HomeMy WebLinkAbout1992 SOUTHWEST ELEMENTARY SCHOOL SITE PLAN ADVISORY REVIEW - 16 91 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY�R@[EDWIE
APR 2 41991
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SOUTHWEST ELEMENTARY SCHOOL
SITE ACCESS STUDY
LARIMER COUNTY, COLORADO
APRIL 1991
Prepared for:
Poudre School District R-1
2407 LaPorte Avenue
Fort Collins, CO 80521
Prepared by:
MATTHEW J. DELICH, P.E.
3413 Banyan Avenue
Loveland, CO 80538
Phone: 303-669-2061
B. Background Traffic
Background traffic is defined as the traffic that is and/or
will be on the area streets that is not related to the proposed
development. The intersections considered for the operations
analysis are Harmony/Shields, Shields/Clarendon Hills, and Harmony/
Hinsdale.
Background traffic for impacted streets was projected for each
of the future years analyzed (1995 and 2010). Background traffic
was ,projected to increase at 2 percent per year for all future
years. This rate of increase is normal for streets and roads in
the City of Fort Collins. It accounts for general traffic growth
and some level of continued development in the vicinity that would
also contribute to traffic growth. Traffic from two developments
were specifically, added to the background traffic. These were
Clarendon Hills, as mentioned above, and Arapahoe Farm, which is
currently going through the planning approval process in Fort
Collins. The Arapahoe Farm Site Access Study was submitted to the
City on April 1, 1991. There are no other major developments
proposed which would cause a dramatic increase in traffic in this
area in the short range future. Should a major development occur
which nullifies this methodology, then the traffic study for that
development should reflect both the proposed development and the
projections as reflected in this site access study. In the case
of traffic studies for future developments, the traffic projections
in this site access study become part of the background traffic
for that development.
C. Trip Distribution
Trip distribution was determined based upon an evaluation of
attractions for home -based productions and the most likely routes
available to travel to those attractions. The directional
distribution of the approaching and departing traffic generated at
the proposed uses is a function of:
- Geographic location within the Ci-ty of -Fort -Cori-iris
- Location of employment and business centers which are likely
to attract trips from this area
- Access to the site.
The service area of the SW Elementary School was used to determine
the school related trips. Figure 4 shows the service area for the
SW Elementary School. Figure 5 illustrates the trip distribution
percentages used in the subsequent traffic assignments.
D. Traffic Assignment and Intersection Operation
Using the vehicular trip generation estimates presented in
Table 2, the site generated traffic was assigned to the area street
netwQlrk. The initial network consisted of Harmony Road, Shields
3
1 "S'treet; and C"1'arerid'orir ^l-s=-Drive--as they; are' todayH. ale
Drive -was ahedded to�tnetwork from the'" existing cul-de-sac inf
1 Clarendo-4ills�,to Harmony Road: �Theia`nalyzed intersections were
Harmony/Shields with �the existing sig`nalization, Shields/Clarendon
Hills;with»16top,s'gn control, and Harmony/Hinsdale with stop sign .
control:-' The,Harmony/Hinsdale intersection location is shown in
1 Figure 3. The horizontal alignment and location of the Harmony%
Hinsdale intersection will be discussed later in this report. The
r�traffic assignment shows some vehicle trips from Clarendon Hill's
1 to eastbound Harmony Road, utilizing Hinsdale Drive and passing the
pW Elementary School.. This route will offer a time and distance
savings for some present and future residents of Clarendon Hills'k:
1 However, some future Clarendon Hills'residents will find it -shorter
ae""and more convenient to utilizShields Street as their primary-."".
access route. These judgments ..are; reflected in the traffic
assignments.
Figure 6 shows ythe short range (1995) peak hour traffia
assignment. This assignment ~also includes a 2 percent per year
1.
increase in background traffic as described earlier in,.this report.
1 Table 3 shows. the peak``hour operation at the key -intersections:
Calculation forms are provide, in -Append - ix D,. ' Al l of the y ke'
1 intersections will operate acceptably with he existing geometrics,,
except for left- turns from Hinsdale Drive to westbound Harmony
Road.- These turns will operate at level of service E. Based upon
recent research,,, -the delay per approach yehicie "will "be 14-24
1 seconds during,the morningr'peak, hour andr1,9-29 seconds•• -during: the
afternoon peak hour. Using dekay criteria from the"'1965 Highway,
Capacity Manual, the,ope-ration of these left `turns would be i•ri the
level of- service C/D category e,yen' though'the*opera-tions-technique.
1 shows the level of service:i categoy1a.. .-It
It is' recomend'ed t•kta't•
this operation be accepte At th`e new" Ha o y/Hinsd eal�
1 1i7nters`ecti;on; the•-foal-7l'owirig-geometry is recommended: 1) eastbound,
- one through lane and one right -turn deceleration lane (370 feet
including taper for stop condition and 295 feet including taper for
a 15 mph turn); 2) westbound - one through lane -and one left -turn
1 _ deceleration/storage lane (370 feet including taper plus 50 feet
of storage); 3), northbound - one left -turn lane "(-100 feet"ffd ore
right -turn lane; and 4) southbound -one lane. From observation,
1 it appears that the westbound geometry can be accommodated on the
existing cross section with re -striping. The eastbound geometry
will likely require widening for the right -turn deceleration lane
1 on the, -south side of Harmony Road.
i Figure ; 7 shows the 1 ong:R, range . •, (2010) - pea•k"- our tra-f f i c
a�sfrgnment "which includes. the background traffic on the-` area
sreets. ,,. Table 4 shows the peak hour operation{` at.-'t
t1he,,°keys
1 initerdections. 'Calculation forms are'"provided in^Appendix--E. ,Ir,-By
thji.sr future time; it is expected 'that Harmony Road and Sh•lelds
1 StFeet�wi11 have, four lane cross secti'ons.+ as per,<Fort Collins
arterial.-'street,�,standards. Yj-he intersec�tfon appr..oach geometry on
both Cel-arend"onilHi l l6l'D'rive-and_Hi.ns.da.l.e_Dr_ive_shou-l-d-bne-r6fi-
(1
1 4
00co
co't
M N
U
i MN ~-1
16/208
� .—
--141/369
i
✓— 63/90
394/216
41/32�` Nco rn
MN
00
N
W_
N
v
Lo
C`9 M
N It
N N
l�
73/49
12/14
f— 362/657
HARMONY 17/40
670/441
73/47�
DON HILLS DRIVE
00 N
W co
N W
M V)
W
J
Q
G
zz SITE
_
AM/PM
SHORT RANGE PEAK HOUR TRAFFIC Figure 6
Table 3
1995 Peak Hour Operation
Level of Service (Delay)
Intersection AM PM
Harmony/Shields (signal) B (10.9 s/v) B (10.7 s/v)
Shields/Clarendon Hills (stop sign)
WB LT
C C
WB RT
A A
SB LT
A A
Harmony/Hinsdale (stop sign)
NB LT
E E
NB RT
B A
WB LT
A A
Table 4
2010 Peak Hour Operation
Level of Service (Delay)
Intersection AM PM
Harmony/Shields (signal) C (17.0 s/v) C (18.2 s/v)
Shields/Clarendon Hills (stop sign)
WB 'LT
D D
WB RT
A A
SB LT
A A
Harmony/Hinsdale (stop sign)
NB LT
F F
NB RT
A A
WB LT
C B
CLARENDON HILLS DRIVE
�- 505/942
29/63
AM/PM
Q
N
LONG RANGE PEAK HOUR TRAFFIC Figure 7
turn lane and one right -turn lane. The Harmony/Shields signalized
intersection will operate at level of service C. With the 2010
volumes and the wider cross section, an eight phase signal will be
required at this location. The Shields/Clarendon Hills
intersection will operate acceptably with stop sign control. The
Harmony/Hinsdale stop sign controlled intersection will operate
acceptably,; ex"'�'C,,ept for left -turn exits from Hinsdale. The 1985
Highway Capacity Manual analysis technique shows this operation to
be at level of service E. However, the range of delay per approach
vehicle will be 30-40 seconds in the morning peak hour and 32-42
seconds in the afternoon peak hour. These delays are considered
to be at level of service p�/ There is little that can be done
to improve this operation. With good signal progression on Harmony
Road, this operation could be improved by one level of service
category. This level of service occurs at many arterial/local
street intersections throughout Fort Collins. This type of
operation is generally accepted. With the four lane cross section
on Harmony Road, a right -turn deceleration lane, and a left -turn
deceleration and storage lane are required on Harmony Road at
Hinsdale. The right -turn deceleration lane should have the same
length shown under the short range analysis. The westbound left -
turn lane should be 370 feet including taper plus 75 feet of
storage.
E. Neighborhood Concerns
A number of meetings were held in March and April, 1991,
involving the neighborhood to the south (Clarendon Hills), City
staff, and School District staff. This section of the report
addresses issues raised at these meetings. The neighborhood's
concerns are two -fold. There .Ii; a. fear that Hinsdale Drive will
become a, short-cut for'no'".-neighborhood trips to by pass the
fig„ r
.,...v
Harmony/Shields signal. The other concern is related to speed on;
Hinsdale Drive by all vehicles.
- -- I-t-has-been __sugg.ested.. that -_Hinsdale _Drive_ terminate in the
existing cul-de-sac at the north end of Clarendon Hills. Access
to the school; the park, and the eventual residential area west of
the school would only have access from Harmony Road. This solution
to the through traffic/speed concern is not in the best interest
of, all parties concerned. Hinsdale Drive has; since its inception,
been intended as an access street to the Clarendon Hills
development. This is an important link to Clarendon Hills from a
convenience, environmental, and public safety point of view.
Rese'a`rch�°ha shown that a street with the ' circu`i'to,u's nature Hof
H*insdale; •Drive ; wi VI not, attract theme tripsrj.ythat j the neighborhood ,
fearsTthat`it wM,;l;l_. The SW Elementary School will serve students
living in Clarendon Hills. Parents of some of those students may
choose to drive their children to school. They should be allowed
to do this via a convenient route (Hinsdale Drive). With the
school close to the existing cul-de-sac on Hinsdale Drive, it has
A
been suggested that Clarendon Hills parents can drop off/pick up
' children at this location. This would turn this cul-de-sac into
a parking lot and uncontrolled drop-off area. This is not in the
best interest of the people living in the homes near this cul-de-
sac. Termination of Hinsdale Drive at the cul-de-sac is not
recommended.
It has also been suggested that the school be accessible from
' the south via Hinsdale Drive and from the north from Harmony Road,
but not to connect these streets through the school parking lot.
Emergency access would be allowed. This is not recommended because
' Hinsdale Drive should be a through street. It is logical that it
go through this area as a public street.
There have been a number of suggestions regarding ways to
reduce the potential through traffic on Hinsdale Drive. The
Harmony/Hinsdale intersection will not be signalized, therefore it
will not "attract" trips. The operation of the northbound left
turns at this intersection suggests that this will not be an
attractive route for these trips. It has been suggested that a "no
outlet" sign be placed at the Harmony/Hinsdale intersection. This
sign would make a false statement and should not be used. Changing
the name of the street has also been suggested. However, for the
sake of consistency, this street should be called Hinsdale Drive.
There is no reason to change the name of the street. Hinsdale
Drive will be posted at 25 mph as a local street. After the school
is built and traffic patterns become established, school zone
flashing lights could be evaluated. It is premature to recommend
school zone flashing lights at this level of analysis. It has been
suggested that speed dips be used to slow traffic on Hinsdale
Drive. While both speed dips and speed bumps are effective in
reducing speeds, there are concerns about the potential damage and
injury that they can cause to a vehicle that hits them at a higher
speed. They often present street maintenance and snow/ice removal
concerns to the City, a.l_so.
—_— _ Adjusting_th_ _ ori.Xontal alignment_of Hinsdale Drive from the
>-- -- -
school to Harmo oad has been _suggested as a method of
discouraging throug is By introducing sweeping horizontal
curves, Hinsdale ive will appear to not be a through street.
This might be the ase to a stranger. However, the people who will
use Hinsdale Dri a are going to be the residents of Clarendon Hills
and those that have reason to be on that street. There are no
operational r"asons not to keep the alignment which has been
proposed by t 'e Poudre School District. The only factor governing
the locatio of the Harmony/Hinsdale intersection is that the
geometry o the auxiliary lanes at this and the adjacent
intersecti s fit on Harmony Road. From available information, it
appears as though the proposed location accomplishes this.
�160r���
JUSj (F� �D Ap�r�v �r.rPIC,
WNy o�a�c,� 6
Cfl
1�
It has been suggested that stop signs be placed at one or more
locations along Hinsdale Drive. This could only occur at
intersections. It is doubtful that stop sign warrants would be met
at any location along Hinsdale Drive except at Harmony Road and at
Clarendon Hills Drive. Most professional traffic engineers object
to the use of stop signs for speed control. However, studies have
shown that they can be effective'. However, it has been shown that
the effective area of influence is rather small and generally, in
less than 100 feet, the vehicle reaches the ,original approach
speed. Traffic circleshave° also been shown to reducethey speed
on n'eighborhood'streets. The area of influence related to traffic
circles is longer, causing a slower speed for a longer distance.
A potential location for a traffic circle is the existing cul-de-
sac at the current terminus of Hinsdale Drive. There will be a
vertical curve north of the cul-de-sac. The design of the traffic
circle solution, if pursued, will need to consider this vertical
curve.
Street narrowing has also been suggested. Street narrowing
has been shown to be almost totally ineffective in reducing speed
in residential neighborhoods.
It is recommended that Hinsdale Drive connect from the
existing cul-de-sac to Harmony Road and that,aptraffic circle be
considered as an effective means of achieving a.desired speed and
marking the transition to Clarendon Hills. It is c'ohcluded that
Hinsdale Drive will have little or`no cut through traffic trying
to -avoid the Harmony/Shields signal.
III. Conclusions
The following summarizes the significant findings as a result
of this study:
-' - Traffic from the SW Elementary School, the city park, and
the—adjacent__resident ia.l._deveIQpment can __be handled on the area
streets with various improvements.
- Traffic operation at the area intersections is acceptable.
' - The SW Elementary School will gain access via Hinsdale whi
ch ich will intersect with Harmony Road at a T intersection.
- ' At the short range future (1995), the key intersections operate acceptably. At the Harmony/Hinsdale intersection, the
northbound left turns will experience delays which are common at
arterial/local street intersections with stop sign control. The
'Marconi, William, "Speed Control Measures in Residential
' Areas," Traffic Engineering, March 1977.
7
following auxiliary lanes s�hold be "�buiit at the Harmony/Hinsdale
' intersection: 1) eastbound right -turn lane, 2) westbound left -turn
lane, 3) northbound right -turn lane, and 4) northbound left -turn
lane.
At the long range future (2010), the key intersections will
operate acceptably, except for the same northbound left turns at
the Harmony/Hinsdale intersection, which will experience some
delays. It is expected that both Harmony Road and Shields Street
will be built to four lane cross sections. The same auxiliary
lanes shown in the short range recommendation should be provided
' in the long range future.
- Hinsdale Drive should be extended from the existing cul-
de-sac to Harmony Road. The -;horizontal alignment of Hinsdale Drive
will have little/no operational effect on the traffic using it. °
- Considerat'io.n should be given to introducing,,a traffic
' circle on Hinsdale Drive as a means"of achieving the desired speed,
and marking the transition to Clarendon Hills.
n
L
8
APPENDIX A
I. Introduction
Poudre School District (R-1) is proposing to build an
elementary school located east of Hinsdale Drive (extended) and
south of Harmony Road in Fort Collins, Colorado. The site location
is shown in Figure 1. This school is known as the Southwest (SW)
Elementary School. Along with the school, a city park is proposed
to border the school property on the north, east, and south. The
parcel of land purchased by the Poudre School District is
approximately 53 acres. Half of the land is on the west side of
Hinsdale Drive (extended). With agreement of the Fort Collins
Planning staff, the land to the west of Hinsdale is assumed to be
developed as a single family residential use at 4 dwelling units
per acre. The roads which will be impacted by the school and
adjacent development are Harmony Road and Hinsdale Drive. 'The key
intersections that will be impacted are: Harmony/Shields,.
Harmony/Hinsdale, and Sh'i;eIds /Clarendon H1111,1>, Drive.
Harmony Road is classified as a major collector on the Fort
' Collins Master Street Plan. The segment between Shields Street and
College Avenue is two lanes with a rural cross section, widening
to four lanes with an urban cross section from the railroad tracks
t to College Avenue. The segment just north of the school is paved
to a three lane width, but striped as one eastbound lane and one
westbound lane. There is signal control at the Harmony/Shields,
' Harmony/Mason, and Harmony/College intersections. All other
intersections are stop sign controlled with Harmony Road receiving
the right-of-way. In the future, Harmony Road is expected to have
a four lane cross section with turn lanes at appropriate locations.
Shields Street is classified as an arterial on the Fort
Collins Master Street Plan. It is a street of varying width south
of Drake Road. It is proposed to have a four lane urban cross
section with turn lanes at appropriate locations in the future.
It is posted at 35 mph in this area.
_Hinsda,le Drive is not classified _and is considered to be a
local street. It is built in the northern section of Clarendon
Hills development. It temporarily ends in a cul-de-sac at the
' north boundary of Clarendon Hills. It is proposed to continue to:
the north from this cul-de-sac to Harmony Road.
Land uses in this area are residential, school, and open
space. Residential uses are east and south of the proposed SW
Elementary School. The Front Range Community College is west of
the site. There are residential uses north of Harmony Road. There
is a farm site located just north of the school site.
1
II
MATTHEW J. DELICH, P.E.
3413 BANYAN AVENUE
LOVELAND, CO 805M
i
TABULAR SUMMARY OF VEHICLE COUNTS
Observer Date j//(g(q' �A City �o �t eo �' 1y� R = Right turn
INTERSECTION OF f4 l C L s AND 4A (Z A4 0 11) U S = Straight
L = Lett turn
i
TIME
BEGINS
(4 r c Tj�
S'r4 ! cc -o
TOTAL
North
South
P-A 2 IA-0/.1y
�A P M 1.0 �!
TOTAL
East
I West
TOTAL'
ALL
tmm NORTH
I from SOUTH
trom EAST
rom
fWEST
R S
I L
Total
II R
'S I L I Total I
R I S
I L I Total
II R
I S
I L
I Total
730 II
Z I 6-5
441
l01
1131
I �z 14 1 107 11
2-03
II(o 131
Ijz 159
111-5
18-7
I)2
1 /14-
11 1 -73
11.3271
74— 11
z 1V8
411
17_(
1137
1 '11015 1/sz112-73
12s131�
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1116-1121
1141
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1 90
1179 12z
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103
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730-80117 1Z&4-1177-14-4
III III
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L I H 5-11041Z7
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13714-63
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MATTHEW J. DELICH, P.E.
3413 BANYAN AVENUE
LOVELAND, CO 8osm
TABULAR SUMMARY O)F VEHICLE COUNTS
Observer Date .4 17 q/ Day ` C-DKI Af? City. F0 2' `-O t- t- I'f } R = Right turn
INTERSECTION OF S N 1�Z Dc AND eLA2L- I(JV—C �'L L = Lettrght
turn
TIME
BEGINS
Srl(� L �S
Srl rr= C C �
TOTAL North
South '
�LH�E^JlyJo►'�rLLS
from EAST
TOTAL
East
West
TOTAL
ALL
from NORTH
f►om SOUTH
from WEST
ILI S
I?
I Total
I R
'IS I L I Total I
R I S I L I Total
II R
I S
I L
I Total I
-7 0IIS17o
Ins
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Il:ogI Ilo� II12
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1121-3 115 II
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APPENDIX B
M
M
TANA 9.1. lavo err-3totva C s to Sahw.ttm IM[a-
saay,ovs
CAVMCrTy ANO LEM OF SERVICE
MWOMM- r
HtGuwAY Ce
The concepts of opacity and level of savica am moral to
the analysis of intersections, in they are for all typo of facilities
In intersection asalysu howner. the two enneepn am not as
strongly correlated as they am for other facility types. In pre-
rious chamter the ame analysis results yielded a determination
of both the opacity ad lewd of service of the facility. For
aigmlized intersections, the two are analyzed separately, and
arc not simply related to each other. It is Critical to, a the
oats,. however. that both mpodsy and fevd of sesvira must be
fully considered to evahim the overall opecatiou of a signalised
intersection.
Capery amlym d ivteraamom rants in the mmpmtice
of v/e racial far, individual mo.®erts and a comI r/e
moo for the fuss of ,ideal movements or lam pomp withhc
the int,astion The v/e ratio is the aemal or paoja,d rat of
Bow, our an approach err designated pump of Imes during a peek
I5-min interval divided by the capteity of the approach or
designated group of lane. Level of stir, is based an the
average stopped delay per vehicle for vadona � within
the intersection. While r/c ■deco delay, the am otherparam-
atas that come strongly arias d. such as the quality of pro-
p®aes. length of peen planes. cycle lengths and other Thus.
for army gives ./e ratio, a nags of delay valor may result. and
vicwvessa For that s®e both the capacity end lend of service
of the hatenetion mesa be osdvlly esamhned. These two coo-
opts me discussed in dmil in the following feetiona
CWSCHy of Slpandd IMWowdi
Capillary at interactions a defined for each approach. Inter-
snetion approach capacity is the maxim® rare of flow, (for the
smbjecr still I wheh may pas through the hntaseetim uo-
der prevailing tmBC roadway, and signalhation cosdidors The
rate of flow, is generally masurd or projected for a IS-mhn
period, and capacity is sated in vehicle per hsal
Tmffrc conditions iado I volume on each approach, the ds-
tribmion of vehicle by rnoenent (Idt thromgb, right), the
vehicle type distril within inch movement. the location of
and use of ben stop within the intersection area pedestrian
aomn; flows. and parking rmvemess within the arasaron
Roadway conditions include the basic gcometrio of the in-
teraction. including the number and width of lanes, pads,
and lane -use alloatioas (including puking lanes).
.Sgnaiizanow oce didorn include a full definition of the signal
phismar, timing, type of control. and an evaluation of signal
progtmomm an each approach.
The capacity of deriyued lanes or group of lanes within an
approach may also be evaluated and determined using the pro-
Cedures of this chuncr. This may be done to isolate lam serving
■ particular movennnt or movements, such as an exclusive right -
or left -turn lane. Fats an designated for separate analysis am
wClef I to as 'gam greops." The procedure herein contains
guidelines for when asd how separate lane group should be
designated in an approach.
Capacity at sign, intersections is based on the concept
of saturation flow and sauratioa flow ran Saturation flow rate
is defined a the maximum rate of flow, that can pas through
a given intersection approach or lam pomp under prevailing
traffic and roadtray conditions, assenting that the approach or
lane group had 100 prevent of real throe available as effective
glees time Saturation flow rate is given the symbol x and is
aprared in units of vehicles per hour of effective green time
(•phll)-
6PACtTv M^"UA4.. EL PI- z o% TRS�N R G
The /for moo fare given approach or lane group n defined
as the moo of the actual flow rate for the approach or lane
poop, v. to the sammmu flow rate The flow, ram is given the
symbol (•/t)„ fur approach or lane group t.
The capoary of a gives Jana group or approach may be stated
as
a = s, x (8/C), (94)
where
i
I
C, yr capeeiiy of lane group or approad L in vpht
s, = sucratioe flow, rue for lase group or eppmc6
L in vphg: and
410, = Price !atom for lace group car approach i.
The ratio of flow date to capacity, r/e is given the symbol
X in intersection analvss This new, svarboi is ivaodrmed in this
chapter to empbasuce the ruling relationship of capacity on aig-
nafiation conditiotb and for consistency with the literature
which also sden to ihu variable as the "de;rce of sumtiwn."
For a given lace group or approach is
X. _ We). _ •,/(s, X 4/03
X. _ �r,C/s,g, a (r/s)✓(d/C),
.Tt = r/C ram for sae group or approach h
r, _ ,,cal flow rue for Imo group or approach L. in
•Plc
i = saeuratioa flow, nut far lam group cr approach L
in vphg: and
A = ede acre peen tone for Lace group fate approach L
in sus
Valise of X,, range frown 1.00 when the tow race equals ce-
pacity to 0.00 when the now ran is rem.
The capacity of the full intersection is out a significant concept
ad is not specifically defined herein. Randy do all movemments
at an intersection beoone saturated at the sense time of day. It
is the ability of individual mmensests to move through the
ionerscrioo with sloe dEdency which is the critical Conn.
Another Capacity concept of utility in the analysis of signal.
bad intersections is however, the criooi r/c mtia X_ This is
a ./c ratio for the intersection as a whole. considering only the
lane groups or approaches that have the highest flow Mon,
r/s for a given signal phase.
For wmple. in a two-phase signal opposing epproaehes
move during the same Penn tine Generally, our of these two
approaches will regnow care green time than the other (Le- it
will have a higher flow ratio). This would be the "criool"
approach for the subject signal phase Each signal phase will
he" a critical lane giomp or approach that determines the green
time requimnents for the phase Where signal phase overlap
the iderstifiution of these critical lane group or approaches is
somewhat complex, ind is discussed in the "Methodology" too-
tion of this chapter.1
The critical v/e ratio for the ineesrmoe is defined in tams
of critical Iaae group air approaches
I (r/s), X (C/(C—L)1 (9.3)
,L, = critical r/e ruin for the ivtersectiore
�(•/s), = the summation of flow ratios for all crit-
ical lame group or appnoaeha, is
C — cycle length. in see and
L — total het time par cycle wmputed a the
s® of -start-up, and change interval Iost
time mmm the portico of the change m
terval used by vehicles for Cecil cried
signal Phase
This equation is oaefvl in evaluating We overall intersaedm
with tespaet to the geomev. W total cycle length provided,
and is aft rueful in eaimamg signal aoago whore they are
not known or specified by local polirio or pnomiurn It gives
the vle ratio for all critical movernmR arising be, green
then has been a" Opined, or proportionally allocated. It is
th,efoe possible to have a critical r/c ratio of Ice than MA
and aria have individual mvements aveanurated w,d i. the
signal cycle A Critical v/c ado less than I.O0. bewern doe
mdiam thin all cov®mts in the icoese . can be amoss-
modated within the defied cycle length ad phase sects nce by
proporaom0y alocateg pees time In eseeee the total avail.
able green time in the phase seepw+ is degare ns handle all
movenvests if ptopesiy •Jocatai
The aysives of opacity in this Chapter fodme an the coso-
pundes of Miami= flow, rate v/e ratios and capecities for
various approaches or Imo group of the con"mcdoe. Pram.
del es for these extmptsticrn sus described in greater detail in
the "Methodology' and "procedures far Application" sectional
of this chapter.
Level e1 Service rile 91, ' ad Intweeetlao
Level of service for signal izd intersection is defused in tams
of delay. Delay is a mmtnm of drner discomfort, frmtomm
foci consumptba and hest at , time Spaifiolly. Inebaf-
senice cnum ens seated in tams of the average stopped delay
per vehicle for a IStnld analysis pet iod The Criraia are given
in Table 9-I.
Delay may be measured in the field. or ®y be estimated
using procedures placated later in thin chapter. Delay a a
complex measure, and is dependent on a emuber of variablea,
including the quality of proprnioa [be cycle length, the green
ratio. and the r/c ratio for the lam group or approach in
question.
Lneiof-tern A describes operations with very low, deny.
Le, lea than 5.0 see per vehicle. This omuss when pmptssion
is =trendy favonbk and coot vehicles arrive during the grew
phase Most vehicles do not stop at ail. Short cycle lengths may
also contribute t0 low daisy.
(crelo%service R dermber operations with deny in the range
of S.I to 15.0 see per vehicle This generally otsura with be —
progression end/ur short cycle lengths MOM vehicles stop than
for LOS A. causing higher levels of avenge delay.
sror+ec meAv
MA
WAS. OF savxx (srcl
A
a 3.1 to 15.0
C 13.1 in 25.0
0 23.1 to 40.0
E 40.1 to 60.0
p > 40.0
Lew6o0Lsaves C daaiba opaatiore with delay in the sago
of I SA to 25.0 see per vehicle These higher delays coy result
from fair progtmsioa ad/or longer cycle lengths Individual
cycle failures may begin to appear in this level The number of
ve8ides stopping is significant at this level, although many still
PM through the intersetion v0110111 Stopping.
Lssei of-serwm D describes operations with delay in the range
of 25.1 to 40.0 sec per vetdde. At Ind D, the influence of
congestive become more noticeable Longer delays may result
firm sosa t combination of unfavorable progress. long cycle
lengths or high r/c ratios Many vehicle stop, and the pro-
P. of .elicla not stopping deshnel. Individual cycle fail-
ures are noticeable
Lireiof-serer E describes operations with delay in the range
of 40.1 to 60.0 sec per vehicle This is consul to be the limit
of acceptable delay. Thee high delay values generally indicate
poor progression. long cycle lengths, and high r/c ratios. Io-
dividaai cycle failures are frequent aesvrresen
Lead -of -se v ier F deaiI operations with delay in execs of
60.0 sus per vehicle This a oamdered to be maaptable to
nsas drivers This Condition odes occurs with overamnticn.
Les when arrived pow, rates exceed the capacity of the ietersee-
tion. It may also occur at high v/c ration below 1.00 with many
individual cycle failures. Foorpso,msge and long cycle lengths
Only aim be major maaibating causes to such delay levels
Ratsuno capacity and Level of Service
Because delay is a mesplex measure its relationship to o-
psaty is also cosrpfes. The levels of service of Table 9.1 have
b® c ablishd bard an the arepabilty, of varipns delays to
drivers It is important to time that this eomcapt is not related
to capacity in a shmpk omtoonc fashiow,
To pre+ioas chapter the lower bound of LOS E has always
beam defined to be capacity. Le, the v/c ratio is by definition.
UKL This is nor the mar for the procedures of this Chapter. It
is possible for example to have delays in the range of LOS F
(unacceptable) while the r/e ratio is below L00. perhapsas low
as 0.75-0.93. Very high delays an occur at such r/c ratios
when some combhndon of the following conditions elastic (1)
the cycle length is long, (2) the lam group in goestiun is dn-
advan aged (has a long red time) by the signal timng, ad/or
(3) the signal propeuon for the subject movements is pace.
The reverse is also possible a saturated approach or lam
group (.e., r/e ratio = L00) may have law delays ih (1) the
cycle length is show and/or (2) the signal progression is favor.
able for the subject nrovemett Thus, the designation of LOS F
doer not antosmridly, imply that the intersection, approach. or
lam group is overloaded. nor does a level of serviee in the A
to E range mu m needy imply that them is mused capacity
available
The procedures and methods of this chapter require the Coal -
On of both capacity and leveW-servica conditions to fully
evaluate the operation of a signalized intersection. It is imper.
alive that the analyst Ming. ze the unions relationship of these
two concepts as they apply to signalimd intermetio s
7
L
L_J
[1
LEVEL OF SELVIcE CRIIERIA
F OR
UNSIUNALIZEU INIERSECIIUNS
Level -of -service criteria for unsignaliaed intersec-
tions are stated in very general terms, and are related
to general del ay ranges. Anal ysi s 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 unueedI capacity of tyre lane in question,
expressed in passenger cars per hour (PCPH).
RESERVE CAPACITY
(PCPH)
----------------
;gnir
�rrp-"99
2irrr-299
1(M)-199
rr- qq
LEVEL OF
SERVICE
-------------
P
D
P
EXF•ECTED DELAY TO
MINOR STREET TRAFFIC
------------------------
Little or no delay
Short traffic delays
Average traffic delays
Lonq tr-af f i t delays
Very long traffic delays
-When demand volume exceeds the tapcity of the Iane,
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.
l:•efer-errce: ili.,yl_�}icy Capac.i_ty M�nugl,. Special Report
Tl-ansportation Research Hoard, NatlQn-
al Research Council. Washington, U.C.
1985.
APPENDIX C
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
YMI:'kt......KYYYK'K IszY1<FZY......Yx.Ki<.. YY2Y......XYK>']K M(#'A[K <1tMll M.K< YZYLtYYXY
INTERSECTION.-harmony/shields
AREA T'iPE..... OTHER
ANALYST....... mjd
CATE.......... 4/19/91
TIME......... atq pm L991
COMMENT ..... ..Tb952010________________________________
------------------------- -----------------
VOLUMES GEOMETRY
EB WB NB SB : EB W8 NB 56
LT 20 63 9 156 : L 12.0 L 12.0 L 12.0 L 12.0
TH 288 90 237 221 : TR 12.0 T 12.0 T 12.0 T 12.0
RT 33 96 91 3 : 12.0 R 12.0 R 112.0 R 12.0
RR 0 0 0 0 12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
--------------------------------------------------------------------------
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF REDS PED. BUT. ARR. TYPE
(%) (%) YIN NM Nb YIN min T
EB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
WB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
NB 0.00 2.00 N 0 0 0.90 5 N 22.3 3
SB 0.00 2.00 N 0 0 0.90 5 N 22.8 3
-------------------------------------------------------------------------
SIGNAL SETTINGS CYCLE LENGTH = 80.0
PH-1 PH-2 PH-3 PH-4 PH-1 P.H-2 PH-3 PH-4
EB LT X NB LT X
TH X TH X
RT X RT X
PD X PD X
WB LT X 58 LT X
TH X TH X
RT X RT X
PD X PD X
GREEN 36.0 0.0 0.0 0.0 GREEN 32.0 0.0 0.0 0.0
YELLOW 6.0 0.0 0.0 0.0 YELLOW 6.0 0.0 0.0 0.0
--------------------------------------------------------------------------
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.033 0.488 8.1 6 101 B
TR 0.417 0.488 10.2 6
WB L 0.152 0.488 8.6 B 8j6 B
T 0.115 0.488 3.5 B
R 0.145 0.488 3.6 B
�48 L 0.021 0.438 9.7 B 11,1 3
T 0.338 0.438 11.4 6
R 0.153 0.438 10.3 B
SB L 0.443 n_438 12.5 E 11.? B
T 0.315 0.438 11.2 B
P. 0.005 9.6 B
___________________________ ________________________________________-__-_-
iNTERSECTION: 0-lay )0.5 (see/veFi) V/C 0.42c1 L1)�. B
1935 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
KYYYXYY##f#X.K<KZZZ%YA-ziXK YZY.Y ...............
..........K YZKI;YKKKtXK'YXIY
INTERSECT ION..ha rmon y/shields
AREA TYPE.....OTHER
ANALYST....... mjd
DATE.......... 4/19/91
TIME.......... am Pom 1991
COMMENT ------- 1995 /Ji0
-------------------------- ------------------ ------ ------------------
VOLUMES _ GEOMETRY
EB W8 NB S8 EB WB NB SB
LT 15 104 24 126 L 12.0 L 12.0 L 12.0 L 12.0
TH 151 259 267 276 : TR 12.0 T 12.0 T 17.0 T 12.0
RT 27 185 93 9 12.0 R 12.0 R 12.0 R 12.0
RR 0 0 0 0 12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
__________________________________________________________________________
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
(%) (%) YIN Nm Nb YIN min T
EB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
WB 0.00 2.00 N 0 0 0.90 5 N 25.3 3
NB 0.00 2.00 N 0 0 0.90 5 N 22.8 3
SB 0.00 2.00 N 0 0 0.90 5 N 22.8 3
-----------------------------------------------------------------------
SIGNAL SETTINGS CYCLE LENGTH = 80.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X N8 LT X
TH X TH X
RT X RT X
PD X PD X
WB LT X SB LT X
TH X TH X
RT X RT )(
PD X PD X
GREEN 36.0 0.0 0.0 0.0 GREEN 32.0 0.0 0.0 0.0
YELLOW 6.0 0.0 0.0 0.0 YELLOW 6.0 0.0 0.0 0.0
-------- ----------------------------
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.047 0.468 8.2 B 9.0 B
TR 0.233 0.488 9.0 B
WB L 0.195 0.488 3.8 B 9.4 8
T 0.331 0.488 9.6 6
R 0.279 0.488 9.3 8
NB L 0.062 0.436 9.9 6 11 B
T 0.381 0.438 11 7 B
P 0.156 0.433 10.3 5
58 L 0.336 0.438 11.9 B 11.8 B
0.393 0.438 11.8 6
0.U1 0.4•c E.
__________________________________________________________________________
INTERSECTION: De -ley = :0.4 V/C = 0.36t LO_ _
1985 HCM: UNSICNALIZEO INTERSECTIONS I Paoe-1
-Frrsxxx:ax<xxzxxsxzrrxzz.cxxr:xxzxxzxzzxxx------xrzzxi-----------------
IDENTIFYING INFORMATION
--------------------------------------------------------------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR ..................... .9
AREA POPULATION ...................... 80000
I
NAME OF THE EAST/WEST STREET......... clarendon hills
NAME OF THE NORTH/SOUTH STREET....... shields
NAME OF THE ANALYST .................. mid
DATE OF THE ANALYSIS (mm/dd/yy)...... 4/19/91
TIME PERIOD ANALYZED ................. am pm 1991
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
---------------------------------------------------------------------
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE WESTBOUND: STOP SIGN
TRAFFIC VOLUMES
---------------------------------------------------------------------
EB WB N8 SB
---- ---- ---- ----
LEFT -- 6 0 66
THRU -- 0 341 221
RIGHT -- 62 9 0
NUMBER OF LANES
----------------------------------------
Ec we. NB
----- ------- ------
LANE� -- �
CAPACITY AND LEVEL -OF -SERVICE Pace-i
---------------------------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c ;pcph) c (pcph) c = c - v LOS
p M SH R SH
------------------------------------------------ ---
MINOR STREET
WB LEFT 7 336 315 315 308 B
RIGHT 76 873 873 873 798 A
MAJOR STREET
SB LEFT 81 786 786 786 706 A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... clarendon hills
NAME OF THE NORTH/SOUTH STREET.... shields
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am pm 1991
OTHER INFORMATION.... 1995 2010
I
1985 HCM: UNSIGNALIZED INTERSECTIONS I Pape-1
kttYY:KZ�Z�'YYkYYYttK ItKXktM'i lA'.Y ZY tYk M'............ [----------
IDENTIFYING INFORMATION
-------------------- ----------------------------------------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR.. ................... .9
AREA POPULATION ...................... 80000
NAME OF THE EAST/WEST STREET......... clarendon hills
NAME OF THE NORTH/SOUTH STREET....... shields
NAME OF THE ANALYST .................. mid
DATE OF THE ANALYSIS (mm/dd/yy)...... 4/19/91
TIME PERIOD ANALYZED ................. am pm 1991
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
_____________________________________________________________________
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE WESTBOUND: STOP SIGN
TRAFFIC VOLUMES
_____________________________________________________________________
EB WB NB SB
---- ---- ---- ----
LEFT -- 7 0 55
THRU -- 0 275 316
RIGHT -- 45 7 0
NUMBER OF LANES
_____________________________________________________________________
.___-R-- ___---- ___No__-__-F__
LANES -- 2 1 1
CAPACITY AND LEVEL -OF -SERVICE Page-3
---------------------------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
_______ ________ _________ ____________ ____________ ---
MINOR STREET
WB LEFT 9 326 310 310 302 B
RIGHT 55 944 944 944 889 A
MAJOR STREET
SB LEFT 67 857 857 857 790 A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... clarendon hills
NAME OF THE NORTH/SOUTH STREET.... shields
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am pm 1991
OTHER INFORMATION.... 1995 2010
APPENDIX D
.. ..I
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SITE LOCATION Figure 1
M = = M = = =
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
.....x xxxxx<x x................ <f......l............. r..... Y..........
iNTERSECTION..harmony/shields
AREA TYPE ..... OTHER
ANALYST....... mjd
DATE ---------- 4/19/91
TIME ......... j
am m 1991
COMMENT...... Q295 2010
--------------------------------------- ---
VOLUMES - GEOMETRY'
EB WB N8 SB EB WB NB SB
LT 51 63 11 172 L 12.0 L 12.0 L 12.0 L 12.0
TH 394 141 245 235 TR 12.0 T 12.0 T 12.0 T 12.0
RT 41 116 '8 13 12.0 R 12.0 R 12.0 R 12.0
RR 0 0 0 0 12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
--------------------------------------------------------------------------
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED., BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
WB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
NB 0.00 2.00 N 0 0 0.90 5 N 22.3 3
SB 0.00 2.00 N 0 0 0.90 5 N 22.8 3
---------------------- --------------------------------------------------
SIGNAL SETTINGS CYCLE LENGTH = 30.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X NB LT X
TH X TH X
RT X RT X
PD X PO X
W8 LT X SB LT X
TH X TH X
RT X RT X
PD K PO X
GREEN 36.0 0.0 0.0 0.0 GREEN 32.0 0.0 0.0 0.0
YELLOW 6.0 0.0 0.0 0.0 YELLOW 6.0 0.0 0.0 0.0
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EE, L 0.109 0.488 8.4 B 11.3 6
TR 0.564 0.488 11.7 8
WB L 0.194 0.488 8.9 6 8.8 B
T 0.180 0.488 8.8 B
R 0.175 0.488 8.7 8
NB L 0.026 0.433 9.7 8 11!1 8
T 0.349 0.438 11.5 B
R 0.131 0.438 10.2 '3
58 L 0.483 0.438 12.9 8 12.0 B
T .3335 0.438 11.4 B
R 0.022 0.438 9.,
--------------------- --------------------- ------------------
INiERSECTIGN: Deiap = 10.9 (sec/vent V/r = 0_ "h LGS = _
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
tx:e xx.x....... xxx xx..<»sxx«xxxxx«.... « ««x xxxxrx......rxx<xxx...xxxxxxx
INTERSECTION-harmony/shields
AREA TYPE ..... OTHER
ANALYST....... mjd
DATE.......... 4/19/91
TIME .......... aT
,.m 1991
COMMENT....... <995 2010
--------------------------------------------------------------------------
VOLUMES GEOMETRY
EB WB NB SB EB WB N8 SB
LT 35 90 32 146 : L 12.0 L 12.0 L 12.0 L 12.0
TH 216 369 280 288 TR 12.0 T 12.0 T 12.0 T 12.0
RT 32 208 79 43 12.0 R 12.0 R 12.0 R 12.0
RR 0 0 0 0 12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
--------------------------------------------------------------------------
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
M M YIN Nm Nb YIN min T
EB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
WB 0.00 2.00 N 0 0 0.90 5 N 25.8 3
NB 0.00 2.00 N 0 0 0.90 5 N 22.3 3
SB 0.00 2.00 N 0 0 0.90 5 N 22.8 3
---------- ---------------------------------------------------------------
SIGNAL SETTINGS CYCLE LENGTH = 80.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X NS LT X
TH X TH X
RT X RT X
PD X PO X
WB LT X SB LT X
TH X TH X
RT X RT X
PD X PO X
GREEN 36.0 0.0 0.0 0.0 GREEN 32.0 0.0 0.0 0.0
YELLOW 6.0 0.0 0.0 0.0 YELLOW 6.0 0.0 0.0 0.0
---------- ---------------------------------------------------------------
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APR. LOS
EB L 0.160 0.488 8.7 8 9.5 B
TR 0.324 0.488 9.6 6
WB L 0.189 0.488 8.8 8 10.1 B
T 0.472 0.488 10.7 B
R 0.314 0.488 9.5 8
NB L 0.092 0.438 10.0 B Ila 6
T 0.399 O.438 .11.8 8
R 1).i33 q.438 10.2 6
SB L 0.446 0.4 8 12.5 B t.9 8
0410
6: _07-
-------------------------- ------------------------------------
iNIER5ECIION: r'alay = lU.- (sec/veh; V/0 = ..-.o LOg. = g
1985 HCM: UNSIGNALIZED INTERSECTIONS Paae-i
IDENTIFYING INFORMATION
------------------------------------------------------------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR ..................... .9
AREA POPULATION ...................... 80000
NAME OF THE EAST/WEST STREET......... clarendon hills
NAME OF THE NORTH/SOUTH STREET....... shields
NAME OF THE ANALYST .................. mJd
DATE OF THE ANALYSIS (mm/dd/yy)...... 4/19/91
TIME PERIOD ANALYZED ................. (am)Pm 1991
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
----------------------------------- ----------- -------------------
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE WESTBOUND: STOP SIGN
TRAFFIC VOLUMES
--------------------------------
EB WB NB SB
--- ---- ---- ----
LEFT -- 12 0 24
THRU -- 0 389 257
RIGHT -- 73 6 0
NUMBER OF LANES
r E. Nd ,
--------------
L.P.NEE
NE. SB
---- -------
CAPACITY AND LEVEL -OF -SERVICE Page-3
---------------------------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
------------------------------------------------ ---
MINOR STREET
WB LEFT 15 311 304 304 289 C
RIGHT 89 828 828 828 738 A
MAJOR STREET
SB LEFT 29 745 745 745 715 A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... clarendon hills
NAME OF THE NORTH/SOUTH STREET.... shields
DATE AND TIME OF THE ANALYSIS..... 4/19/91 : am Pm 1991
OTHER INFORMATION.... 1995 2010
1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1
xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx�xxxxxxxxxxxxxxxxxx
IDENTIFYING, INFORMATION
----------------------------- — -------------- ----
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR ..................... .9
AREA POPULATION ...................... 80000
NAME OF THE EAST/WEST STREET......... clarendon hills
NAME OF THE NORTH/SOUTH STREET....... shields
NAME OF THE ANALYST .................. mid
DATE OF THE ANALYSIS (mm/dd/yy)...... 4/19/91
TIME PERIOD ANALYZED ................. am a
1991
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
_____________________________________________________________________
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE WESTBOUND: STOP SIGN
TRAFFIC VOLUMES
EB WB NB SB
---- ---- ---- ----
LEFT -- 14 0 59
THRU -- 0 315 354
RIGHT -- 49 14 0
NUMBER OF LANES
__________________________________________________�____________
ES NEI
----------W--------------8_-
LANES
CAPACITY AND LEVEL -OF -SERVICE Page-3
_____________________________________________________________________
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = r - v LOS
p M SH R SH
_______ ________ ____________ ---
MINOR STREET
WB LEFT 17 277 262 262 245 C
RIGHT 60 898 898 898 8338 A
MAJOR STREET
SB LEFT 72 808 803 308 736 A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... clarendon hills
NAME OF THE NORTH/SOUTH STREET.... shields
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am pm 1991
OTHER INFORMATION.... 1995 2010
1985 HCM: UNSIGNALIZED INTERSECTIONS ' Page-1
x.:s zxsxxs*......... *s...........xz a:s4......c xxxxi.x*a.x a...........
IDENTIFYING INFORMATION
— ---------------------------------------------- -----------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR .....................
.9
i
AREA POPULATION ......................
80000
NAME OF THE EAST/WEST STREET.........
harmony
NAME OF THE NORTH/SOUTH STREET.......
Hinsdale
NAME OF THE ANALYST ..................
m.id
DATE OF THE ANALYSIS (mm/dd/yy)......
4/19/91
TIME PERIOD ANALYZED .................
am pm
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
--------------------------------------------------------------------
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: EAST/WEST
CONTROL TYPE NORTHBOUND: STOP SIGN
TRAFFIC VOLUMES
EB
WB
NB CB
LEFT
----
0
----
17
---- ----
52 --
THRU
670
362
0 --
RIGHT
73
0
39 --
NUMBER
--- ---
OF LANES
--------------
- ------- ----- --- --- ----------- --- ---- --- -
WEB
N
LANES
- -EF-
1
---
--B--
i -------
CAPACITY AND LEVEL -OF -SERVICE
---------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED
RATE CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (Pcoh) c (pcph)
p M SH
-----------------------------------
MINOR STREET
NB LEFT 64 151 147 147
RIGHT 48 410 410 410
MAJOR STREET
WB LEFT 21 472 472 472
IDENTIFYING INFORMATION
NAME. OF THE EAST/WEST STREET...... harmony
NAME OF THE NORTH/SOUTH STREET.... Hinsdale
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am Pm
OTHER INFORMATION.... 1995 2010
Pape-3
RESERVE
CAPACITY
c = c - v LOS
R SH
----------- ---
14-za-
83 E
363 B
451 A
! ! = ! = M = = !
1985 HCM: UNSIGNALIZED INTERSECTIONS I Page-1
xx:rxxxxxxx xxxxxxxxxxxxxxxxxxxxxxxxxxxxxx x.xxxxxxxxxxxxxxxxxxxxx:xxxxxx
IDENTIFYING INFORMATION
---------------------------------------------------------------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR ..................... .9
AREA POPULATION ...................... 80000
NAME OF THE EAST/WEST STREET......... harmony
NAME OF THE NORTH/SOUTH STREET....... hinsdale
NAME OF THE ANALYST .................. mjd
DATE OF THE ANALYSIS (mm/dd/yy)...... 4/19/91
TIME PERIOD ANALYZED ................. am pm
OTHER INFORMATION.... 1995 Z010
INTERSECTION TYPE AND CONTROL
---------------------------------------------------------------------
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: EAST/WEST
CONTROL TYPE NORTHBOUND: STOP SIGN
TRAFFIC VOLUMES
EB WB NB SB
---- ---- ---- ----
LEFT 0 40 68 --
THRU 441 657 0 --
RIGHT 47 0 32 --
NUMBER OF LANES '
---------------F------------------------------F----------------------
---_3-- ------- ---- -- ------- -------
A NE S 1 _ --
CAPACITY AND LEVEL -OF -SERVICE -------------------------------Page-3
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
------------------------ ------------------------ ---
MINOR STREET i4-za
NB LEFT 83 134 128 128 45 E
RIGHT 39 585 585 585 546 A
MAJOR STREET
WB LEFT 49 662 662 662 613 A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... harmony
NAME OF THE NORTH/SOUTH STREET.... hinsdale
DATE AND TIME OF THE ANALYSIS..... 4/19/91 : am Pm
OTHER INFORMATION.... 1995 2010
APPENDIX E
II
1
1
i
1
M M M M M M M M M M M = = M= s
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
R TZ Z.ZZxZtXZZZrZZrZZrZZxxxrrtZiZZrZZZZZYZ.Z....ZZZZ...ZTTxx#ZZZZZZZKr YZZX.Z
INTERSECTION.-harmony/shields
AREA TYPE ..... OTHER
ANALYST....... mjd
DATE ....... ...4/19/91
TIME.........•am :Pm I991
COMMENT ....... 1-3_95_2010
_________________c__-------------------------------------------------
VOLUMES GEOMETRY
EB WB NB S8 EB WB N8 S6
LT 103 119 22 244 L 12.0 L 12.0 L 12.0 L 12.0
TH 567 200 449 352 T 12.0 T 12.0 T 12.0 T 12.0
RT 69 180 126 30 TR 12.0 TR 12.0 TR 12.0 TR 12.0
RR 0 0 0 0 12.0 12.0 12.0 12.0
12.0 12-0 12.0 12.0
12.0 12.0 12.0 12.0
--------------------------------------------------------------------------
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
(%) (%) YIN Nm Nb YIN ; min T
EB 0.00 2.00 N 0 0 0.95 5 N 20.5 3
WB 0.00 2.00 N 0 0 0.95 5 N 20.5 3
NB 0.00 2.00 N 0 0 0.95 5 N 20.5 3
SB 0.00 2.00 N 0 0 0.95 5 N 20.5 3
----------------------------------------------------- --------- --------
SIGNAL SETTINGS CYCLE LENGTH = 90.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X X NB LT X X
TH X TH X
RT X RT X
PD X PD X
WB LT X X SB LT X X
TH X TH X
RT X RT X
PD X PD X
GREEN 8.0 29.0 0.0 0.0 GREEN 8.0 25.0 0.0 0.0
YELLOW 4.0 6.0 0.0 0.0 YELLOW 4.0 .6.0 0.0 0.0
-------------------------------------------------------------------------
LEVEL OF SERVICE
LANE GRP. V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.044 0.489 9.1 6 17.0 C
TR 0.564 0.356 18.2 C
WB L 0.044 0.489 9.1 8 14!.7 8
TR 0.357 0.356 16.4 C
NB L 0.044 0.444 10.8 B 20L2 C
TR 0.593 0.311 20.6 C
�•8 L 0.044 0.444 10.8 E 15I C
TR 0.385 0.311 13.6 C
__ _ ______ _______________________1______
iNIERSECTION Oelav = 17.0 (sec/ven) 'I/C,= 0.42=I LOS
1985 HCM: SIGNALIZED INTERSECTIONS
SUMMARY REPORT
zzrzzxzrzzzrrxz:Kzzzzzzzrzzz.zzxzrzzTzzzxzrzz... zzzzz..zrzxxxzxrzzzzz x zzzzzz
INTERSECTION-harmony/shields
AREA TYPE ..... OTHER
ANALYST....... mjd
DATE .......... 4/1a/91
TIME.......... am Pm 1091
COMMENT....... 1992Ut0
__________________c___________________________-__________________________
VOLUMES GEOMETRY
EB W8 N8 58 EB WB NB SB
LT 71 142 56 216 L 12.0 L 12.0 L 12.0 L 12.0
TH 321 541 364 406 T 12.0 T 12.0 T 12.0 T 12.0
RT 51 299 136 98 TR 12.0 TR 12.0 TR 12.0 TR 12.0
RR 0 0 0 0 12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
12.0 12.0 12.0 12.0
--------------------------------------------------------------------------
ADJUSTMENT FACTORS
GRADE HV ADJ PKG BUSES PHF PEDS PED. BUT. ARR. TYPE
(%) (%) YIN Nm Nb YIN min T
EB 0.00 2.00 N 0 0 0.95 5 N 20.5 3
W8 0.00 2.00 N 0 0 0.95 5 N 20.5 3
NB 0.00 2.00 N 0 0 0.95 5 N 20.5 3
SB 0.00 2.00 N .0 0 0.95 5 N 20.5 3
----------------------------------------------------------------------
SIGNAL SETTINGS CYCLE LENGTH = 90.0
PH-1 PH-2 PH-3 PH-4 PH-1 PH-2 PH-3 PH-4
EB LT X X - NB LT X X
TH X TH X
RT X RT X
PD X PD X
WB LT X X SS LT X X
TH X TH X
RT X RT X
PD X PD X
GREEN 8.0 29.0 0.0 0.0 GREEN 8.0 25.0 0.0 0.0
YELLOW 4.0 6.0 0.0 0.0 YELLOW 4.0 6.0 0.0 0.0
-------------------------------------------------------------------
LEVEL OF SERVICE
LANE GRP_ V/C G/C DELAY LOS APP. DELAY APP. LOS
EB L 0.044 0.489 9.1 8 15.1 C
TR 0.331 0.356 16.2 C
WB L 0.044 0.489 9.1 B 20.1 C
TR 0.775 0.356 21.9 C
NB L 0.044 0.444 10.8 8 18.9 C
TR 0.520 0.311 19.7 C
S6 L 0.044 0.444 10.8 B 17.1 C
TR
________rF______0_518___�__--______19_7 C
___________________________________
?NTERSECTiON: Delay = 132 (sec%ven) V/C = 0.=81 LOS =
I
1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1
:xzrxx:.cxzx*......... xs xcx:.zxzxa.s...... *.z...a.xx.s:<
IDENTIFYING INFORMATION
---------------------------------------------------------------------
AVERAGE RUNNING SPEED, MAJOR STREET.. 35
PEAK
HOUR FACTOR .....................
.9
AREA
POPULATION ......................
80000
NAME
OF THE EAST/WEST STREET.........
Clarendon hills
NAME
OF THE NORTH/SOUTH STREET.......
shields
NAME
OF THE ANALYST ..................
mjd
DATE
OF THE ANALYSIS (mm/dd/yy)......
4/19/91
TIME PERIOD ANALYZED ................. am pm 1991
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
-------------------------------------------------- 7--
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE WESTBOUND: STOP SIGN
TRAFFIC VOLUMES
EB WB NB SB
---- --- ---- ---
LEFT -- 15 0 90
THRU -- 0 504 427
RIGHT -- 101 13 0
NUMBER OF LANES
---------------------------------------------------------------------
EP. WB NB. SB
----------------------------
LANES -- 2
CAPACITY AND LEVEL -OF -SERVICE Page-3
---------------------------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
PATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
------- -------- --------- ------------ ------------ ---
MINOR STREET
WB LEFT 18 168 146 146 128 0
RIGHT 123 803 803 803 679 A
MAJOR STREET
SB LEFT 110 589 589 589 479 A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... Clarendon hills
NAME OF THE NORTH/SOUTH STREET.... shields
DATE AND TIME OF THE ANALYSIS..... 4/19/91 am pm 1991
OTHER INFORMATION.... 1995 2010
rr ■r �r r� ar r � r r rr rr � r �r r r �r r r
1985 HCM: UNSIGNALIZED INTERSECTIONS 1 Page-1
x x�x.��x:xxx�.::z:xs:szx:zxxMzaxx**xxxs�:x:caa.s�x�:�xxxxzxxtx:>.:xxx
IDENTIFYING INFORMATION
----------------- ------------------------------7-----------------
AVERAGE RUNNING SPEED, MAJOR STREET-. 35
PEAK
HOUR FACTOR. ....................
.9
AREA
POPULATION ......................
30000
i
NAME
OF THE EAST/WEST STREET.........
clarendon hills
NAME
OF THE NORTH/SOUTH STREET.......
shields
NAME
OF THE ANALYST ..................
i
mjd
DATE
OF THE ANALYSIS (mm/dd/yy)......
4/19/91
TIME PERIOD ANALYZED ................. am opm 1991
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
-------------------------------------------------------------
INTERSECTION TYPE: T-INTERSECTION
i
MAJOR STREET DIRECTION: NORTH/SOUTH
CONTROL TYPE WESTBOUND: STOP SIGN
TRAFFIC VOLUMES
EB WB N8 SB
LEFT -- 18 0 80
THRU -- 0 407 497
RIGHT -- 87 16 0
NUMBER OF LANES
--------------------------------------------------
E F WS NB S6
------- -------------- -------
CAPACITY AND
---------------------------------------------------------------------
LEVEL -OF -SERVICE
Page-3
POTEN-
ACTUAL
FLOW-
TIAL
MOVEMENT
SHARED
RESERVE
RATE
CAPACITY
CAPACITY
CAPACITY
CAPACITY
MOVEMENT
v(pcphl
c (Pcph)
c (pcph)
c (pcph)
c = - v
LOS
-------
p
--------
M
---------------------
SH
R SH
------------
---
MINOR STREET
WB LEFT
22
178
161
161
139
D
RIGHT
106
855
855
855
749
A
MAJOR STREET
S8 LEFT
98
667
667
667
569
A
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... clarendon hills
NAME OF THE NORTH/SOUTH STREET.... shields
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am pm 1991
OTHER INFORMATION.... 1995 2010
1985 HCM: UNSIhNALIZED INTERSECTIONS page-1
K#K%Y##1XXX<X XYXX..... .XIXXXZX#XXXM%XYY.>MXLYX< XXZXXXiXXXtXS.KXXYYX...
IDENTIFYING INFORMATION
--- - --------------------- ---------------- -----------------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK
HOUR FACTOR .....................
.9
AREA
POPULATION ......................
80000
NAME
OF THE EAST/WEST STREET.........
harmony
NAME
OF THE NORTH/SOUTH STREET.......
hin5da ie
NAME
OF THE ANALYST ..................
mid
DATE
OF THE ANALYSIS (mm/dd/yy)......
4/19/91
TIME PERIOD ANALYZED ................. pm
OTHER INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
------------------------------------------------
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: EAST/WEST
CONTROL TYPE NORTHBOUND: STOP SIGN
TRAFFIC VOLUMES
---------------------------------------------------------------------
EB WB NB SB j
LEFT 0 29 82
THRU 890 505 0 --
RIGHT 81 0 67 --
NUMBER OF LANES
---------------------------------------------------1------------------
---_C--------- ---------------------
LANES 2 _ --
CAPACITY AND LEVEL -OF -SERVICE Page-3
---------------------------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT V(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
------- -------- --------- ------------ ------------ ---
MINOR STREET 30-40
NB LEFT 100 83 77 77 -23 F
RIGHT 82 599 599 599 517 A
MAJOR STREET
WB LEFT 35 313 313 313 277 0
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... harmony
NAME OF THE NORTH/SOUTH STREET.... hinsdale
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am pm
OTHER INFORMATION.... 1995 2010
2830 (1989)
3137 (19 9
00
n N
N T
rn N 0
�- 96/185
M J
�- 90/259
63/ 104
20/15
)
t
288/151�
33/27 —*
N N
N
M
N
co
T
co to
Lo
T �
N to
N (D
62/45
6/7
�C
N 01
CM
5577(1989)
d HARMONY
so
5373 0 989)
CLARENDON HILLS DRIVE
AM/PM
RECENT TRAFFIC COUNTS Figure 2
1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1
#Y#YYYY#Y W.:KYt>Yt#YYYY#YYYY Y'#YYYYY#YxYY M".##YYXYX<X'#YYYtY#YYY#YYYY#Y Y:KZY
IDENTIFYING INFORMATION
---------------------------------------------------------------------
AVERAGE RUNNING SPEED. MAJOR STREET.. 35
PEAK HOUR FACTOR ..................... .9
AREA POPULATION ...................... 80000
NAME OF THE EAST/WEST STREET......... harmony
NAME OF THE NORTH/SOUTH STREET....... hinsdale
NAME OF THE ANALYST .................. mid
DATE OF THE ANALYSIS (mm/dd/yy)...... 4/19/91
TIME PERIOD ANALYZED ................. am pm
OTHER, INFORMATION.... 1995 2010
INTERSECTION TYPE AND CONTROL
------------------------------------------------------------------
INTERSECTION TYPE: T-INTERSECTION
MAJOR STREET DIRECTION: EAST/WEST
CONTROL TYPE NORTHBOUND: STOP SIGN
TRAFFIC VOLUMES
I
EB WB NB SB
---- ---- ---- ----
LEFT 0 63 86 --
THRU 635 942 0 --
RIGHT 75 0 50 --
NUMBER OF LANES
---------------
EB WE. NB SB
--------------------- -----
L.aNEE.--
CAPACITY AND LEVEL -OF -SERVICE Page-3
---------------------------------------------------------------------
POTEN- ACTUAL
FLOW- TIAL MOVEMENT SHARED RESERVE
RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS
p M SH R SH
------------------------------------------------ ---
MINOR STREET 3 L_4 7--
NB LEFT 105 83 73 73 -32 F
RIGHT 61 705 705 705 644 A
MAJOR STREET -
WB LEFT 77 447 447 447 370 B
IDENTIFYING INFORMATION
NAME OF THE EAST/WEST STREET...... harmony
NAME OF THE NORTH/SOUTH STREET.... hinsdale
DATE AND TIME OF THE ANALYSIS..... 4/19/91 ; am pm
OTHER INFORMATION.... 1995 2010
Table 1
1991
Peak Hour Operation
Level of Service (Delay)
'
Intersection
AM
PM
Harmony/Shields (signal)
B (10.5 s/v)
B (10.4 s/v)
'
Shields/Clarendon Hills
(stop sign)
WB LT
B
B
WB RT
A
A
'
SB LT
A
A
'
Land Use
'
Elementary School
'
Park
106 SF DU
West —of —school
TOTAL
Table 2
Trip Generation
Daily A.M. Peak
Trips Trips Trips
in out
560 75. 50
50 2 2
1060 22 58
1670 99 110
P.M. Peak
Trips Trips
in out
53 74
4 4
45 38
97 116
6 V�
t HARMONY
i.
Farm
o esi
SS`a �E
��K
S m U , - 'IC SITE PLAN
ROAD
0
Figure 3
�J
[1
11
II. Existing Conditions
The most recent daily traffic counts were obtained in 1989.
These counts are one way volumes on Shields Street and Harmony
Road, and are shown in Figure 2. Peak hour intersection counts
were obtained in April 1991. These counts are also shown in .Figure
2. Raw data is shown in Appendix A. New peak hour turning
With the existing control at the two intersections counted,
the peak hour operation is shown in Table 1. This operation is
deemed acceptable. Acceptable operation is defined as level of
service D or better. Descriptions of level of service from the
1985 Highway Capacity Manual for signalized and unsignalized
intersections are provided in Appendix B. Calculation forms for
the operation shown in Table 1 are provided in Appendix C. During
traffic° "co,xi4k ng;' it "wase„ oi;s�erIve:$ that' a ,signi„ficant: number o:f
vehicles, e'nt'ering Clarendon MIST "s Drive were construction r;e,lated:"
traffic. There are many homes under construction within Clarendon
Hills at the present time.
III. Proposed Development
Poudre School District is proposing to build an elementary
school on.a parcel of land south of Harmony Road and east of
Hinsdale Drive (extended). A schematic site plan is shown in
Figure 3. In addition, the City of Fort Collins may build a park
bordering the school on three sides. It is expected that these
uses will be complementary, sharing parking facilities on the
school site and the park providing recreational uses for school
functions. Typically, during the school hours, the activity at the
park will be minimal. Two future years were selected for analysis.
The short range future was 1995 and the long range future was 2010.
The assumed single family residential use, west-of-H-insdale Drive,
is expected to be developed after 1995. The farm use, north of the
proposed school, was assumed to remain as is throughout the
analysis time frame (20 years).
A. Trip Generation
Trip generation estimates for the school and adjacent expected
uses were obtained from Trip Generation, 4th Edition, ITE. Table
2 shows trip generation on a daily and peak hour basis. In
addition, trip generation was developed for the continued
development of Clarendon Hills. It was assumed that the number of
occupied dwelling units in Clarendon Hills would double by 1995 and
be completely built out by the year 2010.
2
11
No Text
�o
o�
oU*)
55% / 50% 11
5% / 10%
Lf) 00
N r
Nto
Q
N
N OM./NOM.�
HARMONY 45% / 40%
JaR
Z.SITE
C
LEGEND:
+% / #% -SCHOOL
*% / +% - NON -SCHOOL
SHORT RANGE / LONG RANGE
TRIP DISTRIBUTION
Figure 5