'1'• 'I '. �Ix .. • } • `�R r �Ne. - .�' . T7s El I �tt 400 500 _ 60d %00 800 900 1000 I100 1200 (�01) 1400 1500 1600 1700 1900 Mn�on STREET —TOTAL Or h�IC11ES;-of I`No1E1 75o vrll AhrL1Es As T11c t_nuEPP. TtIRr_SIt?I;D VOWFIE FOR, A hINOR STRr-ET AfpltoAUl 1tf111 lko oR (lonr: 1J1nEs Altp; 1 I 'loo ml ArrL1ES AS Tllu IOtpEI+'TIIRCSI101;t� VOLU 1 Fp(� •.'•s 1!' �� N1►Jor� 31RrC1 ArrROAC111119 1l;ill 011E Jr.,' ; ' , i�•, PEAK HOUR VOLUME WAnnANT' (COIWU111TY LESS THAN 10.000 POPULATIO" ORA©OVE 10 NP11 Ott MAJOR STREET) 2 a. r 400 u =jam a 300 �Q o � 200 `Y J g� loc X lD 3 2 0:1 R' RE LAF 6S Q 2 R MARE 2 OA IAORE I INANE A1IEs 0 B� I I.AI: I LNIE E " { Ll I-, DO 400 500 GOO - 700 000 S00' 1000 1100 im- 0 13 r. 00 MAJOR STREET-IMAL of pvl�l I FRS c11Es-Vf'11 'potEt loo.mi ArrLIES AS TIIE'1_nWER 7110y$11OLD VOLVNE FOR A MINOR STREET APrROACII VIT" iVa-cR t46rm LAttQS,A11])A� 15 Vrll ArrLIES AS TNr Lol1Fa 111Rr:illan 'Voubw-: F� .� ' TUMOR STREET. APPROACHING 111111 p11E LANs, :.•� APPEVID I X E 'J 1 17, 1 (�% � uNSklNnr.Vt;n INtYtt5hC11nNg • �lq 10-37 1VURKSIILL I MR ANALYSIS UF1=1N 1 LIiSLC l IONS LUCAIIU14: VULUNII?S IN 11C:I'II 7 IIUURLY VOLUMES Af l Major Street: O N N_U —. V,LE i 2A IV V+ Crade a0v Vr 0 1 0— —2-7 — V V, V 7 V, 7 Dale of Cnunls: d 4 U S ILII' Z —� U YIELD Average Running Speed: N — M1rtvr Slreel: -- 1'llf': Gtade % VULUNIL AUJUSINILNIS Moventenl Nv. 2 3 4 5 7 9 Vnlurne (vph) � 1A Z4, 4 (' r 0 r 8� s Z¢ Vol. (lac pit), src Ial'le 111 I Z 1 — -- 3— Z i Z l SILL' 1: RI from Minor Street V9 Cottnicting How, V, 1 2 v I- v — � _ 't'�� „,I, v Z9 3 Crilical Gap, Ic , and l'olenlial Capacily, cr 1c = 5 �sec (fable 10-2) cry = �QZ pcph (f iS. 10-3) Acttral Cnpidly, Cm C III � L S 1 EI' 2: LI I tom nlalor Street ( v, cnt,niclit)e How, V, V3 -I- V, = I = ���� vplr tVcr) z q ¢ Ctilical Gap, I", and I'vlential Capacity, cr 'Ic = %� sec (Table 10-2) crr =r�F o pcph (171g. 10-3) 1'ercent of cr Utilized and Impedance r-aclvr (I1g. 10-5) (vr/crt) X loo = t' I 1'4 _' r 9 ' o/ - 4 7 Actual C.al�acily, Cm _ 's "`r Cn,r Cri — pClth $ 9 S S I Ell 3: U From 1llrnor Strcel V7 cvttniclittg flow, V, 1/2 V, I V, I v, I V, -- ► --I- _ -I- _ _ �C� 2vl,lt (V") Crilical Gap, fc , and I'vienlial Capacily, cr fc = sec (table I(I 2) cr, _ I-'�rcph (lig. 10 3) '4 Z U Actual Capacily, Cm Cm7 : -. Cr7 X I'# — X = 5 r� pcph ¢ G 1 ---- SIIARLU-LANE CAPACI I Y 1— ° If lane is shared ., r 3 w,o� p. Co .c Movemettl No. v(pc))h) cm (pcpth) ^ C1 cstt (pcjtlt) eR LUS 7 _ 9 l A f 5 r�� .r � T— '� Z1 a 4`i ' �t gc.g A (o d i • 1 1 1 C 1 I 1 1-1 APPEND I X F ul w VNSRMAt.17t;t) INII,rtSrCllt)NS . IyoltKSIIGL' l f UIt ANALYSIS UFF IN I ERSEC I TUNS T _LUCAIION: _NAME;: VOLUMES IN I'(.:I'll IIUURLY VOLUMES p V� tit, jor SI1 ee 1: O N V� GradeL�`�, .— VI - V� N _ U —�r V� --- 1 V1 V, V1 Ve Uale of Crnnits: e ( I,f U S IUI' � i little f'erit,tf:_ -- U YIELD Average Rttntli►)g Speed: N — U Minot Sited! I'lll": Gtade % VULUNIE AUJUSINIL•:N►S hloven)etrt No. 2 3 A 5 7 9 Volume (vl,l1) `? Vol. (I'r I'll), -cc 11111c 10 l SIEf' 1: RIfrom N1111or Sltcel r' V9 Conflicling Flow, V, 1 /2 Vs l- V, _ -1- _ 307 Critical Gal,, T , and l'olenlial Capacity, cr It = �� sec (table 10-2) cr9 = 7 7 pcph (11g. 10-3) Actual Capacily, c,,, — cm9 -' cp9 S 1 EI' 2: L'l Mom Major Sited V4 Conflicting glow, V, V, -I- V, = I = "3O vpl, (Vtl) ; Z Critical Gap, 1, , and I'olenlial Cal,acily, cr 'It = 5 ' c� sec (fable 10 2) crl =pcph fig. 10 3) I'mcenl of Cr Ulilized and Impedance raclot (rig. 10-5) (v,/crI) X Im — I.3 1,4 _ , 9 4 . 3 j. 4 7 Actual Ca �acll c _ 1 }, ,„ c— c — „,1 — pr — p S I Vt Contiicling Flow, V, 112 V, I V, I V, I V4 — _ 1 — -I- f _ -- 1 3 C� l,h mo C►ilkal Gap, rt , and Iblenlial Capacily, cr 1, _ ��sec (table 10-2) cr, _ 470 pcph (1-1g. 10-3) Actual Capacil} cm ----- c,„1 _ cr1 X 1't — X SIIAREU-LANECAPMAIY a 1 ZCo SI I = — v' 1v° II lane Is shared •"r' ` • 00 rf7 — (V1/cm1) I (V9/cen9) Movement No. v(pc h) cm (pc )h) csoI (,(ph) cR LO S 9 2 , .� i Sri, 7 3¢ '1 3 �- ,� Ali ?#Sr 1O1 • IMS10"A1.171-1) INIIiRS►.CtlONS . In->> _7C_._ IVURKSIILL" 1 FOR ANALYSIS OF TIN I ERSEC I IONS LUCAIIUIJ: e1 11 _N_AVIE! VULUNIUS IN 1'CI11 IIVURLY VULUNICS Milor Street: O N V1�V —�— Grade' _% i V N ,a Vale of lime I'etiocL- ` — U YIELD Avetage 12anniog Speed: N — U Minor Street: —_---- Grade ^/o VULUNIE AUJUSINILNIS tiivventenl No. 2 3 4 5 7 9 Vol. (p( I'll), ;cc lahle 10 I S� _ �. ¢ Z �= I? 4— SI LI' I! RI from 111itrot Street Co►,flictit,g flow, V, 1/2 V, -I- Vt = 1 , (V,,)� Cril{cal Gap, I" and I'otenlial Capacily, cr "I' —��� sec (fable I0-2) cr9 = �2. :i rchlt (I {g. 10-3) AClaal CapaC{iy, Cm — Cm9 C1,9 SI EI' 2: LI tram Nfa)or Street V, Confliciing flow, V, V, -I- Vt — T _L( Vol (V") 47 Cr{tical Gap, I", and I'vtenlial Capacily, cr '1t _ �' sec (table IU 2) crr, �' �'"� rcph (t ig. 10 3) 1'ercenl of cr Utilized and Impedance I7acivr (fig. I0-5) f (v,/cr,) X Im = I'4 _ Z- • q �l Aclual Capac{ly, Cm Cmr = Cpr = `-''� pcph 3 C, S I EI' 3: l:f I"rom 111Inor Street I j V1 Conflictinf; flow, V, 1/2 V, I Vt I V, I V, = — 1 _ -I- I _ _ %Dwph (V�,) r Ctit{cal Gap, I" and I'vienl{al Capacily, cr it = � sec (table 10-2) cr, _ ?�� pcph (fig. 10-3)/ 3� Aclaal Capacily, Cm Cm1 -' Cr7 X 1'4 - X SIIAItEU-LANE CAI'ACI I Y IL V1 I V9 If lane Is shared ��' • �'�l L (V1/Cm1) I (V9/Cm9) Moventenl No. v(pcph) // C,,, (pc yh)��// Cstt ( pcph) CR LUS 2 4 P /,.;1ry '� 3 U 'f'%'; 7 LIr '7 3 O -7fI 1 • 0 1 11 j HFPEHIl I )! G Z0 O I1NS1(rN/1r.r7f;t) INIr,RSr:Clit)fJ5 - to-11 b r- 1VORKS11EG l l Ult ANALYSIS UFFIN 1 L RSECI 1UNS NAME- _ VOLUMES IN 1'C1,11 IPM IIVUfiLY VVLUf1fES N—U V4 776 —'—V' — Grade 2? V7 V4 t -ya � V, -� N _ L — Vr .— Vr - — V3 V7 V9 V, V9 Vale of Corlrrls: 3,- 1, - Ll Sful, I lirnc -- -- -- U YIELD Average Running Speecl: N — U Minor Sheet! ------ I'lll': Grade ^/o VVLUNfE AUJUSIMENIS Movement No. 2 3 4 5 7 9 `7 "7S— J� Vol. (l,r I'll), scc lal,le 111-1 S 1 EI' I. RI Irom t11111or Slrcel r, V9 Collflicliog I1ow, V, 1/2 V, -I- V, -- 1 =Z 1Q_ vph (V,,) (P SS Crillcal Gap, 11 , mild I'olenlial Capacily, cp I� = S 5 sec (fable 10-2) c1,9 rchh (I ig. 10-3) Achill Cml•acily, Cm - �m9 cp9 --� 5 I'c1'II 5 S— SI EI' 2: LI Irom 111mjor Slreel V. Corlfliclir,g I lolti; V, V3 -I- V, _ -1- = 240 v1,h (V,,) d Crilical Ga1,, I" ''Ind I'olenllal Capacily, cr 7� _ (J sec (table )0 2) cp, = 4 50 rchh (1-igs, 10-3) I'ercenl of cr, Utilized mid Impedance helot (Mg. 10-5) (v,/cp,) X 1Oo S 114 — /•Q Aclual Capacity, cm Cmr = cpr pcpll S�tJ Sf Er 3: L1 Iron, 1lflimi Slrecf ; V7 Confliclilig Ilow, V, 1 /2 V, I V, I V,1-V, -- — -I- — + 1 _ = Ip) v1,11(Vt7) Crilical Gal,, I� , and I'oiential Calncily, cp 1, =G� S sec (table 10-2) cr,, =Z2 �11c1,h (Fig. 10-3) Actual Capcil y, cm ----� --- c -- c X 1'� — X — 2z ?� rI c ,h 7 L� m7 - .. p7 -- SIIAREU-LANE CAI'ACI I Y Z_= v7--1 V9 if lane is sFlmred • 0 _� o o q3 D_1— (v7/pm7) I. (V9/'Cm9) Movemenl No. V(rc h) 35- 1 cm (pc 311) 7-2'3 tt cs,r (7c h1 ) cR LO S 7 i Lp 'D C r &¢S`90 A 4 5 `?50 S—Vv qA s� S� /� A ME 6 • IMSI(MA1.1711) INir,nSr;CrIf7NS - Zc�l� WORK51ILL I1:01t ANALYSIS UI-AAN I LRSLC'I IONS LOCA_II_U_N: NAME! IIOURLY VOLUNI[S % Ao c:? l o VOLUMES IN I'CI'il tiiajor Slreel: .� N _ N — � � V� 3 z :� �— V�—� v. L' �r Grade _qV Vr _�.o .— --�-0 V7 V9 Vale of Cortnls: /QI U SiVP link I'erir7cl:U YILLV Average Running Speed: N — U Minn Sheet! --- I'lll': Grade "/o VOLUNIE AVJUSI KILN 15 Nlovenlent No. 2 3 4 5 7 9 volmlle (l'pll) 4 lti s.,✓ i 1 ? r. ' l e r) Vol. (pcl h), sec lahlr. 1O-I Av� (0 S 1 LP I. RI Irom Minor Slteet V9 Collflicling flow, V, 1/2 V, -I- Vt = -1 = CtIIIcal Gap, l , and Potential Capacity, cr 1 t = S 5�sec ( fable, 10-2) cr9 = rcph (fig. 10-3) Actual Capacity, c„, — cm9 '' cp9 '' G - ,I, (p w SI El' 2. LI f►om 111alor Sited V. confliclh,g flop; V� V, 1 V7 = 1 = Q4V vrh (V,r) S� l O Critical Gar, F, , and Polenlia) Capacily, cr f� _ sec (table 10 2) cr, = 75'U rcph (flg. 10-3) I'ercenl of cr Ulilized and Impedance Iacior (fig. 10-5) (v,/cr,) X IOU P, _ • 7 • %. a S Actual Capacity, cm cml = cpr = 7 S Urcrh 1 U-u -- S I LP 3: Ll from 1111nor Slreel I j V7 Corl"01111" flow, V, 1/2 V, I V I i-V, _ I — -1- _ T = 7��vph (V,,) Critical Gap, f, , and Potential Capacity, cr 1� _c sec (table 10-2) cr7 = 3 10 rcph (fig. 10-3) Z L O Actual Cal icily, cm cm7 — cr7 X P, — X = 30 �pc1,11 2 O 9l SIIAREV-LANE CAI'ACI 1 Y _Sza `_ ,0�17 v7 I v9 if lane is shared (V7/cm7) I (V9/cm9) .O'7 Z. 3 tilovenlenl No. v(rcph� �0 5 cm (pc 711) >04 ZO csrl(7c ,I1) cR LVS 471f Z0 �, 9 y7) 3 O b&5 6i ZO �l 5 :.. S� 0 A 4 c 0 S—v -7 >-D 'i oU In A �u 7dO ' Id4V