HomeMy WebLinkAboutARAPAHOE FARM TOWNHOMES PUD - PRELIMINARY - 55-87G - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY Co
MEMORANDUM
00
o To : Jim Postle, James Company
c Eldon Ward, Cityscape
Fort Collins Transportation Division
c Fort Collins Plannin Department °
z From: Matt. Delich
5
W
0 Date : October 23, 1993
Subject: Arapahoe Farm Townhouses traffic study
(File : 9372MEM1 )
0
Q
The James Company is proposing to build a townhouse
residential area in a portion of a development known as
Arap.ahoe Farm. Figure 1 shows the location of Arapahoe Farm
Townhouses within the City of Fort Collins . The site is in
the northeast quadrant of the Harmony/Seneca intersection.
Figure 2 shows a site plan of Arapahoe Farm Townhouses and its
relationship to nearby streets and adjacent developments .
This memorandum is an amendment to the "Arapahoe Farm Site
Access Study, " March 1991 .
Access to Arapahoe Farm Townhouses will primarily be at
the New Harmony Road/Harmony Road intersection. Seneca Street
intersects with New Harmony Road at a stop sign controlled T
intersection. Secondary access to Arapahoe Farm Townhouses
will be from Seneca Street via Regency Drive. Figure 3 shows
recent peak hour traffic counts in the area. Raw count data
is provided in Appendix A. Traffic counts indicate that the
z New Harmony/Harmony intersection is used to access the school
2 complex to/from the west. Operation at the New
Harmony/Harmony intersection is shown in Table 1 . Calculation
a forms are provided in Appendix B. Operation at this
LLi W intersection is acceptable . Acceptable operation. is defined
ca. > as level of service D or better. A description of level of
5 service at stop sign controlled intersections is provided in
e Appendix C.
✓ o
a At the present time, there are no auxiliary lanes at the
w o New Harmony/Harmony intersection. The "Arapahoe Farm Site
® Access Study, " page 4, indicated that right- and left-turn
• a auxiliary lanes were needed at Level I development of Arapahoe
Farm ( single family area) . This development is well into
e Level II development. It is not known why these auxiliary
' e: lanes were not built with the initial development of Arapahoe
sFarm as recommended in the original site access study. Since
these auxiliary lanes were not built and since the developer
cc
of Arapahoe Farm Townhouses will be required to build a
m portion of New Harmony Road adjacent to the subject property,
there may be a way to effect the auxiliary lanes at no
I
additional expense to the Townhouse developer beyond the above
requirement. However, this will require involvement of the
original Arapahoe Farm (single family area) developer. A
detailed design is beyond the scope of this report, however
a schematic is shown in Figure 4.
As shown in Figure 2, Arapahoe Farm Townhouses is an
attached unit residential area with two accesses to Seneca
Street. These accesses line up with two existing cul-de-sac
streets on the north side of Seneca Street . Arapahoe
Townhouses consists of 76 townhouse dwelling units . Table 2
shows the expected trip generation using Trip Generation, ._5th
Edition, ITE, land use code 230. Vehicle trips to/from
Arapahoe Farm Townhouses were assigned to the area street
system based upon the trip distribution shown in Figure 5 .
This is the same distribution that was used in the site access
study.
Figure 6 shows the peak hour assignment at the key
intersections at a 1995 future year. This assignment assumes
build-out and occupancy of Arapahoe Farm Townhouses and
completion of Level II of Arapahoe Farm single family area.
Background traffic on Harmony Road was increased at the rate
of 3 percent per year. Table 3 shows the peak hour operation
at the key intersections . Calculation forms are provided in
Appendix D. All key intersections will operate acceptably .
The intersection schematic (Figure 4) will satisfy the
auxiliary lane requirements at the New Harmony/Harmony
intersection. There will be little or no delays for traffic
along Seneca Street .
Figure 7 shows the peak hour assignment at the key
intersections at a 1997 future year. This assignment assumes
build-out and occupancy of the Arapahoe Farm Townhouses ,
completion of Level III of the Arapahoe Farm single family
area, and no connection of New Harmony Road to CR38E.
Background traffic on Harmony Road was increased at the rate
of 3 percent per year. Table 4 shows the peak hour operation
at the key intersections . Calculation forms are provided in
Appendix E. The key intersections will operate acceptably .
Minor street left turns from New Harmony to Harmony will be
at level of service E, based upon the 1985 Highway Capacity
Manual ( 1985. HCM) technique . However, recent research.
(Appendix F) indicates that the 1985 HCM unsignalized
intersection technique overstates the level of service . When
considering the delay criteria, the operation will be
acceptable . The intersection schematic (Figure 4) will
satisfy the auxiliary lane requirements along Harmony Road .
There will be little or no delays at the access/cul-de-sac/
Seneca intersections during the peak hours .
Figure 8 shows the peak hour assignment at the key
intersections at a 1998 future year. This assignment assumes
build-out and occupancy of both Arapahoe Farm Townhouses and
• 410
the single family area, and the connection of Harmony Road to
Taft Hill Road at CR38E. Table 5 shows the peak hour
operation at the key intersections. Calculation forms are
provided in Appendix G . The key intersections will operate
acceptably with stop sign control . The geometries shown in
Figure 9 (taken from the "Arapahoe Farm Site Access Study" )
will provide safe storage of turning vehicles and efficient
operation at key intersections . It is recommended that Seneca
Street be striped as a collector street with bike lanes and
on-street parking. Due to the low number of left turns to the
Arapahoe Farm Townhouse driveways and nearby cul-de-sac
streets, a center left-turn lane i.s not required, nor
recommended on Seneca Street.
Conclusions
The following is a summary of these evaluations and
recommendations :
- The Arapahoe Farm Townhouses are expected to generate
450 vehicle trip ends on an average weekday.
- The auxiliary lanes recommended, but not built with
the development of the single family portion of Arapahoe Farm,
can be built using the schematic layout shown in Figure 4.
- Key intersections that were analyzed in this report
will operate acceptably at the various increasing levels of
development of the Arapahoe Farm single family area.
- It is not known at this time whether Seneca Street
will be extended to the south of Harmony Road. This should.
be the subject of traffic studies when other development
occurs in this area.
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AM / PM
RECENT PEAK HOUR TRAFFIC Figure 3
Table 1
1993 Peak Hour Operation
Level of Service
Intersection AM PM
Harmony/New Harmony (stop sign)
SB LT C C
SB RT A A
EB LT A A
Table 2
Trip Generation
Daily A.M. Peak P.M. Peak
Land Use Trips Trips Trips Trips Trips
7 in out in out
Arapahoe Farm Townhouses S:661450 6 28 28 14
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SCHEMATIC OF NEW HARMONY /
HARMONY INTERSECTION Figure 4
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C.R. 33E w
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= SITE I
1- cou.
HARMONY ROAD
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TRIP DISTRIBUTION Figure 5
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I \_-35/105
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85 55�
505/285-0
AM / PM
Rounded to nearest
5 Vehicles.
1995 PEAK HOUR TRAFFIC WITH
NEW HARMONY ROAD NOT CONNECTED
TO COUNTY ROAD 38E Figure 6
•
Table 3
1995 Peak Hour Operation
Level of Service
Intersection AM PM
Harmony/New Harmony (stop sign)
SB LT D D
SB RT A A
EB LT A A
New Harmony/Seneca (stop sign)
SB LT/RT A A
ES LT A A
Seneca/West Access (stop sign)
NB LT/T/RT A A
SB LT/T/RT A A
EB LT A A
WB LT A A
Seneca/East Access (stop sign)
NB LT/T/RT A A
SB LT/T/RT A A
EB LT A A
WB LT A A
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65/170
160/445 HARMONY
s5/8o--,
535 305=-�
AM / PM
Rounded to nearest
5 Vehicles.
1997 PEAK HOUR TRAFFIC WITH
NEW HARMONY ROAD NOT CONNECTED
TO COUNTY ROAD 38E Figure 7
Table 4
1997 Peak Hour Operation
Level of Service
Intersection AM PM
Harmony/New Harmony (stop sign)
SB LT E (D) * E(C/D)*
SB RT A A
EB LT A A
New Harmony/Seneca (stop sign)
SB LT/RT A A
EB LT A A
Seneca/West Access (stop sign)
NB LT/T/RT A A
SB LT/T/RT A A
EB LT A A
WB LT A A
Seneca/East Access (stop sign)
NB LT/T/RT A A
SB LT/T/RT A A
EB LT A A
WB .LT A A
( ) * Level of service when considering research on delay per
approach vehicle .
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HARMONY
AM / PM
Rounded to nearest
5 Vehicles.
1998 PEAK HOUR TRAFFIC WITH
NEW HARMONY ROAD CONNECTING
TO COUNTY ROAD 38E Figure 8
Table 5
1998 Peak Hour Operation
Level of Service
Intersection AM PM
Harmony/Seneca (stop sign)
SB LT/RT B B
EB LT A A
Seneca/West Access (stop sign)
NB LT/T/RT A A
SB LT/T/RT A A
EB LT A A
WB LT A A
Seneca/East Access (stop sign)
NB LT/T/RT A A
SB LT/T/RT A A
EB LT A A
WB LT A A
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HARMONY ROAD
RECOMMENDED GEOMETRICS Figure 9
APPENDIX A
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CITY 't COLLINS TRAFFIC ENGINEERING
• Site Ccoe : 00000102 � ® PAGE: 1
N-S Street: SHIELDS ST. FILE: 102-102
E-e Street: HARMONY RD,
Weather : SUNNY WARM Movements ^y: Primary DATE: 10/20/12
•
PEAK PERIOD ANALYSIS FCR THE PERIOD: 7:30 AM - 03:30 AM
DIRECTION START PEAK HR VOL mES
FROM PEAK HOUR FACTOR PEGS Right Thrc Let: Total ?ECS R .nt ?hr. L sft
------------
Nort` 7:30 AM 0.77 2 12 293 2 = .i? - 2 :1 =a
East 7:30 AM 0,71 0 92 7? 1 223 - -2 15 23
Soutn 7:20
AM ,, Q1 , 12118722 572 71
NUJ. 7:23 AM 3 53 -.., 52 571 - _ 7.2• .
E:1:1ra
7:20 AM 12 292 2.4 .a.
East 0 93 73 E1 223 - -
SC ,I 0, 1 1 `27 227 21 542 3 71 -
West 0,55 3 53 453 5,71 - 12 72 _
' SHIELDS ST. . . . ; N
W—+—E
S
1 ,
. . 530 ;
[PEDS ] 2 12 293. 264 ; 0 [PEDS ]
-- 569 ---- -- 93
120 .
. . . HARMONY RD. 223 79
50 - -- 51
453 571 HARMONY RD. . . .
. 844
68 — 543 ----
#
[PEDS ] 3 ; 29 387 127 1 [PEDS ]
. . 412
. . : SHIELDS ST.
CITY Ri COLLINS TRAM:
Site CCU : 00000102 PACE: 1
N-S Street: SdIE_OS ST. FILE: 102-1092
E-iil Street: ;RARMCNY RD.
1feether : SUNNY/WARM Moveienis by: ?Tillery DATE: 10/20i92
PEAK PERIOD ANALYSIS FOR THE PERIOD: 04:30 PM - 05::3 PM
DIRECTION START PE,AX MR VOL mES PC:NT„
FROM PEAS( .;OUR :ACTOR ?EDS Rip-, Tr ru Lef: Tots; PE3S Ri; : "sra Le'
Mort 4:30 PM 0.:5 6 27 424 203 550 - ! 54 32
Ent 4:20 PM 0.2! 2 2E4 227 11: 725 - .. 15
Solt" 4: 0 PM 3.30 4 99 392 34 525 -
he_. 4:33 PM 2.27 0 1 .. 33 - - r 1
Ent:r? .n:......:J.
1: 27 I . -
List • 2 22. 2.27 11. 25 -
20 i 99 292 r 525 -
�e.. 2.27 0 44 232 315 - - .
SHIELDS ST.
709 . . . �
[PEDS ] 6 27 ; 424 209 ; 2 [PEDS ]
--
660 ---- -- 284
• 388 . •
. . . HARMONY RD. 726 327
33 -- — 115
0 . 2
239 316 HARMONY RD. . . .
547
44 — --- 525 ----
1 ,
[PEDS ] 0 ; 34 392 99 • 4 [PEDS ]
. . 583 ;
• 1
SHIELDS ST.
APPENDIX B
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APPENDIX C
Level of Service Criteria
for
Unsignalized Intersections
Level of service criteria for unsignalized intersections are stated
in very general terms, and are related to general delay ranges .
Analysis for a stop or yield controlled intersection results in
solutions for the capacity of each lane on the minor approaches .
The level of service criteria are then based on the reserve, or
unused, capacity of the lane in question, expressed in passenger
cars per hour (PCPH) .
Reserve Capacity Level of Expected Delay to
(PCPH) Service Minor Street Traffic
>400 A Little or no delay
300-399 B Short traffic delays
200-299 C Average traffic delays
100-199 D Long traffic delays
0-99 E Very long traffic delays
* F
* When demand volume exceeds 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 warrants improvement to
the intersection.
Reference: Highway Capacity Manual . Special Report 209,
Transportation Research Board, National Research
Council , Washington, D.C. 1985 .
APPENDIX D
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IN"ITEIIMOUNTAIN SECTION
BOISE, IDAHO JULY15-18, 1990
Compendium of
Technical PapPapers
Institute Of Transportation Engineers
43rd Annual Meeting •
Boise, Idaho
July 15-18, 1990
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A METHODOLOGY FOR USING DELAY STUDY DATA
TO ESTIMAIE THE EXISTING AND FUTURE LEVEL OF SERVICE
AT UNSIGNALIZED INTERSECTIONS
By Marni Heffron (A)a and Ceorgy Bezkorovainy (H)b
INTRODUCTION UNSICNALIZED INTERSECTION DELAY.
The level of service at unsignalized intersections is Delay was adopted as a measure of effectiveness for
often overstated by the 1985 Highway Capacity signalized intersections in the 1985 NCH for many
' Manual (HCH) methodology. The HCH analysis for reasons; two reasons are that the concept of delay is
unsignalized intersections may show a LOS E or LOS F understood by the user community and delay can be
operation with lengthy delays and, presumably, long measured in the field.3 The application of delay
queues. However, from field observation, the for unsignalized intersections should follow this same
intersection functions relatively well with short reasoning. The.,reserve capacity is related to
queues and minor delays on the approaches controlled average vehicle delay using the following equation
by STOP signs and no delays to mainline traffic. Many from the ITE Handbook 2:
reviewing agencies require the use of the HCH (1)
methodology to determine level of service. However, d - -�-_-
HCH states that "because the methodologies [for (a - b)
calculating unsignalized level of service) result in a
qualitative evaluation of delay, it is also d - average delay .
recommended, if possible, that some delay data be a - service rate
collected. This will allow for a better b side-street arrival rate
quantification and description of existing operating
conditions at the location under study." HCH does Recognizing that capacity is the service rate and
not, however, include a methodology to relate delay volume is the arrival rate at an unsignalized
study results for en unsignalized intersection with a intersection, this formula shows that the average
level of service designation. vehicle delay is the reciprocal of reserve capacity.•
The average seconds of delay per vehicle is calculated
HCH defines the level of service of an unsignalized using the following equation: •
intersection using "reserve capacity", an
analytically-defined variable that is not easily Avermle Delay (sec/veh) " 3600 (secIhr). C2)
field-verified. The procedure is based on the German Reserve Cepeelty tveh/hr)
method of capacity determination at rural
intersections. This method has not been extensively Table 1 shows the level of service designations which
validated or calibrated for U.S. conditions, nor does correspond to reserve capacity and average vehicle
it estimate delay in quantitative terms. delay. Because the average delay per vehicle
approaches infinity as the reserve capacity goes to
This paper presents a methodology to use delay study zero, LOS F will be defined by any delay over 60
data to determine the existing level of service and to seconds. The average delay values for unsignalized
estimate future operating conditions at unsignalized intersections shown in Table 1 are very similar to the
intersections. In developing the methodology, delay delay values used to define the level of service of
studies were performed at more than 50 unsignalized signalized intersections. Table 1 is taken from Table
I-intersections in eastern and central Massachusetts. 10-3 in the ITCH.
Minor approaches of these intersections were
controlled by stop signs, yield signs and uncontrolled
(implied yield). The results of these delay studies Table 1
will also be compared to the delay calculated using Level-of-Service Criteria
the HCH unsignalized intersection analysis. • ' . For Unsignalized Intersections
This paper relies on the existing HCH methodology as Average **
the basis to estimate existing and future level of Level of Reserve Capacity . Stopped Delay
service from delay data. Until changes are made in Service (Pass. Cars Per Hour). (sec/veh)
the HCH procedure, the existing ITCH methodology for A > 400 < 9.0
unsignalized intersections will continue to be g 300 - 399 9.1 to 12.0
modified to yield results that better approximate C 200 - 299 12.1 to 18.0
•
existing and future conditions. ;D 100 - 199 18.1 to 36.0
36.1
E 0 to 60.0 99 F * > 60.0
_.
... . * Demand exceeds capacity; extreme delays will be
a Transportation Engineer encountered
Bruce Campbell & Associates, Boston HA ** Calculated from Equation (2)
b Vice President
Bruce Campbell & Associates, Boston HA
-1-
/
t • .
•
•
MEASURED DELAY VS. CALCULATED DELAX
•
Delay studies at unsignalized intersections are
relatively easy to perform and can be performed in • rmunE 1
conjunction with a turning movement count at low CQNFLIC'1ING FLOW- VS. AVERAGE DELAY
volume intersections. The observer measures the time tEFI ) AVENORRAGE
between when a vehicle stops for a stop sign or I.
conflicting traffic end pulls onto the major street. ,s- __.: :... .... .. ......
The measurement includes the time waiting in queue. ,t- l�ftE0
The stopped delay is measured for random vehicles �� v,1G
turning left or right from the minor street or turning 1O _ ____________
left from the major street. The average delay during
the peak hour is calculated using a modified s
signalized intersection delay equation: i e-
��(CEO.
total Delay-(see) ' (3) 1 e- Etaj
Average Delay (see/veh) • O s-
Number of Ot lens
For locations with a shared lane for left and right t_ I • •
turns on the minor street, the stopped delay for each , _
movement should be kept separate if future conditions e- I
will be projected from the data since the level of o 0.2 Co o.e es i
service of each movement is calculated separately and (mop,endsl
then combined as a shared lane movement. Special CONfICtINGFIOW
; consideration, discussed later, should be given to
i shared lane approaches where the right turn delay will FIGURE 2
i be increased by a high left turn volume. The existing
•
level of service for the shared lane is the weighted CONFLICTING.EFT 1FLLOW VS.AN!ROM AV 5 AGEER DELAY Yaverage of the combined movements.. roe
Bruce Campbell & Associates performed delay studies at se-
more than 50 unsignalized intersections in eastern and
central Massachusetts.. For all study locations, a
f traffic count was also performed, and the level of so- ' ��EP •
service was calculated using the HCM methodology: To •eo 'i . `C/. I
date, only a few delay studies have been performed at
4-legged intersections, so only the data for so- —
• T-intersectiOns are included in this paper. The -
average delay per vehicle was calculated using O so •
I
equation (3). Figures 1 through 3 compare the results
of the measured delay and the calculated delay. The I • _ _ __ °
curves are from regression equations relating t"-
conflicting flow and average delay. At this point 10_ _ ._._..,.I, .
there have been no attempts to correlate the delay ( I _ -f_
data to another Variable such as speed, movement °
e . 0.2 o.i CO e.e 5 is L. Is 5.e T s
demand or type of control. lthousonds)
COtsucit FLOW
For ail three critical movements at an unsignalized
intersection--the left turn from the minor street, •
•
right turn from the minor street and left turn from rICURE3
the major street--the measured delay was found to be CONFLICTING FLOW VS, AVERAGE DELAY
shorter than the calculated delay. These data suggest ie RN 11 IURN FROM MINOR 5IREET
•
__ that drivers are selecting smaller gaps than those w-
recommended in the 1985 HCM. Using the methodology ;e-
described below to back-calculate to the critical gap, • 17- .
it was found that at over 80 percent of the locations, • . ie- •
os-
the critical gap for both the minor left and right ,s-
turn movements was less than 6.0 seconds. 6-
it cALCU/,1E0
il
It was originally suspected that the smaller gap size IR 1p- A5jEO
determined for the study locations would result in e- •
ME
• higher accidents rates at these locations. however, °- •
-
most of the intersections studied had accident rates B-
less than 0.5 Acc/Million Entering Vehicles, and none s_
had accident rates over 2.0 Acc/HEV. In 4-
_ Massachusetts,, intersections with an accident rate of 3-
2-
less than 2.0 are not considered high accident ,-
locations. e .
• e e.! 0.5 e•e CO I
(Thanondsl
i CONrUCtrio FLOW •
—2
1
41111.
ntersections with a shared lane on the minor approach The potential capacity of the minor left turn is then
provided conflicting results for the left and right calculated using: (6)
turn movements. In many cases, the critical gap Cm7
letermined from the delay data for the right turn was Cp7 —I
nigher than the gap determined for the minor left
curn. Ihis phenomenon is most likely due to the time C — Potential capacity of the minor left turn
a right turner spends waiting in queue behind a left CP7 - Actual capacity of the minor left turn
turner. Because of the queue, the measured delays for m7 (determined from delay data)
:he two movements were not dramatically different. .
since the critical gap calculation relies on the Using Figure 10-3 in the 1985 HCH, the critical gap
movement's conflicting flow, the right turn gap can be estimated from the potential capacity and
calculates to a higher value than the left turn gap. conflicting flow. Alternatively, the equations in
;enerally, the minor left turn is the most critical Karsten G. Baass' article "The Potential Capacity of
he et at an intersection, and the delay data for Unsignalized Intersections" (ITE Journal, October
• the left turn is not significantly affected by a 1987, pp. 43-46.) can be used to determine the gap,
shared lane. In retrospect, if stopped
data The estimated critical gap may be lower than 4.0
neasurements did not include stopped delays in a seconds for low volume Locations, but it is
queue, then the calculated gaps would be higher for recommended that lu.0 be the minimum gap used. HCH's
left turns than right turns in all instances. Figure 10-3 also lhows the minimum critical gap to be
However, not recording delays in a queue would give an 4,0 seconds.
unfair representation of existing field conditions.
Once the critical gap is estimated from the delay
Io further illustrate the shared lane phenomenon data, the future level of service at a location is
affecting right-turning vehicles, the results in determined using the standard HCH methodology.. This
Figures 1 and 2 show a large disparity between the methodology is not recommended for intersections with
' calculated delays vs. measured delays. However, in high accident experience, or where vehicles on the
ithe case of right-turning vehicles, the measured side street are forcing a gap in the major street
delays were only 2-3 seconds less than the calculated traffic stream. The following is an example of this
delays. The presence of left-turning vehicles in the methodology's application:
I shared lane had, most likely, a significant impact on
j the delay values recorded for right-turning Vehicles. MALE:
Further research on shared-lane approaches is needed. •
•
F SERVICE. A delay study and turning movement count were
ESTIMATING FUTURE LEVEL O performed at the T-inter-section of Lincoln Avenue and
Bristow Street in Saugus, Massachusetts. The PH peak
The following procedure is suggested to estimate hour turning movement volumes and vehicle delays are
future level of service from existing deity data. It summarized below:
relies on the existing HCH methodology, and basically
back-calculates from delay to capacity to determine Average
the gap.being accepted by drivers. Once the gap is peek 'four Conflicting Delay per Maximum .Semple
determined, the future capacity and level of service Movement ee ante crow Vehicle _Milt-ex .AILML.
can be estimated using the same gap.
Minor Left 107 1227 13.7 64 92
The capacity for an unsignalized intersection movement Minor RighLeft 33 653 1.4 6284 31
can be determined from delay by rearranging equation Major Left 36 653 3.8 14 15
(2) as follows:
. According to the NCH methodology, the left turn from
capacity (veh/hr) . 3600 (lee/hr) 4 Side Street Demand i4) Bristow Street to Lincoln Avenue operates at LOS F.
Average Delay (sec/veh) The delay study data, however, show that the left turn
• operates at LOS C.
The HCH equations relate critical gap to "potential
capacity." The potential capacity for the left turn The capacity of each movement is calculated using
from the major street and right turn from the minor equation (4).
street are the same as dapacity, but the capacity of
the minor left turn needs to be converted to potential Movement Demand Capacity
capacity discounting the impedance factor of the major
left turn. The impedance factor is determined using Minor Left 107 vph 370 vph
the following equation (the variable names Minor Right 33 700
correspond to the variables in HCH): Major Left 36 983
1.,;. 1.2052 (5) The potential capacity of the minor left turn is
I — 1 - 0.0038 100 It4 • calculated using the impedance factor from equation
C (5). The impedance factor is determined from the
Cp4 demand and capacity of the major left turn,
I — Impedance Factor 1.2052 - 0.98
V4 - Left turn volume from major street I — I - 0.0038(100 x . )
Cp4 — Capacity of left turn from major street 983
• and potential capacity, Cp7 — 370 — 378 vph
0.98
1
r • -3—
i
1110
111/1
The conflicting flow of the minor left turn — 1227
vph. Using Figure 10-3 in the NCH, a critical gap of
approximately 4.5 seconds is located for a potential FIGURE 4
capacity of 378 and a conflicting flow of 1227. These ESTIMATING FUTURELOS FLOW CHARTsteps are illustrated in the flow chart in Figure 4.
•
Under the future conditions, the conflicting flow is
estimated to increase to 1400 vph, and the minor left „•• „•,
turn demand will increase to 170 vph. The future Existing Future
potential capacity located on Figure 10-3 is 300 vph Conditions Conditions
for a gap of 4.5 seconds and conflicting flow of 1400
vph.
f The actual capacity accounts for the impedance factor• Measure Future LOS
(for this example the impedance factor is assumed to Delays Table 1
be 0.98).
•
Cm7 — 300 x 0.98 - 294 vph 'i ---, - -----
g �y Av Delay
The reserve capacity — 294 - 170 — 124 vph, Per Vehicle Perr Vehicle
and the average delay is calculated using equation (2),
Equation (3) Equation (2)
•
Delay - 2 — 29.0 sec. —� �,
124
Capacity of Reserve Cap. .
The level of service for the future conditions will be Movement Subtract
I LOS D. Equation (4) Demand
CONCLUSION
1•
•
The methodology presented in this paper provides one _ •
_�
I way to quantify the operation of an unsignalized inter- Impedance Actual
section when the NCH methodology does not correlate Factor Capacity
• with field observations. Future operating conditions Equation (5) Equation (6)
can also be defined on the basis of existing __ter -
conditions delay data. The delay methodology should
not be used for intersections with high accident
experience or where vehicles on the side street are ! _---.•
forcing a gap in the major street traffic stream. •
Potential Potential.
Further research is needed for intersections with a ity ac Capacity from
shared lane on the minor approach since the right turn CaCappacity (6) Cap Fig. from
delay is affected by the left turn movement. Data �� •
_.----
collected for the left turn movement on a shared lane
approach should not be significantly affected.
•
Delay is a measure of effectiveness that should be •
Gap Assume Same
applied to unsignalized intersections because it is CrN Criticala. ► Criticals mep
easily measured and also easily understood. Future 10-3CMfor Future
revisions of the HCH methodology should include
delay. •
1.
. t
a
REFERENCES
1. Transportation Research Board, National Research
Council. "Research Problem Statements; Highway
Capacity", Transporation Research Circular Number
319. Washington D.C., June 1987, page 27.
•
2. Institute of Transporation Engineers. 1
4. Baas Karsten C. "The Potential Capacity of
Prentiss and Traffic pp. 49ering Handbook. ; Unsignalized Intersections", ITE Journal, October,
Prentiss Hall Inc.; 1982, 499-536.
1987, pp. 43-46.
L, 3. Roess, Roger P. and HcShane, William R. "Changing 5. Transportation Research Board, National Research
Concepts.of Level of Service in the 1985 Highway Council. tion Research
Board,
, Special Report
Capacity Manual: Some Examples," ITE Journal., Hay 209. Washington D.C., 1985..
1987, pp. 27-31.
+._. -4- '
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