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Home My WebLink AboutZMA199500004 Study 1994-12-14 Traffic Impact Study 111. North Fork Business Park Albemarle County, Virginia f:4 • Prepared for: The University of Virginia Real Estate Foundation t:: Prepared by: ///\\\ /17//11111111111111 11.■S//, NeM11'� \ASA , WILBUR SMITH ASSOCIATES December 14, 1994 WILBUR SMITH ASSOCIATES ENGINEERS • PLANNERS 10 EAST FRANKLIN STREET • RICHMOND,VA 23219 • (804)643-6651 • FAX(804)644-2709 January 27, 1995 Mr. Dean Cinkala Stonebridge 4800 Montgomery lane Suite 875 Bethesda, MD 20814-5332 SUBJECT: North Fork Business Park Traffic Impact Study Dear Mr. Cinkala: We are pleased to submit a copy of our final report titled, "Traffic Impact Study, North Fork Business Park." We also are submitting copies to the parties listed below. We trust these findings will assist you in the development of the North Fork Business Park. Respectfully Submitted, WILBUR SMITH ASSOCIATES 1 t 'F4,,,___ Thomas E. Flynn, P.E. Vice President cc: Mr. Juan Wade, County of Albemarle (1) Ms. Wanda Moore, VDOT Culpeper District (5) Mr. Tim Rose, UREF (1) ALBANY, NY • ALLIANCE, OH • CAIRO, EGYPT • CHARLESTON, SC • COLUMBIA, SC • COLUMBUS, OH • DES MOINES, IA • FALLS CHURCH,VA HONG KONG • HOUSTON,TX • KNOXVILLE,TN • LEXINGTON, KY • LONDON, ENGLAND • LOS ANGELES, CA • MIAMI, FL • NEENAH, WI NEW HAVEN, CT • OAKLAND, CA • ORLANDO, FL • PITTSBURGH, PA • PORTSMOUTH, NH • PROVIDENCE, RI • RALEIGH, NC RICHMOND,VA • RIVERSIDE,CA• ROSELLE,IL•SAN FRANCISCO,CA• SAN JOSE,CA• SINGAPORE•TORONTO,CANADA • WASHINGTON,DC EMPLOYEE-OWNED COMPANY EXECUTIVE SUMMARY North Fork Business Park, owned by the University of Virginia Real Estate Foundation, is currently being planned in Albemarle County, Virginia. The property is located in the northwest quadrant of the Rt. 29/Rt. 649 intersection, between Rt. 606 and the Rt 29 corridor. North Fork will consist of general office, light industrial, research and development, support commercial and hotel land uses. It is anticipated that North Fork will be fully developed in 20-years (2015). To determine the impact of North Fork at full development on the adjacent roadway network, Wilbur Smith Associates performed this traffic impact study. The report includes recommended roadway improvements necessary to accommodate the normal traffic growth in the area, as well as the projected traffic that will be generated by North Fork at full development. At the request of the VDOT Culpeper District, the projected local background traffic was analyzed with and without the proposed Meadowcreek Parkway - Western Alignment. Site and Planned Development Characteristics • It is anticipated that North Fork will have three direct access locations - at Rt. 29 to the east, Rt. 649 to the south and Rt. 606 to the west. The internal site circulation is via three interconnected roads: 1. An extension of Quail Run from Rt. 606 to a "T" intersection; 2. Road A which runs from Rt. 29 to the extension of Quail Run; and 3. Road B which runs from the extension of Quail Run to Rt. 649. At full development, North Fork will consist of 2,300,000 square feet of general office, 400,000 square feet of light-industrial and support commercial land uses consisting of 150,000 square feet of support retail and a 250-room hotel. Based on the North Fork Master Plan, it is anticipated that at full development, North Fork will generate 29,149 vehicle trips per day. Based on population census data from the Charlottesville Transportation Study, the majority of this traffic was distributed to the south on Rt. 29 (67%). The remainder of the site traffic was distributed as follows: 1 percent from the north on Rt. 606, 21 percent from the north on Rt. 29, 5 percent from the east on Rt. 649 and 6 percent from the south on Rt. 606. Based on the above distribution, the anticipated site traffic was derived to determine the impact of North Fork on the existing roadway network in 2015. It is assumed that the following features will be in place by 2015: 1. Rt. 649 is planned as a 4-lane facility, consistent with the County and areawide plans b upgrade access between Charlottesville Airport and Rt. 29. 2. Rt. 29 is planned as a 6-lane facility, consistent with ongoing regional plans to ensure Rt. 29 functions as a high quality transportation corridor. Its intersection with Rt. 649 is assumed to have dual left-turn lanes on all four approaches. 3. At the County's direction, it is assumed that the Meadowcreek Parkway will not align with the North Fork entrance at Rt. 649. The future background volumes on Rt. 649 do, however, refl t the Meadowcreek Parkway traffic. 4. Volumes are hown for a 21.7 acre parcel on Quail Run assumed to be developed as light industri 9% of this traffic is assumed to use Rt. 606 and the remaining 21% is assumed to use North Fork's internal road network to access Rt. 29 to the north. Projected "cut-through"traffic from Chris Greene Lake is not included since daily volumes will be less than 10 vehicles. Local background traffic with and without the Meadowcreek Parkway at the projected full- buildout year of 2015 was obtained from the VDOT Culpeper District and Albemarle County respectively. Site plus local background traffic were combined to estimate the total traffic demand. Recommended Roadway Improvements • To accomodate future background traffic and North Forth site traffic, it is apparent that major access at several key locations is essential. The following table is a summary of the proposed buildout roadway improvements to the critical locations with and without the Meadowcreek Parkway. ii RECOMMENDED 2015 ROADWAY GEOMETRICS WITH MEADOWCREEK PARKWAY WIOUT MEADOWCREEK PARKWAY Intersection Background(Figure 9) Background&Site(Figure 10) Background(Figure 111 Background&Site(Figure 12) Rt.649/Rt.29 0 4-lane, Rt.649 o 4-lane, Rt 649 0 4-lane, Rt.649 o 4-lane,Rt.649 o 6-lane,Rt 29 o 6-lane, Rt.29 0 6-lane, Rt.29 o 6-lane,Rt.29 o Dual left-turn, o Dual left-turn, o Dual left-turn, o Dual left-turn, all approaches all approaches all approaches all approaches o Channelized o Channelized o Channelized o Channelized right-turn,SB Rt.29 right-turn,SB Rt 29 right-turn,SB Rt.29 right-turn,SB Rt.29 &EB Rt.649 &EB Rt.649 &EB Rt.649 &EB Rt.649 o Upgrade Signal o Upgrade Signal o Upgrade Signal o Upgrade Signal Rt.649/Rd. B o Assumes No Intersection o 4-lane,Rt.649 o Assumes No Intersection o 4-lane,Rt.649 Here o Dual left-turn,SB Rd.B Here o Dual left-turn,SB Rd. B o Channelized o Channelized right-turn,WB Rt.649 right-turn,WB Rt.649 o Right-turn lane,SB Rd.B o Right-turn lane,SB Rd.B& o Left-turn lane,EB Rt.649 o Left-turn lane,EB Rt.649 o Add Signal o Add Signal Rt.649/Rt 606 o Dual left-turn,WB Rt.649 o Dual left-turn,WB Rt.649 o Dual left-turn,WB Rt.649&SB Rt.606 o Dual left-turn,WB Rt.649&SB Rt.606 o Left-turn lane,SB Rt.606, o Left-turn lane,SB Rt.606, o Left-turn lane,EB Rt.649 o Left-turn lane,EB Rt.649 &EB Rt.649 &EB Rt.649 o Channelized o Channelized o Channelized o Channelized right-turn,WB Rt.649 right-turn,WB Rt.649 right-turn,WB Rt.649 right-turn,WB Rt.649 o Right-turn lane,NB Rt.606 o Right-turn lane,NB Rt.606 o Right-turn lane, NB Rt.606 o Right-turn lane,NB Rt.606 &WB Rt.649 &WB Rt.649 &WB Rt.649 &WB Rt.649 o Add Signal o Add Signal o Add Signal o Add Signal Quail Run/Rt.606 o No Change o Right-turn lane,EB Quail Run o Add additional thru-lane,SB Rt.606 o Add additional thru-lane,SB Rt.606 o Left-turn lane,SB Rt.606 o Left-turn lane,SB Rt.606 o Add Signal o Add Signal o Right-turn lane,Quail Run Road A/Rt.29 o Assumes No Intersection o 6-lane, Rt.29 o Assumes No Intersection o 6-lane,Rt.29 Here o Channelized Here o Channelized right-turn,SB Rt.29 right-turn,SB Rt.29 o Dual left-turn,EB Rd.A o Dual left-turn,EB Rd.A &NBRt.29 &NBRt.29 o Dual right-turn, EB Rd.A o Dual right-turn, EB Rd.A o Grade Separation o Grade Separation CONTINUOUS FLOW ALETRNATIVE: Road A/Rt.29 o Assumes No Intersection o 6-lane,Rt.29 o Assumes No Intersection o 6-lane,Rt.29 Here o Channelized Here o Channelized right-turn,SB Rt.29 right-turn,SB Rt.29 o Dual left-turn,EB Rd.A o Dual left-turn,EB Rd.A o Dual right-turn, EB Rd.A o Dual right-turn, EB Rd.A Advanced Left o Assumes No Intersection o 6-lane, Rt.29 o Assumes No Intersection o 6-lane,Rt.29 Turn-Rt.29 Here 0 Dual left-turn,NB Rt.29 Here 0 Dual left-turn,NB Rt.29 TABLE OF CONTENTS CHAPTER PPGE 1 INTRODUCTION 1 Site Location 1 Anticipated Site Traffic Generation 1 2 EXISTING CONDITIONS 3 Existing Traffic Volumes 3 3 ANTICIPATED TRAFFIC CONDITIONS 4 Anticipated Local Background Traffic Volumes 4 Anticipated Site Distribution and Traffic Volumes 5 4 RECOMMENDED ROADWAY IMPROVEMENTS 7 Planned and Recommended Roadway Network 7 Capacity Analysis and Findings 7 APPENDICES Appendix A - WSA Peak Period Turning Movement Counts Appendix B - Work Sheets for Year 2015 ADT to Peak Hour & 21.7 acre Undeveloped Parcel Trip Generation Appendix C - Census Data and Site Distribution Calculations Appendix D - 2015 Highway Capacity Analysis Worksheets (No Meadowcreek Parkway) Appendix E - 2015 Highway Capacity Analysis Worksheets (With Meadowcreek Parkway) Appendix F - Continuous Flow Intersection Concept ILLUSTRATIONS FIGURE FOLLOWS PAGE 1 SITE ROAD/LAND USE MAP 1 2 EXISTING TRAFFIC VOLUMES 3 3 ANTICIPATED 2015 BACKGROUND TRAFFIC VOLUMES 4 (NO MEADOWCREEK PARKWAY) 4 ANTICIPATED 2015 BACKGROUND TRAFFIC VOLUMES 4 (MEADOWCREEK PARKWAY - WESTERN ALIGNMENT) 5 ANTICIPATED 2015 SITE DIRECTIONAL DISTRIBUTION 5 6 ANTICIPATED 2015 SITE TRAFFIC VOLUMES 5 7 ANTICIPATED 2015 SITE & BACKGROUND VOLUMES 5 (NO MEADOWCREEK PARKWAY) 8 ANTICIPATED 2015 SITE & BACKGROUND VOLUMES 5 (MEADOWCREEK PARKWAY - WESTERN ALIGNMENT) 9 RECOMMENDED 2015 ROADWAY GEOMETRICS 7 BACKGROUND VOLUMES (NO MEADOWCREEK PARKWAY) 10 RECOMMENDED 2015 ROADWAY GEOMETRICS 7 SITE & BACKGROUND VOLUMES (NO MEADOWCREEK PARKWAY) 11 RECOMMENDED 2015 ROADWAY GEOMETRICS 8 BACKGROUND VOLUMES (MEADOWCREEK PARKWAY - WESTERN ALIGNMENT) 12 RECOMMENDED 2015 ROADWAY GEOMETRICS 8 SITE & BACKGROUND VOLUMES (MEADOWCREEK PARKWAY - WESTERN ALIGNMENT) TABULATIONS PAGE TABLE 1 LAND USE TRIP GENERATION SUMMARY 2 2 LEVEL OF SERVICE DEFINITIONS 6 3 2015 LOCAL BACKGROUND AND SITE TRAFFIC 8 INTERSECTION CAPACITY ANALYSIS RESULTS (NO MEADOWCREEK PARKWAY) 4 2015 LOCAL BACKGROUND AND SITE TRAFFIC 9 INTERSECTION CAPACITY ANALYSIS RESULTS (MEADOWCREEK PARKWAY - WESTERN ALIGNMENT) CHAPTER I INTRODUCTION Chapter 1 INTRODUCTION North Fork Business Park is a proposed multi-use development located in Albemarle County. At buildout, North Fork Business Park will include general office space, light industrial space, research and development space, support commercial and hotel space. The purpose of this study is to evaluate the impact of the proposed development on the roadway network for the year 2015, and to recommend appropriate solutions to mitigate traffic that will result from the additional development. Site Location The proposed development is located adjacent to U.S. Route 29 to the east, State Route 606 to the west, and State Route 649 to the south. Figure 1 identifies the location of the site and the surrounding roadway network. The primary access into the site will be via U.S. Route 29, along with one access point on State Route 649 and one on State Route 606. Anticipated Site Traffic Generation Anticipated traffic volumes generated by the proposed development are summarized in Table 1. The trip generation rates and regression equations for each land use were developed by the Institute of Transportation Engineers (ITE), and are used in accordance with the methodology outlined in ITE's Trip Generation Handbook, 5th Edition. 1 CHAPTER 2 EXISTING CONDITIONS Chapter 2 EXISTING CONDITIONS Existing Traffic Volumes Peak-hour vehicle turning movement counts were taken between 4:00 and 6:00 P.M. on Thursday, May 3, 1993 and between 7:00 and 9:00 A.M. on Friday, May 4, 1993 at the U.S. Route 29/State Route 649 and State Route 606/State Route 649 intersections. Additionally, the Quail Run/Route 606 intersection was counted during peak hours on Friday, September 9, 1994. Figure 2 summarizes these existing traffic counts and Appendix A presents the raw data. • 3 ��j A \\\. .. . lt4 '� ily-r* r,'.1.11'r•i'!'.,:r N si., . , , ,,,, , , ,,.,,s,: . ..,.., ..„ A .„, ,„. . * ,.., . 1 . 11( ? •• aaa R1•r. ' h id h N.".h.."Rlr•. I i i ', \A ..r 0 IVv\\VA� '� •? .,r r ',..-•'- ','--'-) j It.,`Ii ,r ' . ;r r I (. r. 11a • .. �� '; \� -, . ); Sk• ,/ . )i 11:•i , r � ' ''13 j / )�� Cr)� ,,;``, r...V.-P :\ \VI\k"It. ,,,:r:0.. p t,.. .L * 4 i." ••,Li ili%• :41 • PIA( .'•,••• i i'eZ: S-- i .k. i RUN)`,. ,) p 1I, r ; -,, i 12 /,'i.,:.-.,, 7.:. . ::::,-..,,-.\''. i 1, ''-. ! j) ' • 1/j • _:C)? o , itL.:.; -! , RT. 649 .\ • -+-- - �� SITE ROAD/LAND USE MAP WIBI.R SMTH ASSOCIATES FIGURE i^\ Q) (D 0 (D H I— CC CC Rpg0 „ q.. SITE N M O 20) �-- 5(31) QUAIL RUN Tr ^ N O 1 M 00co 7 M (D �.. 0(114) M ... co Lr) T 136(111) I L �55(77) 214(257) FJ —174(95) RT 649 9(24) ' r 101(165) ? F. _y 25(8) I 44(67) 4(21) , N 163(212) 1, co ^ O a) O O • M D C co ✓ co sr • N LEGEND: 00 -AM PEAK HOUR (00)- PM PEAK HOUR SOURCE: WSA COUNTS ON 5/3/93, 5/4/93, AND 9/9/94. SUM MISNI MRS \AS ®® EXISTING TRAFFIC VOLUMES Z\ �,s !•1.11"A'S(X IAIIS FIGURE 2 CHAPTER 3 ANTICIPATED TRAFFIC CONDITIONS { Chapter 3 ANTICIPATED TRAFFIC CONDITIONS An evaluation of anticipated traffic impact on the surrounding roadway network requires superimposing site generated traffic volumes upon projected local background volumes. These combined volumes are used to test the adequacy of the adjacent roadway network, which provides access to the site. This chapter summarizes the methodology used to determine the anticipated traffic volumes. Anticipated Local Background Traffic Volumes The Virginia Department of Transportation (VDOT) Culpeper District and Albemarle County are in the process of evaluating future roadway needs of the area. One such roadway being evaluated is the Meadowcreek Parkway and its alignment. This will impact traffic projections for both U.S. Route 29 and the State Route 649. As requested by VDOT Culpeper District, this study will examine anticipated local background traffic with and without the Meadowcreek Parkway. Also, at the direction of VDOT Culpeper District, traffic projections from the 1994 VDOT Statewide Plan for the year 2015 are used. It is noted that these projections assume proposed Meadowcreek Parkway is not in place. Existing peak-hour vehicle turning movement counts and ADTs were compared to determine peak hour/ADT ratios (for example, the A.M. peak southbound through volume as a percent of ADT). These ratios then were applied to the Year 2015 AQT projections to determine Year 2015 peak hour background traffic turning movements as shown in Figure 3. Also note that volumes are shown for a 21.7 acre parcel on Quail Run assumed to be developed as light industrial. Seventy-nine percent of this traffic is assumed to use Route 606 and the remaining 21% is assumed to use Site Road A and Route 29 to the north. Projected "cut-through" traffic from Chris Greene Lake is not included since daily volumes will be less than 10 vehicles. Using the same method as above, ADT projections from Albemarle County's MINUTP traffic model are utilized to determine anticipated local background traffic volumes at 2015 with the western alignment of the Meadowcreek Parkway. Figure 4 summarizes these and the undeveloped parcel's traffic volumes. Note the 20,400 ADT projections along Route 606 north of Route 649 are significantly higher than the ADT projections without the Meadowcreek Parkway. Appendix B includes work sheets documenting the mathematical process used for the peak hour/ADT rations, and trip generation for the undeveloped parcel. 4 A , 0, 0 N (0 F- CC CC r- 1 c0 ROAD ..A„ J 1 SITE N N M r r-- a CO 451 • IL 'L 9(45) ,-- 18(92) QUAIL RUN co UNDEVELOPED o rl AREA 14 I O 0) rr rn ool v c) Cy) , N •— .— co 'Cr) Coc0rn N LO NI — �— 70(156)L 293(225) 458(526) 500(590) 78(105) `�242(129 ) RT 649 120(338) 682(649) 165(278)i r 70(113) 50(301) —� a) 266(361) — co � v v co t0 N CO 0) N.i v C7 I- N v. Co MI CO (0 LEGEND: 00 - AM PEAK HOUR 00 - UNDEVELOPED AREA AM PEAK HOUR ( (00)- PM PEAK HOUR -UNDEVELOPED AREA PM PEAK HOUR .//d\\\ ®o IO ANTICIPATED 2015 BACKGROUND NI //i► \ \j /\ TRAFFIC VOLUMES VA I9 ft 7.111i Ars!.1-x (NO MEADOWCREEK PARKWAY) FIGURE 3 (*) - EXACT MEADOWCREEK PARKWAY LOCATION HAS NOT BEEN CONFIRMED AND THEREFORE IS NOT SHOWN. 0 (.1 CD F— F— (r Lr rn N MI R0gp J1 SITE C) 0 co M C) N IO L CI �' 9(�) 18(92) r� - - QUAIL RUN UNDEVELOPED Nil AREA 0 rnI 001 NoI ^ .— ) Me- op r- N (p .� COCNA 0) `D -157(350) N N '�-221(170) 4175(236) —346(397) 542(288) RT 649 136(255) —� 116(196) 374(85) 49(79) re 57(227) i 187(254) 4 M �� rn� O� M (D N co r co M) CO-1-1 LEGEND: 00 - AM PEAK HOUR 00 - UNDEVELOPED AREA AM PEAK HOUR (00)- PM PEAK HOUR (00) -UNDEVELOPED AREA PM PEAK HOUR Mai" SIM ANTICIPATED 2015 BACKGROUND visswirs TRAFFIC VOLUMES W$A (MEADOWCREEK PARKWAY ��« �.�� - WESTERN ALIGNMENT) FIGURE 4 Anticipated Site Distribution and Traffic Volumes Census data from the Regional Planning District Commission was utilized to determine site distribution. Because the majority of the site is comprised of general office and light industrial land uses, the 2015 population zone and County data are utilized to derive directional site traffic distributions as shown on Figure 5. That is, the proportion of population within the site to the population of the area served by the commercial activities are determined. Enclosed in Appendix C is the backup data and methodology used to arrive at these projections. The site distribution in Figure 5 is applied to the site traffic volumes generated in Table 1 to arrive at anticipated site traffic volumes on the road network. Figure 6 summarizes anticipated 2015 site traffic volumes and Figures 7 and 8 include these site volumes along with the projected local background traffic volumes without and with the Meadowcreek Parkway respectively. The resultant site plus background traffic volumes (Figures 7 and 8) were used in the intersection capacity analyses. Table 2 summarizes levels of service definitions. • Table 1 LAND USE AND TRAFFIC PROJECTIONS North Fork Business Park Traffic Impact Study TOTAL AM PEAK PM PEAK LAND USE MEASUREMENT UNITS ITE CODE 24-HR TRIPS Enter Trips )E,AitiripaEnter Trips Exit Trips o General Office(#)(Lots A,B1 thru B-11,> , D, E) 2,300,000 Square Feet 710 15,017 1,943 240 319 1,555 o Support Commercial: Shopping Center(*)(Lots C&F1 b) 150,000 Square Feet 820 9,106 130 76 425 425 Hotel(150,000 square feet) 250 Occupied Rooms 310 2,141 99 66 99 85 o Light Industrial(Lots Fla,F2 thru F4) 400.000 Square Feet 110 2.885 319 6 449 361 TOTAL: 3,000,000 Square Feet 29,149 2,491 448 892 2,425 NOTE:(#)-General Office category includes lots which may be developed as research and development space as well as office space. This includes"flex'buildings which have both office and research components. For purposes of the traffic report,the general office land use category was selected because it generates the highest traffic impact. (')-Shopping Center designation represents support retail for tenants within North Fork property development such as copy centers, dry cleaners,bank branch,food service,etc. It is not meant to be designation type retail such as mall. SOURCE.ITE Trip Generation Handbook,5th Edition. WILBUR SMITH ASSOCIATES 2 12/07/94 co rn 0 N fD H CC CC 21% 00.40 (21%)---- (40%) — 40% SITE 1% L ,, (2%) QUAIL RUN sn 2% 0 0 (2%) (4%)I(3I2%) (40%� ) --(4%) �--32% Y '4— 5% RT 649 I r4%-4 (5%) —� (27%) -- I1 2% 4% 27% 40% LEGEND: 00 - ENTERING SITE TRAFFIC (00)- EXITING SITE TRAFFIC cup ANTICIPATED 2015 SITE DIRECTIONAL ® \A&\ DISTRIBUTION WULF?WWI F.S. Y,OTES FIGURE 5 0 Cp N H H CC co N Rp,40 �q 94(509) ---1' `1 179(970)—— SITERI Co Cn 4(24) 9(49) QUAIL RUN Lr) c0 `. (J) C t` co co 18(97) ? 797(285) `' E— 125(45 ) RT 649 I 1 100(36) 22(121) 121(655) I c13vt 0 0 ti COCA LE_: 00 -AM PEAK HOUR (00)- PM PEAK HOUR o'�1o' ANTICIPATED 2015 SITE TRAFFIC VOLUMES � ,:1110-1 .1111Arx511x-L.,I(.5 FIGURE 6 ca O N (D I- ~ N Q 0.0 R o ADI,A„ j 1 101(545) --� 179(970)-- SITE ^N 10 N (D N- o) O) M O Lo N00 CO � M '2-- 13(69) 27(141) QUAIL RUN r UNDEVELOPED AREA o0 c0 v o a) O)) CC NI- T o0 Tern o� N vT v CO rn co M cv '�—293(225) () ,�_ L 70(156) co L �---_476(623) 500(590)797(285) �242((129) )RT 649 120(338) 100(36) --� 165(278) —� 331(113) T [ 682(649)—> 92(234) .(-1 I r 50(301) 387(1016) MN CO N M �'M (-sr co co coT (p LEGEND: 00 - AM PEAK HOUR (00)- PM PEAK HOUR • �e=ri' ANTICIPATED 2015 SITE & BACKGROUND o1./J \A6Z\ TRAFFIC VOLUMES ,it G,1.11E �,w-- .�� . (NO MEADOWCREEK PARKWAY) FIGURE 7 ____ . A , . 0 N CD I— F-cc Cr N , ^N N 1— O t� M R InMI oA0 „A„ � J� 101(545)--4' t 179(970)--- SITE �� CO N- (O LA O M 0) O M ^ O N ..- O pp . T cO --13(69) 1 L f__ - 27(141) QUAIL RUN I r rk N ^ UNDEVELOPED co .— AREA . M O N M Q O c 03 M (�p MAN co N co ^ a0 a0 " ^ �_221(170) rn t N N t-157(350) 1 364(494) co -797(285) JL �300(281)�- �j 4-573(667) �--542(288) RT 649 135(255) --. r 100(36) __I' 116(196) --i ‹itr. 374(85) _� II 1312(1034)—> —�. 71(200) 57(227) 308(909)____� o—1 me f N v .-.•CO co co N M CO CO O LEGEND: 00 -AM PEAK HOUR (*)- EXACT MEADOWCREEK PARKWAY LOCATION HAS NOT (00)- PM PEAK HOUR BEEN CONFIRMED AND THEREFORE IS NOT SHOWN. 4,22 MN'CAI ANTICIPATED 2015 SITE & BACKGROUND mid ��°' ...5•F\ARA TRAFFIC VOLUMES (MEADOWCREEK PARKWAY 1Rff,J,.S .;,t, �� - WESTERN ALIGNMENT) FIGURE 8 Table 2 • LEVEL OF SERVICE DEFINITIONS ROADWAY SEGMENTS OR A CONTROLLED ACCESS L.O.S. HIGHWAYS INTERSECTIONS A Free flow, low No vehicle waits traffic density. longer than one signal '� � -It< indication. B Delay is not unreasonable, On a rare occasion stable traffic flow. motorists wait through more than one signal indication. Stable condition, movements Intermittently drivers N,, ,...0 .,,,,,‘,/' C somewhat restricted due to wait through more than higher volumes, but not one signal indication, objectionable for motorists. and occasionally backups ' 0may develop behind left turning vehicles, traffic �,� A flow still stable and acceptable. Movements more restricted, Delays at intersections queues and delays may occur may become extensive during short peaks, but with some, especially D lower demands occur often left-turning vehicles enough to permit clearing, waiting two or more D thus preventing excessive ;signal indications, but 1>, ' backups. .enough cycles with lower demand occur to permit eer / ,• _- periodic clearance, thus / preventing excessive `�� back-ups. �L�`;� Actual capacity of the Very long queues may E roadway involves delay create lengthy delays, to all motorists duc to especially for left congestion. turning vehicles. Forced flow with demand Backups from locations . r 4 volumes greater than downstream restrict or F capacity resulting in prevent movement of complete congestion. vehicles out of approach Volumes drop to zero in creating a storage area extreme cases. during part or all of an hour. 10)-4 7 SOURCE: A Policy on Design of Design of Urban Highways a Arterial and Streets - AASHTO, 1973 based upon material published in Highway Capacity Manual, National f Academy of Sciences, 1965. 6 CHAPTER 4 RECOMMENDED ROADWAY IMPROVEMENTS Chapter 4 RECOMMENDED ROADWAY IMPROVEMENTS Planned and Recommended Roadway Network Highway capacity analyses were conducted for traffic volumes presented in Figures 3, 4, 7 and 8 based on planned and additional proposed roadway geometrics presented in Figure 9 through 12 is respectively. There are several key features of this assumed roadway network: 1. Route 649 is planned as a 4-lane divided facility, consistent with County and areawide plans to upgrade access between Charlottesville Airport and Route 29; 2. Route 29 is planned as a 6-lane facility, consistent with ongoing regional plans to ensure Route 29 functions as a high quality transportation corridor. Its intersection with Route 649 is assumed to have dual left-turn lanes on all four approaches. 3. The main North Fork entrances--Road A at Route 29 and Road B at Route 649--are proposed to have multiple intersection turning lanes and traffic signalization. Note that due to high ADT volumes on Route 606 with the Meadowcreek Parkway, signalization is necessary at the Route 606/Quail Run intersection. 4. At the County's direction, it is assumed that The Meadowcreek Parkway will not align Route 649 to Road B, opposite the site access. The future background volumes on Route 649 do, however, reflect the Meadowcreek Parkway traffic. 5. Figures 10 and 12 also depict an alternative traffic configuration at Route 29/Road A identified as "Continuous Flow Option." In the transportation industry this concept has been receiving increased consideration as an alternative to extremely expensive grade separation solutions. Under this concept, using the Road A entrance as an example, northbound Route 29 left turns onto Road A are accomplished at a point 200 or 300 feet south of Road A where the Road A left turn traffic turns left through the Route 29 median, across southbound Route 29 traffic, then north and parallel to southbound Route 29 traffic (a raised or wide median separating the opposing movements) then crosses over eastbound Road A traffic while this traffic is stopped for the north and south bound Route 29 traffic flow. From a capacity point of view, this approach has the advantage of eliminating the heavy northbound left turn onto Road A from the traffic demand of the Road A/Route 29 intersection, thereby permitting a simple two- phase signal operation at Road A. The advance left-turn signal movement to the south is coordinated to take place while Road A traffic has the green signal indication. An article from ITE Journal on this approach is included in the Appendix F, as well as a rough concept drawing of what the Road A intersection could look like under this concept. 7 CD N 0 ti; cD F— CC a III ROAD "A" I 1 TT4. I 1 1 SITE 1 II 1 yx — _ QUAIL RUN T r�' m I UNDEVELOPED - AREA a Q O ce • 1 , , if ,.._.. L%J . i, 44 RT 649 --�. I I -_.4 _I, 1 1 I 1 1 - I .Y - -> 4 LEGEND: q-- EXISTING/PLANNED LANE DESIGNATION f- RECOMMENDED LANE DESIGNATION L.' CHANELIZED RIGHT TURN LANE DESIGNATION S SIGNALIZATION = , ' RECOMMENDED 2015 ROADWAY GEOMETRICS VV&\ (NO MEADOWCREEK PARKWAY) AY) FIGURE 9 Continuous Flow Concept 11 , Road A <1� � b, , �, 1 q 0 _�E- I I I N cD I I 1 F— D7 j; I-- —4, CD r I N Cr cc - 41 1 , I iY * L3 Advanced Left 1 i ? 1 Turn 1 1 -- ROAD "A" g2 I I 1 4T -_- i r ; 1 SITE —1, I y ,V - - QUAIL RUN r go 1 UNDEVELOPED - • • AREA 0 Q 0 cc :i_.._ I I I ! 'C— 'I r 1 i — Ir!c\ -"�, I .__ kd� y1 i1 4Li - - RT 649 ---1' f I-* _ I�� If } Is r+ --.. I I ---> � i, 1 1 i i i i - 1 ---> --,. 4 LEGEND: e-- EXISTING/PLANNED LANE DESIGNATION F- RECOMMENDED LANE DESIGNATION b,- CHANELIZED RIGHT TURN LANE DESIGNATION S SIGNALIZATION =T�'- RECOMMENDED 2015 ROADWAY GEOMETRICS VvS1\ (NO MEADOWCREEK PARKWAY) 10 ,.•t�rP5WHnwtfA�[, BACKGROUND & SITE FIGURE (D O N cD 1- F- cr two ROAD "A„ I 1 1 , TTT 11 SITE 1 I ' i' y QUAIL RUN T �'r m • I UNDEVELOPED - • - , AREA 0 0 t__- E-- - � •rr-- r -- • ! i I ;y ,�-- .1 ,� f-- 44 yAc'C - -- RT 649 ir - . at I . / T F 4, kPI� I . ' I I I ! . 4 LEGEND: t-- EXISTING/PLANNED LANE DESIGNATION '- RECOMMENDED LANE DESIGNATION L,' CHANELIZED RIGHT TURN LANE DESIGNATION S SIGNALIZATION Ira:111 ►11, n`�� r� RECOMMENDED 2015 ROADWAY GEOMETRICS \A1SL\ (MEADOWCREEK PARKWAY — WESTERN ALIGNMENT) _ ,..,,,n -,.,,„^,�,,s • BACKGROUND ONLY HIGURE 1_1 Continuous Flow Concept 11 � , Road � kjQ 1I b L ? T rn O I I I cD I —� N Cr < < I 11 ti � M Advanced Left 1 Turn ROAD "Au I I I d4. Ly --a 11 T SITE I I I ' QUAIL RUN Tit L UNDEVELOPED • AREA O 0 cr -- 11 I �- -- J i ( ,� U> G a� 4 ,r(�t y �,I `� R T 649 T & �, 4 trw • LEGEND: g-- EXISTING/PLANNED LANE DESIGNATION RECOMMENDED LANE DESIGNATION g-CHANELIZED RIGHT TURN LANE DESIGNATION SIGNALIZATION era=as \' �wir RRECOMMENDED 2015 ROADWAY GEOMETRICS v (MEADOWCREEK PARKWAY - WESTERN ALIGNMENT) .,� rto nu-f01(s BACKGROUND & SITE FIGURE 12 \' f (§ «)#aa \��. ��§(a §-n a �» 7§d®% /y§% /f§D ��U. w I- / / - o e z z o o o &�(& w0000 =o=u 00000 0<< o=oo k000m =000 / / 0 ® ® m : k o �, � \ / (§° )NO) ' ° §2/ (§§§ �(�(( /\2kk § ' / ' ��§j J ]?§W u - « m 2 2 2 o 0 0 § « « « § §e owu)) ==gym 00000 0<« owU oce omo 000 % -J } / / \2 §§§ ) cC- � k k� Ek § .� 00000 oo=ou c«« ; § Ca / 2 ) o § / \ 0 a. / ne �kko@QE % §G{ k z� a . = � / 2b \ @ 000u= oo�oo aa« / § § § ± 00 e Ca - \ t= a / / 2223/ UJQ) m22E/ WZCo 22$( E232 ]$7 j22 / 0 o o o k a° o o \ % ? § % U. ) o B c 2 0 0 2 0 LU 0 \ a.0 \ } \ j \ } \ q } |] ( ® Cl) Co / \ § Co Co S \\F- : �§ z , k \\/ 2 7 e a #J3 u ) . f ° °\ k g , 0) 2 & 0 L ) ) ) k ) \ k* Ow §§§§§ §��- ��§j( §�n© �� N2 XX \§§§§ /.-- /k§§ § 2 U. k�o w 0 0 o E gm( 00000 M000 0000o c=«m ()MOO g0 00 /0000 }==m a000 § 0 C k & k z z m, z k k k 1 §WU „ . 9®RC4D ®R ® © 0mee g 3R§ ` _ 4CA1-- C4r-4§2 T- 3m41 §§ ' ftR®m% ZN N- §m)b §i-RR �XW 0 0 0 - 2 Su. 2 2 2 0o u o 0 \ .2Lu LU§UJ7§ (00 00000 COm<m 0w)$ c=OC �0«00 50LLu �000 § § ) gf a co a _ « k § � /2 §\�§\ ��§§j §�n® \ we _w \ 8. E §u_ ��o § } 0> ce000 00000 03c<m \ 7 e § \ } CO 7 03 2 ) § 0 $ 0) � a k§�� el any re ) m§§ ��NN \ k § _ a � o ƒ K � a� 0U.=u_uL 0000o 0903<m ) \ \ ƒ IL..., z h e W a a % ] ] 2 d g ! o w w5z0 E2m2 w5zo 5z0 m2S/ 22m BZB2 \8U )B2 ( P o 0 0 0 0 0 0 0 0 0 \ ) w a) . LU LA W o g 0 o o g a Cl g v k } \ \ LU k j \ k .\ U 0 9 0 g g g 0 0 0 22 m (0 m � � U) m m U) § )\2 c A\ S al" \ \ j\\ §§ m CO 7 § w w fJ& L ] a a m§ ir k § k i { § § § LU ) 7 3 & = a / CO I-- £ £ E 0 ) 0 ) ) ) 2 ) Capacity Analysis and Findings Table 3 summarizes capacity analysis findings--projected travel demand compared to the assumed roadway network presented in Figures 9 and 10 without the Meadowcreek Parkway. Of foremost importance is the fact that the Route 29/Route 649 intersection is projected to function at an unacceptable "D" level of service in the year 2015 assuming background only traffic. Regardless of whether or not North Fork is developed, additional traffic capacity measures must be considered at this location. The Quail Run/Route 606 and Road B/Route 649 site entrances function at acceptable levels of service in the year 2015 with full site development. Assuming a conventional at-grade signalized intersection at Route 29/Road A, as depicted in Figure 9, this intersection will not function at satisfactory levels of service with full development. As Table 3 and 4 indicate, this intersection will function satisfactorily with site development at a 50% level only. The benefits of the continuous flow intersection concept are apparent in this particular application. Specifically, it is projected that the Road A entrance to Route 29 would function at a satisfactory level of service at full site development: "C" level of service for the Route 29 Road A traffic signal and "C" level of service for the Route 29 advance left turn signal. This concept assumes one of the Road A eastbound right-turn lanes continues as a southbound Route 29 lane, through the Route 29 advance left-turn signal, then merges into the three southbound lanes. If this additional lane is not provided, then 80% of site development can be accommodated without the Meadowcreek Parkway and 70% of the site development can be accommodated with the Meadowcreek Parkway. Based on the above capacity analyses results the following general conclusions are made: 1. Consideration should be given to immediately planning to provide for grade separation--perhaps an urban design type interchange such as now under construction at Route 29 and Rio Road--for the Route 29/649 intersection. Regardless of the North Fork development,this improvement will be needed and is at a strategic location which provides primary access to the Charlottesville Airport, and should be given high priority in light of the goals of the currently ongoing Route 29 Corridor Study which places importance on intermodal transportation enhancements. 2. The proposed intersection improvements at the Quail Run/Route 606 and Road B/649 intersections are adequate to serve full site development. The installation of a traffic signal at the Road B/Route 649 intersection will be dependent on development to associated with North Fork. 3. Although a conventional signalized T-intersection at the Road A/Route 29 intersection can handle up to 50% development of North Fork, consideration should be given to planning for a continuous flow intersection type configuration here. This will provide acceptable levels of service at full site development without having to go to the extremely expensive, and likely impractical, alternative of grade separation. 10 APPENDIX A: WSA Peak Period Turning Movement Counts rf.': y r ::1 y.s r s s3' ` h TURNING MOVEMENT COUNTS SEMINOLE TRAIL (RT. 29) &AIRPORT RD. (RT. 649) "' DATE: 5/4/93 WEATHER:CLOUDY ON:SEMINOLE TRAIL(RT.29) ON:AIRPORT RD. (RT.649) pN:SEMINOLE TRAIL(RT.29) ON:AIRPORT RD. (RT.649) NORTHBOUND TOTAL EASTBOUND TOTAL SOUTHBOUND TOTAL WESTBOUND TOTAL GRAND TIME LEFT THRU RIGHT VEH. LEFT THRU RIGHT VEH. LEFT THRU RIGHT VEH. LEFT I THRU RIGHT VEH. TOTAL 7:00-7:15 AM 26 109 5 140 8 3 19 30 22 339 36 397 321 8 6 46 613 7:15-7:30 27 158 14T 199 29 16 48 93 33 452 36 521 311 11 7 49 862 7:30-7:45 24 115 71 146 22 8 39 69 26 468 48 542 461 15 9 70 827 7:45-8:00 28 187 11 J 226 27 5 30 62 15 354 44 413 56 18 191 93 794 8:00-8:15 34 166 14 214 23 15_ 46_ 84 7 259, 34 300 41 11 15 67 665 8:15-8:30 281 121 7 156 16 6 35 57 14 250 21 285 33 15 9 57 555 8:30-8:45 39 118 13 170 18 12 30 60 16 246 11 273 18 5 7 30 533 8:45-9:00 24 118 19 161_ 51 11_ 30 46 9 185'_ 27 221 251 101 13 48 1_ 476 AM PEAK HOUR: 7:15-8:15 1 1131 6261 461 7851 1011 441 1631 3081 811 15331 162 L 17761 174 J 55 J 501 279!J 31481 DATE:5/3/93 WEATHER: SUNNY ON:SEMINOLE TRAIL(RT.29) ON:AIRPORT RD. (RT.649), ON:SEMINOLE TRAIL(RT.29) ON:AIRPORT RD. (RT.649) NORTHBOUND TOTAL EASTBOUND TOTAL SOUTHBOUND TOTAL ' WESTBOUND TOTAL GRAND TIME LEFT THRU RIGHT VEH. LEFT THRU RIGHT VEH. LEFT THRU RIGHT VEH. LEFT THRU RIGHT VEH. TOTAL 4:00-4:15 52 342 22 416 44 16 62 122 17 211 33 261 27 18 31 76 875 4:15-4:30 48 355 25 428 32 17 66 115 19 253 35 307 26 21 28 75 925 4:30-4:45 54 311 30 395 48 14 51 113 20 209 39 268 22 20 32 74 850 4:45—5:00 42 299 23 364 41 20 33 94 12 179 31 222 20 18 23 61 741 5:00-5:15 40 328 19 387 47 14 35 96 8 198 32 238 19 22 22 63 784 5:15-5:30 34 393 34 461 37 22 43 102 21 183_ 25 229 14 19 47 80 872 5:30-5:45 47 309 21 377 21 19 37 77 6 157 21 184 18 15 33 66 704 5:45-6:00 45 342 31 418 26 17_ 38_ 81 21 _ 150 21 192 25 171 29 71 762 PM PEAK HOUR: 4:00-5:00 1 1961 1307 100 1603] 1651 67 2121 4441 681 852 1381 10581 951 771 1141 28611 3391 WILBUR SMITH ASSOCIATES(SEMAIR) 04—May-93 t,° * s. iA N'. : l>- TURNING MOVEMENT COUNTS AIRPORT RD. (RT. 649) & RT. 606 yy j4- DATE: .J4/93 WEATHER:CLOUDY ON:RT.606 ON:AIRPORT RD. (RT.649), ON:RT.606 ON:AIRPORT RD.(RT.649) NORTHBOUND TOTAL EASTBOUND TOTAL SOUTHBOUND TOTAL WESTBOUND TOTAL GRAND TIME THRU RIGHT VEH. LEFT THRU RIGHT VEH. LEFT [ THRU VEH. LEFT RIGHT VEH. TOTAL 7:00-7:15 AM 11 24 '35 1 11 2 14 6 3 9 32 44 76 134 7:15-7:30 10 60 70i 2 8 2 12 7 2 9 43 35 78 169 7:30—7:45 11 46 57 1 4 0 5 7 •4 11 50 37 87 160 7:45-8:00 12 40 52 3 9 1 13 14 9 23 62 34 96 184 8.00-8:15 18 42 60 3 4 1 8 10 3 13 59 30 89 170 8:15-8:30 14 39 53 1 4 0 5 8 1 9 41 22 63 130 � 8:30-8:45 16 34 50 1 6 0 7 15 1 16 46 25 71 144 8:45-9:00 13 33 46 3 9 0 12 9 1 10_ 35. 23 58 126 AM PEAK HOUR: 7:15-8:15 51 1881 23911 9 25 4 38 381 181 56] 214 136 350 683 DATE:5/3/93 WEATHER:SUNNY ON:RT.606 ON:AIRPORT RD. (RT.6491, ON:RT.606 ON:AIRPORT RD. (RT.649) ' NORTHBOUND TOTAL EASTBOUND TOTAL 'SOUTHBOUND TOTAL WESTBOUND TOTAL GRAND TIME THRU RIGHT VEH. LEFT THRU RIGHT VEH. LEFT THRU VEH. LEFT RIGHT VEH. TOTAL 4:00-4:15 8 56 64 4 1 4 9 20 14 34 69 27 96 203 4:15-4:30 5 54 59 6 0 4 10 22 12 34 _66 24 90 193 4:30-4:45 8 65 73 10 4 5 19 33 22 55 63 32 95 242 4:45-5:00 5 69 74 4 3 8 15 25 3 28 59' 28 87 204 5:00-5:15 6 59 65 2 0 9 11 20 7 27 55 30 85 188 5:15-5:30 10 49 59 3 0_ 6 9 17 3 20 38 23 61 149 5:30-5:45 11 38 49 7 6 14_ 27 20 9 29, 44 25 69 174 5:45-6:00 9 31 40 8 7 11 26 21 11 32 39 29 68 166 PM PEAK HOUR: 4:00-5:00 II 26 2441 2701 24 8 21 5311 1001 511 1511, 257 111 36811 842 WILBUR SMITH ASSOCIATES (AIR606)04—May-93 1 TURNING MOVEMENT COUNTS AT RT 606/QUAIL RD On: RT 606 On: RT 606 On: QUAIL RD NB SB WB TOTAL TIME RIGHT THROUGH TOTAL LEFT THROUGH TOTAL LEFT RIGHT TOTAL VEHICLES 7:00-7:15 AM 2 1 3 0 6 6 2 0 2 11 7:15-7:30 1 4 5 0 11 11 0 0 0 16 7:30-7:45 10 3 13 0 15 15 2 0 2 30 7:45-8:00 8 4 12 0 9 9 0 0 0 21 8:00-8:15 13 5 18 0 14 14 0 0 0 32 8:15-8:30 5 2 7 0 10 • 10 3 2 5 22 8:30-8:45 5 3 8 0 6 6 5 1 6 20 8:45-9:00 3 2 5 0 8 8 3 0 3 16 AM PEAK 7:30-8:30 36 14 50 0 48 48 5 2 7 105 4:00-4:15 4 7 11 0 7 7 3 0 3 21 4:15-4:30 2 9 11 0 4 4 4 1 5 20 4:30-4:45 3 3 6 0 5 5 13 0 13 24 4:45-5:00 3 14 17 0 6 6 7 0 7 30 5:00-5:15 0 12 12 1 7 8 7 0 7 27 5:15-5:30 0 9 9 0 3 3 4 0 4 16 5:30-5:45 0 11 11 0 6 6 2 0 2 19 5:45-6:00 1 9 10 1 6 7 1 0 1 18 PM PEAK 4:15-5:15 8 38 46 1 22 23 31 1 32 101 RECORDER: MARY& EMMETT DATE: 9/9/94 WILBUR SMITH ASSOCIATES APPENDIX B: Work Sheets for Year 2015 ADT to Peak Hour & 21.7 acre Undeveloped Parcel Trip Generation i . ; � `lye . [; N • LEGEND • 00 ,AM PEAK (00) PM PEAK . iCO 0ppl P?EE N 1 A 0 I(! ol c.-c.A oo1-) • — ; N ` T sC i�5 aL 'ii, i . ; � I N 0r, v sM 0 ‘..S1e4 06)i- s °M w `--Sa(114) �..�M �139% 30%co VI, `T9k)IP �'CA 77' ki 4, 4 6 2°,!, S.-7/I. °1(24 Z 3' 37•/, °r Z�S(t�Sf,—'► ,. 10yy1 (l(oS vi T t4 his. L!U '^ y IG3(Z1z j • SOURCE: WSA COUNTS ON 5/3/93 & 5/4/93'4-9/1(a/c 4' !//\\\ <t/\\\ 'c) WWI INN ire FIGURE sue. ,� EXISTING 1993 TRAFFIC „ \j\ ,� U VOLUMES 2 No NLEPSDOW Ce-ems p N-X-110 131Y y I ). 29 Present ADT 2015 NCL - Rt. 631 55, 324 80, 310 Rt. 631 Rt. 643 48, 492 74, 129 Rt. 643 - Rt. 649 35,833 54, 903 Rt. 649 - N1 R. River 27, 302 42, 519 NF. R. River Green CL 27, 302 40, 912 2 606 Rt. 743 - Rt. 649 4,856 Rt. 649 - Rt. 850 7,396 1,231 1,734 • :l . 649 Rt. 20 Rt. 1509 1,763 3, 205 Rt• 1509- j Rt. 29 3,101 4 , 338 Rt. 29 - Rt. 606 13,999 25, 049 C RCE; VDOT- 1994 Statewide Plan I ***END*** NA P-\ m 3 -PPIc_ PP\--ec,(-*)6-A7 '3i..\ E.)c( _-_-_Ti...LK,4—_____DA----yN - - - -L Lc( _non - - - - - - - - O1- A--_°/,-, et A-r-Gf we-IA-A Pea. tr —<orv0� _ ,nDo� koT- %I ‘.,ec : ig2��D2Z d; cr c N i 1 cr i c I - - _.-_- :- -- n o' i eI I iI < 51 - --_—- r- — — — -m P 3 cou9 3% A , 3°, P ZstO4 <—z3o A, /aP E—q_/A,9'4 P 33� 1 c. ! 50,0$,sue-e �I '1 o - T .9 Q tt — C' — —t �I + N1 ; 4 1 N.)CD i\-A (_____) P\ OC) vi Ci5C C lc. cpce_y__LA__.)fty i - - _ i Z l.SL= 1�1-0 CIQLI.�I--.--_-- J __- --. ,..--_---------4-_- __.._ __..-_.4-04 )-- M __- f� __ __ _.. _ _ _.___.___ __.__.___. - _ i tin�a s�1E-w,or= �,._ - .... ._-_-... ..__...__ i- _- _--.---.-_--_____.__._._.____.....___ fug) _ ...-_ ---- ---- as .9 '- e -__.._____-__-._—__. _} ki) ___ 2-Z CO_-_._--___.____. , ih' 6 ____ — 1 LI ,F s 131> Qua l Fl r, 13 r (I' j it i I 0 �' L-,0 C1s(0) N 7 LZI _;',. a (2z5) N Cr �— 4i Coos j C LISS (5z(0) E-.0 (SI0) L - 120 ( 3,SS) / T r (982((Ay1) Ibs (2-7c5) ``--1 T 1 - _-_____- 3 31 0- .- 1`,7 ) S c` C 113 _... Zfo(o (3(o I)--- , , .__ ._____�._ _N—. _..._._ �__. __ J 1 �L . 1 N. -----__ ,t2_. , i �1. ) . . i cr-... Lf) I , ( , . rzs o oil IIaft"L'eftimmim..I 1i? ro ' t" [ ,ir , . • ' l 1.4 g _ . .1 ,_ 11— 1! P (6, . . i x 4.0 • Z ' 1IIo .lI l 'NVI i 3 � . ' t) 1 c-6 - , ) , . . d K 1 O am W. a Ns.) .I ..._. ___-_. - CA_e'.7:1-Z ,_—fir.-- ,-. e"'' P�-____.__rT__._-___ 1 N r- - . . i. 0. _._ _______________._. .... , 0 , �-I I' , 1 / (9.AJ0,4:1 1144,4.) ......_ _....._. -- --__ b. i " rvl f { r la ,1 I N,3�oP--> 29oP*3 n— n aO e 17"-- (-i.41 v, = o\O i V i I r /3\ 1 All )kAS, ed Table 2 , LAND USE AND TRAFFIC PROJECTIONS North Fork Traffic Impact STudy Undeveloped Area Requiring Access onto Quail Run TOTAL AM PEAK PM PEAK LAND USE MEASUREMENT UNITS ITE CODE 24-HR TRIPS Enter Trips Exit Trips Enter Trips Exit Trips o Light Industrial 21.7 Acres 110 1,179 164 34 24 173 SOURCE: ITE Trip Generation Handbook, 5th Edition. WILBUR SMITH AND ASSOCIATES 09/22/94 , rn O N cD F- H cc cc 'Ib C SITE zo, (0°2 ZIT) 4—(S3%W QUAIL RUN(211.}1 r' J T `-- RT 649 r fi LEGEND: 00 - tfR ErQ E Z (00)- PM PEAK HOUR .50-r 4 _m 21 .1 Ac e Ppvizc LL Zoos f7Gt D o t•.1IYfl 4114 AS.SCX7LAIES FIGURE cD rn 0 (p N F- f, CC 7c3c', ----I. `l SITE v m s �w°t(9Z) c 3`105) rj, QUAIL RUN ti~ to 1St TE j RT 649 I F. LEGEND: 00 -AM PEAK HOUR (00)- PM PEAK HOUR 141: rix Z I Pie.. z s \tvSt\ &VCAL.,G U 0 c FIGURE APPENDIX C: Census Data and Site Distribution Calculations • _ _________ ___________ -Fib\c I t' CHARLOTTESVILLE TRANSPORTATION STUDY AREA f '..__ TRAFFIC ZONE MAP 11J ., (�� ALBEMARLE COUNTY d. \,.. lir i .1, /Y \ /� it?, \ r b` \ 5' `.9 fir - U. Jr1). 9 ) ' \ ' 103,./ Idit MO '- T''\ i: i 11/ fieN WO ..,..), 14,,, 9 '7:: ..„. La C\(‘‘ 141 1 / A O1 , ` r NI ' r 1440 u, w .L1I�/in ,u , gyp. . . � 11 / lu u. J� 4 J .. .. 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L> ‘+' tr- C440)___4/ .c() 0) (j > > 4 ---1 (s)ELM (041 �� T tC&1) 2-1 Li0 Col m■■a ANTICIPATED 2015 SITE FIGURE SWIM/ NOWAY./ DIRECTIONAL DISTRIBUTION \tvSA 3 Arc ess 6S, 1 APPENDIX D: 2015 Highway Capacity Analysis Worksheets (No Meadowcreek Parkway) Q = Sol uot :}3asaa:}uI (qan/cas) 8 -LE = i(elaa uor43asaa4u1 3 9 'Lh ES '0 90 ' T 476L2 S92S 1 3 E 'Lh 3 S 'Oh 2 T '0 247 .0 L62 622E 1 es U a 'h 69 '0 L0 '0 EEOT 264T a H S 'IT ES '0 9E '0 476L2 S92S 1 3 0 'S T 3 9 '0h aT '0 Eh '0 L6E 673E 1 flN a E 'L2 22 '0 E2 '0 T2E 36hT a a 9 'SE 60 .0 L 2 '0 472E O T SE 1 a 0 '9E a 9 '8E 9 T '0 TS '0 28S 622E 1 EM a h 'SE 60 -0 +72 '0 472E O I SE 1 Q S '9E Q 0 'LE 9T '0 SE '0 225 622E 1 93 SO1 Aetaa SO1 AeTaa otqea ot4e8 Moi3 de3 s4wAw : yoeoaddU 3/5 3/A 4eS Cold :dnoa9 aue-1 Aaewwn5 a3uewaolaad uotg3asaaqu1 9# S# 2# T# :aapao not .eutgwo3 aseyd spas oET : ylOual aT3A3 O 'E O 'E awT1 4s011 0 'E O •E awrl lsol S 47 a-ti/Moiia� I S 47 a-C/Moi taA UL9 UST uaaa9 I UOT UO2 uaaa9 * 146t8 SMI 446ta es 146t8 H31 * 446ra ON sPad I spay I46t8 1 * 446ta * nag1 I * na41 * llal SS 1 * 4Ja1 UM spad I spad * 446t8 1 4y6r8 * nayl I * na41 * 44a1 HN I * 4Ja1 03 8 L 9 S I 47 E 2 T uot4eutgwoz aseyd suotq.eaad0 Teu6tS 08 10 10 10 I sion 8O18 0 '2T 0 'ZT 10 '2T 0 '?I 0 '2T 10 '2T 0 '2T 0 '21 r 0 '2T 0 '2T I 44PrM auel 09SZ 64T 199 8L8 4ST IOL 8L 2472 I OL S9T I sawnlon E 22' I I E 2 :1 1 2 .-all P ` I sauei 'oN a 1 1 1 a 1 1 1 a 1 1 I a 1 1 1 punogylnoS 1 punogylaoN 1 punoq.saM 1 punog4se3 I 4NfOa9)i3U8 ST03 : 4uawwo3 }IU3d NU h6-LT-h aa4'10 : ad/1 r'aatj 63H 'tl : aweN ait3 NI : 4s/ieud 62 la (S-N) 6h9 18 (M-3) : s4a0.aiS uot4e4aodsueal uI saagndwo3o.43tN and aaqua3 - A dWWF1S NOI1335831N I 03Z I1tJNOI S :W3H J HCM: SIGNALIZED INTERSECTION SUMMARY Center For Microcomputers In Transportation Streets: (E-W) RT 649 (N-S) RT 29 Analyst: TN File Name: A.HC9 Area Type: Other 4-17-94 PM PEAK Comment: 2015 BACKGROUND I Eastbound I Westbound I Northbound I Southbound I L T R I L T R I L T R I L T R No. Lanes 1 2 2 12 2 1 12 3 1 12 3 Volumes 1278 234 1129 105 1561 264 1801 1321 119 1361 Lane Width 112. 0 12. 0 112. 0 12. 0 12. 0112. 0 12. 0 12. 0112. 0 12. 0 RTOR Vols I 01 01 01 80 Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 ER Left * INB Left * Thru * I Thru * Right I Right * Peds I Peds WB Left * ISB Left * '4. Thru * I Thru * Right * I Right Peds I Peds NB Right * IEB Right SB Right IWB Right * Green 20A 12A IGreen 17A 63A Yellow/A-R 4 5 IYellow/A-R 4 5 Lost Time 3. 0 3. 0 ILost Time 3. 0 3. 0 Cycle Length : 130 secs Phase combination order: #1 #2 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/c Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS EB L 3229 522 0. 59 0. 16 39. 7 D 39. 4 D T 3510 378 0. 68 0. 11 39. 0 D WB L 3229 522 0. 27 0. 16 36. 4 D 32. 4 D T 3510 378 0. 31 0. 11 34. 7 D R 1492 367 0. 45 0. 25 27. 3 D NB L 3229 447 0. 65 0. 14 42. 7 E 20. 5 C T 5265 2632 0. 79 0. 50 18. 4 C R 1492 987 0. 14 0. 66 5. 3 B SB L 3229 447 0. 29 0. 14 38. 3 D 17. 0 C T 5265 2632 0. 60 0. 50 15. 2 C Intersection Delay = 22. 4 (sec/veh) Intersection LOS = C . .'.,... 11,1.. .1:..1•_ , ., . It i i ci1._.41(..• ..,,i. J ,.+., 1 i• A.) r.I•: r , ,,„•._ .. �J , i 11 4 I111 r'r.n;-: 1 1 141. _ .,..,_,i.,.. 1 _1 ..a , ;. ._ i .. i •1 r: 1 1.. . r , y . . 1 , 2. 0 1 2. 0 12. 0 1 i '.. 0 J.G.'. 0 12 . 0 ; 1 2. 0 : `. i I 01 01 .' L. 4. .i ") 1 C7 (. 7 . , I ` i 11) L.c f 1, i T 1 i r it Y 1: ' I Right :; ,. 1 3)3 L_c I ):: l 1 Th r'c.c .. . 1 fit. u I rl(:?d ss )c ' IC:1:: RI.gil1.. .,;, • IWD Right x . I LJ h't.J t.1 1 .:i i 20r, ;., I Y t.i].3.o w/rl- R 4 4 .:, . .!„ .;,. .., I Lu:.>t. Ti111h 3. 0 3.. 0 :, , .. ....t.'.i it ; 1,. ' .>C'C:, r'11c.t_>t:' c o rii la i)1a i.1C)'ti C)( CI r: 01 112 145 14C., II r' 3 1.L,.:1 :,,..C. G.i.•,i t r t..)t' F U V M(t 1 1+:.c: 3 u Ii i s8.r y , ..,i, C u . , . :,.1 v.'c:: rc_ ('1; ,r'.,.. 1. .. ' . i . . 14 rtlLIU ,tic,.i(.) D i4 1y LO S Del t.k/ ,.r r . .. .. I .,..., 0. 4 E 0 x 13 39. r_t Il 41 x 0 L. i. .J 9 .i,..r, 0. C.:} o0. 03 x J.3 4 Ct 1.... 7 . 45. .1. _'.. I .. ..._ '�y :'.. 50. 3 1... , .....,.'.... v... 'I..J 3 U 9 8. 1,.. ,.t:.,. r A. .1. x 1 I 0 x L..•'( .l 34 r tJ F 47. .. .... . . .... . '4 x l.G. 0 F. ,.,i.Y 1.2. 713 ' //' .4 .y .. '. , iI ��.. v LJ 1�. I5 .J.. .J 11 "; 0. 03 48. 4 r_ P. , 1 yn - ;(• Ott l.I:J . s. i ..Ii I, 1c!/ \:+L14./vk?1'1) .Yt...f?'!`sC:'C:...7.tJ11 L.03 + , ' , ...... ...a.:,.,...i.i.::i 1 l.iA wt1t?ii tally v/c is greater than 1. 2 I icviz. S | UHA| / /PD / N[| RS[C\ wN SUMMARY Cpntpr For Mjc,ornmputers In Transportation SLn`rLn: ([ ' W) k7 649 (N-S) RT 29 0ony',L: } |< File Name: A. HC9 Ar/^a /yppL Oth»r 4-17-94 PM PEAK Comment: 2015 DACK0kUUND & 100% SITE | ia',tbouxd I Westbound | Northbound | Southbound \ � ( R I T R I T R I T R | ' I ' - '-- - ---- ( ---- ---- ---- | ---- ---- ---- Ho., | 2 2 1 | 2 3 1 | 2 3 Vojuwo', I y/8 234 | 1a9 150 1561 505 2158 1321 119 1718 l .ox` W , dLh | 12. 0 1P. 0 11P. 0 12. 0 12. 0112. 0 12. 0 12. 0112. 0 12. 0 RlOk V015 | O | 01 01 80 - ' - -' - ' ' ' ' ---' - ' ' -' ----'---------------------------------- ---' ' - S / qnai Operations phasp rombination J 2 3 4 | 5 6 7 8 ( H | e [t « | NB Left * * Oi /`u * | Thru * * |Uqht | Right * * ped" . I Peds 1.41' | vft « | SB Left * Thru « | Thru « Niqht X. | Right Pnd', | Peds N8 RiUht | EB Right SB Right 1WB Right * //repn 3. }\ 90 | Green 9A 20A 54A Yu] 1uw/A-R 4 5 | Yellow/A-R 4 4 5 Ln',t TLm' 3. 0 310 | Lost Time 3. 0 3. 0 3. 0 Cycle Lvngth : 130 secs Phase combination order: #1 HE #5 06 #7 Intersection Performance Summary i .o"p Group; Adj Sot We g/c Approach : Mvmt`, Cap Flow Ratio Ratio Delay LOS Delay LOS _____ ___ _____ L� i 3229 422 0, 73 0. 13 45. 6 E 48. 3 E.- 1 3510 297 0. 87 0. 08 51. 5 E WB L 3229 422 0. 34 0. 13 39. 2 D 38. 4 D 7 3510 297 0. 56 0. 08 38. 4 D k 1492 241 O. 68 0. 16 37. 5 D NF | JP29 /7O 0. 73 0. 24 37. 0 D 16. 4 C f 5265 3240 0. 77 0. 62 12. 5 B K 1492 i113 0. 12 0. 75 3. 0 A SB L 3229 248 0. 53 0. 08 45. 5 E 25. 8 D [ 11;265 22b8 0. 88 0. 43 24. 5 C ! ntpnsectzon Way = 24. 0 (sec/veh) Intersection LOS = C _---_---' _ - - ------------------------------------------------ SwN0| [/[D [HT[RS[CllON SUMMARY Ce"Ler Fo/ Mu`nxxomputpra In Transportation S ./ rc k,: `F- W) / L 649 (N-S) rd B 0P41y0L 101 File Name: 2AM25649. HC1 OLhpr 4-18-94 am peak | [a`Lbound | Westbouod | Northbound ( Southbound I T R I T R I T R -- '- \ - --- ---- ---- | ---- ---- '--' | 2 1 Voi/o`o� | iOO 6bo | 500 | | 143 18 Lane W & Lh 112. 0 12. 0 | 12. 0 | 112. 0 12. 0 /`ic|. Vol , ! O | O | | O - ' --- ------' ' ---' -' - ----' ---- --' ---------------------------------- S / gnal Operations combination 1 2 3 4 1 5 6 7 8 Lp [L X. | NB Left Th / o « * \ Thru kiVh1, ^ | Right ['e`|'� | Peds WD ie ( L \ SB Left * lhru « | Thru kiyhL | Right * ['pd', | Peds ND Right | EB Right !B R/yht Y. | WB Right Sn"`n 130 3 1 A | Green 31A YWiluw/0 'R 5 15 | Yellow/A-R 5 i u`,L l ` me J, O 3. 0 | Lost Time 3. 0 Cyr1» ienqLh : 90 spcs Phase combination order: 01 02 05 .-------- '- '----------------------------------------- InLersuction Performance Summary | ^ne Sruup: AdJ Sat v/c g/c Approach : MvmLn Cap Flow Ratio Ratio Delay LOS Delay LOS 1667 278 0. 38 0. 17 25. 8 D 9. 3 B T 3364 P020 0. 37 0. 57 7. 0 B UB 7 3564 1307 0. 42 0. 37 13. 9 B 13. 9 B SD L 2G32 965 0. 16 0. 37 14. 6 B 13. 7 B |{ 1492 756 0. 02 0. 53 6. 4 B Tntprsectzon Delay 11. 4 (sec/veh) Intersection LOS = B - '------' --------- --' ---- --' ------ ------------------------------------- � | �ED THYi'k�|]�l [OH SUMM0RY t Ce�/L»r For Micrurompu crs In Transportation SLr,oLw: (L W) /'L G49 (N-S) rd B .\n-l/ .to 14'. File Name: 2AM25649. HC9 Alva lypez Othe, 4' 18-94 Pm peak Commpnt: POl '/ back & S] T[ | ' a'iL|) J | W,',tbnuod | Northbound ! Southbuund | | T K I l R I T R | L T k \ ! - '- ' � - -- ---- ---- { ---- - -' 2 | 2 | | 2 1 4 590 ! } 776 97 c � / dUh ! ] 2. O 1 �. 0 � 12. O | | 12. O 12. O O | O \ | O Sz;'ul OperuLions Phs ,o cumhinution J P 3 4 | 5 6 7 8 LB 1-o < 1, « | NB Le [t 11 /u v x | Thru Right Peds WD Le [L ! SB Left * lhru * | Thru ^Right ) Right * | Peds P c d', K` Right \ EB Right Riyhl- p | WB Right Sr: n iJA WA0 | Green 41A Ypl1uw/3 R 5 b IYellow/A-R 5 iu',L lzmp 3. 0 3. 0 Most Time 3. 0 -yc] , Lc'/.gUh : gO secs Phase combination _order: _#1_#2_#5_____________ � - _ - _- � � � _ � � --------------- - Jntcrsectiun Performance Summary | /ooe Cr,up: 0Jj Sao v/c g/c Approach : -vmLW Cap Flow Ratio Ratio Delay LOS Delay LOS — ' _ -' --- ----- ----- ----- --- ----- --- ! � | 1667 278 0. 14 0. 17 24. 3 C 11. 6 l� l 35C4 1.624 0. 44 0. 46 10. 9 B 3564 911 0. 72 0. 26 21. 3 C 21. 3 C 26�� ] 258 O. 68 0. 48 14. 9 B 13. 8 B ' 1492 962 0. 11 0. 64 3. 9 A -otcrwectiun Dclay = 15. 1 (sec/veh) Intersection LOS = C - -- '-' ' - -------------------------------------------- _ _ _ ___ _ ' ` M(-IkY Lunter hur Mc,ucomput,prb In lransportatzon .` < . .',L (i W) R7 04 .) (N-S) RT 606 W File Name: 2PM30606. HC9 / y,'r4 Ui|/v/ 4- 17-94 AM PEAK Wu-i4Lbuund | Northbound | Soxthbouo'\ ! | T rN ( L 7 R IL 7 R I T R `�931 78 292 | 51 wD 1 N. O | 12. 0 10. | 12. O ] 2. O | 12. O 12. 0 O | O | O Wynal OperaL / ons* ,ombinatzon 1 P 3 4 | 5 G 7 8 Ll |.r � i » | NB Le [t 1 k ru * | Thru « K / /|ht' * , } Right * |','|', I Pods WD ( oft, x | SB Left » lhru | Thru * * kIght » I Right Pods., | Peds HP kight * 1EB Right * Sp kiyhL | WB Right * Gro,n 20A i4A | Green 8A 1OA Y�l] uw/0 R 4 5 | Yellow/A-R 4 5 Lust Time j. O 3. 0 Most Time 3. 0 3. 0 Cyclu Lungth : 70 secs Phase combination order: #1 #2 #5 #6 ____________________________________ ] ntprom`tiun Performance Summary Law Group: 0dJ Sat v/c g/c Approach :: MvmLb Cap Fluw Ratio Ratio Delay LOS Delay LSS _____ _____ ___ _____ [� L 1693 508 0. 25 0. 30 14. 1 B 15. 1 C | J. 78.` 53".) O. 65 0. 30 15. 4 Cl WD 3�/9 749 0. 68 0. 23 20. 4 C 17. 5 C R 1'/ 1 'j �4 ( 0. 5/ 0. 36 12. 6 B U� T 1782 305 0. 27 0. 17 16. 4 C 11 . 9 B k i515 606 0. 51 0. 40 10. 7 B SD L 1693 218 0. 28 0. 13 21. 2 C 17. 6 C [ 1782 611 0. 05 0. 34 9. 9 B ] otprs»ction May ' 15. 6 (sec/veh) Intersection LOS = C - __ _ ___ ______________________________________ |\[M, v | UH0! j OD \ |i [FkS[C7 [ON SUMM0kY Cpntpr For Mucrupumpoters In Transportation SLr.`ein: (L-W) RI 649 (N-S) RT 606 Axn ' y',k : 114 File Name: 2PM30606. HC9 0 .`pa }ypv: UUhe' 4-17-94 AM PEAK LommpnQ /`015 BACK A \ O»% SIT[ \ [ovU'uund | WeoLbouod \ Northbound | Southbound T R I T R I T R . . \ '-- ---- ---- | ---- -- ' ' - | 2 i | 1 1 V» | , 120 331 | 4/G 2931 265 3921 68 4.1. } .n/p Widi// 1 ] 2. 0 1P. 0 112. 0 1y. 01 12. 0 12. 0112. 0 12. 0 kT0( V:l `^ | 01 O | O | O _ _ _ _ _ _ _ __ _ _ _ _ _________________________________________ __ _ - Sjgnal Operations |1'ane combination 1 2 3 4 } 5 6 7 8 | Y \/` "t v | NB Left !hro * | Thru * |< Lgh | Right * P»d� | Peds WV Left * | SB Left * lhru | Thru * * Kiyht * | Right ['»d', | Peds I'll, k.1Uh x | EB Right * Sp Night | WB Right * Grcun 2OA i4A ! Green 8A 10A Y/`] low/A-R 4 5 | Yellow/A-R 4 5 Lo',L Time 3. 0 3. 0 Most Time 3. 0 3. 0 Cyr] p i'`ngth : 70 secs Phase combination order: 01 02 05 06 ' -- - -- '- '-- '--------------------------------------- Intersectzon Performance Summary \ anv Groxp : AdJ Sat v/c g/c Approach : Mvmh, Cap Flow Ratio Ratio Delay LOS Delay LOS - ' ' - ' '--- -_--- --_-- ----- --- --- [B L 1667 500 0. 25 0. 30 14. 2 B 15. 3 C r 1 ?1.'/ 526 0. 66 0. 30 15. 6 C WP | 3229 738 0. 71 0. 23 21. 2 C 18. 1 C In 149y 123 0. 38 0. 36 12. 8 B VIP T 1782 305 0. 91 0. 17 36. 6 D 22. 6 C 5 606 0. 68 0. 40 13. 0 B 5D | 1693 218 0. 33 0. 13 21 . 4 C 17. 2 C l 1782 611 0. 07 0. 34 10. 0 B ] nLo,',pILtion Delay = 18. 9 (sec/veh) Intersection LOS = C - ' - - - '- - '-- .- '---' _-_------------------------- ----------- - 1rD [XI [R5[ClEON SUMMARY Centpr For Microcomputors In Transportation L\ n`vj ',4 (L W) kT 649 (N-S) RT 606 �` '` | y'.Lo !U File Name: 21TM30606. 1-1109 [/Uhvr 4 - 17-94 PM ['[AK ')ON 517[ ` , ===, . =", �==��` ,=, -===�� ===-�====��==��- `��-, ' | ["=uund | Upqtbound | Northbound | Southbound IL T k } L T R I T R I T K | 2 1 \ J. 1 | 1 J. 1 .L38 113 i 623 225 } 93 4351 186 ] 40 lane Wjdbh 112. 0 12. 0 112. 0 12. 01 12. 0 12. 0112. 0 12. 0 k| UR Vnl ', ! O | O \ O \ O ' - ' -- - ' --- ' ----- ' --------------------------------------------------- Wgn^l Operations )h.rx` comb3natzon 1 2 3 4 | 5 6 7 8 UD Loft; * ) NB Left }hro * | Thru * Ajqh x ^ | Right * |`pd� | Peds W; Loft x | SB Left * Thru | Thru * * Right * | Right Pedb | Peds ND Right X. | EB Right * SB Rzyht | WB Right * Gruen 1 /A 15A | Green 12A 8A Yu ( low/A-R 4 5 | Yellow/A-R 4 5 L"Si Time 3. 0 3, 0 | Lost Time 3. 0 3. 0 Cycle Lengths 70 bees�� _Phase_combination_order: _#1_#2_#5_#6___________ - - - - - - _ - -- _ --- Intersection Performance Summary lane Group: 0dj Sat v/c g/c Approach : III vmLs Cup Flow Ratio Ratio Delay LOS Delay LOS _____ _____ ___ _____ __.... LJ' L 1667 429 0. 83 0. 26 27. 6 D 24. 1 C [ 1755 451 0. 26 0. 26 13. 4 B Wb L 3229 784 0. 88 0. 24 27. 3 D 22. 6 C R 1492 639 0. 37 0. 43 8. 9 B ND T 1782 255 0. 38 0. 14 18. 0 C 16. 6 C k 1515 584 0. 78 0. 39 16. 3 C SD i 1693 314 0. 62 0. 19 22. 6 C 17. 1 C T 1782 662 0. 22 0. 37 9. 8 B } nLrru`rt / un Delay 20. 6 (sec/veh) Intersection LOS = C ' '-- '----- '---------------------------------- rs. :0:11, " ' " "; .f.) 'A U....It! 41 V !! -t,E.',G•"I; ';••1: .Z.', : " " " " ",-.;'.. .;A '. .. 7.: ...*; !.'; ! , '-,';'',•., '! : ..' t''',4,4."4 , ‘11 . .. " " , '1'1%, I e, •, . r•t,,?‘ ll f , ,trt+ ' •,!, , : 7 ,• 'r, " •,, ."•".,, . , ,.-,••' , .• •'• •I i k•„ . icinz:i -II vi'C: " " " " " " ::if: '„. :`, . . . .... .. .. .. .... .. ... . .. , . . .. . .. . t f • *f 4 4.f,.. ;4 , r-,•••I en i.. ,en „, .4 4... ..t . ; t•• 1 . I, 'i. < C ''11 < — t)r',f' ,r ...?;.;..A C t 2, CT .4, !:.,-...,,,•,„. ... c. ... r. 1 t“. 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AM PEAK O rl II R i H (7i,:ilic i EOFd. .. .� .. 2015 i:{f'CKGROUND & 100% SITE N T I.i Si..CI I ON TYPE nra CONTROL_ fill i1 GE C r I Ohi T Yr''i'_:, I - E NTE RSECT I:ON MAJOR i Nl E. T I)''RE:(:;T.l:ON I'IOi TH/SOU1 i-I EON rROi_ TYI.'I._ WESTBOUND:: STOP 311)i+I 1'r.n r• 1.C:: VOLUMES 1.L.1 1• - 27 0 G8 i I I"4U 0 491 87 WI G i"1 r 13 137 0 NUMBER or LANES I."Ii WI:{ NB SB L_itNI:_o 2 1 :1 PERCENT Ric;lrr 'rur-tirl CURB RAD:s:uc3 (ft) ACCELERATION LANE r;r:ADE.. ANGLE r-c)R RIGHT TURNS FOR RIGHT TURN WESIBOUHD 0. 00 90 20 ICI NORTHBOUND 0. 00 90 20 I`I ::,tit! rl II:()UHr.; 0. 00 90 20 ICI cFII:I.C;L C:CaI"11* : :1r1.t7h1 % SU TRUCKS % COMBINATION AND NV' S VEHICLES % MOTORCYCLES I (15 T L OUNx) WCS rx{OLJI 1D 5 0 0 NORTHBOUND COU I I IxsOUI'ID 2 0 0 (;ICJ T ].CAL OAF'S TGlx':UL_AR VALUES ADJUSTED s:CCHr D ETF. r-:I:1101._ (T'abJ.0 10--2) VALUE:: i�tx).J'U;:i'r'MEI'IT C;RJ:If IC;AL.. GAP MCNOR I': OI IT 5 W k. c t). 50 5. 50 0. 00 I'ir 011 I.r.l' iS Sx.< 5. 00 ::!. 00 0. 00 t.. 00 c! l:0 R WIT 6. 50 0. 00 0. 30 I.;DryH T I.1 YJ.N(.; .LNI ORI'IF;-; J.OH FI(m[: or T l lr: l.Lf S r/WE:nS T O rRELT QUAIL RUN NAM(. OF IMF IF NORTH/SOUTH STREET RI 606 DA i L' AHD r.El iL. OF THE ANALYSIS“ 09•'-23-1994 "y AN PL AK c 1I11 1; INFORMATION— . 2015 BACKGROUND & 100% siiE: t nrnt .L T (lHII) I..t.Vt:l_• or si ['MICE I•'r: qu• ::3 h'tJ T L hl i'i;;'runi_ FLOW- II(1L MOVEMENT SHARED RESERVE P.A T t._ cli"'f1C1. rY t:f-lr ncuy Cf1F'fl(:uy cnP(. C.l:l Y NO ' 'II M f v C pc pih) c (pc ph) c C pc phi) c (pc:ph) c: -:: c ._. v L_Cl SH R SH - - MINOR SMELT WI' I.E_f 1 %.'rj 338 311 311 28 C I:.f tii I T 14 63 563 563 !349 A 1iC3(ii 0TICEE.I SD LEFT 72 590 590 590 51.8 (1 .LI)LNI if C: i0 .I.NL tTRMAT CON t''ifli'if_ OF 1lHE EAST/WEST :3rl;f:C::"r. .. . .. .. „ QUAIL RUN i1(aIiC O • TilE NOR1 hl/SOUTI I STREET. . . . RT 606 Df;rt f11 1) TIME OF ri IL': ANALYSTS. . . . . 09--23 •-1`394 ; AN PEAK OIMF.R 1NIClf•MAl iON. . . . P015 BACKGROUND & 100% SITE 1I('i l C.R:31..C:T:[(]Na r<A!.jO ). )I ';h )`.)()• Y v h ), )r X h.)r h Y y(A )t M N ):X)(A X-X X A:)t)t)r dt i(X X it.Xt**)(-X**'X 1*****•)t••X ah(fit''•X X 9(X I(X 3(i( D1.1I 1 1 1 Y 111(3 :i 1-I1 Main I' I'01~I r'1.1 P i',`'11 i;t11+11 I,:l I(; `�1'I.I ?., h'it;+1('•1: :>TIt1_i_'T.. » .30 nv !I(.1UR T OUT(:1r _ .. .. a .. .. » r .. • » .. » » .. » • n1,1 r r');I.1.11 i1 r I t'i 1.. » r a a a ., a .I.150000 1 1',1.1 or Till:. r••!•i)S1 T.' r• ,•I" r" f.. .. .. .. .. .. .. .. QUAIL. RUN .1 11 11 CJI 1 !11.. I. t 1�1 1 '�1. ..l t a.. !�L L F;(1PI1_ t: 'WI. I IOR T I I,'3(. 1.i 1 I I ;3 T 1:1::1: 'i' 141. GOG NAM 01- t!IL ON( I ` 1'.. .. » a .. . . » » a . » » » • , » . 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I I l i 1 1,c('t1Gtc•t i.L)'1.1 L. .,w., . ` ' }J�M� S \ hH0Lil| D |XI[RSL MM0 C �lON SURY Cc:))ter For Microcomputers ln Transportation -......... =�='� ,�=============-�======�`' (F -W) RD A (N-S) RT 29 File Name: CF. HC9 0n`,k Typc: Othpr 4- 17-94 PM PEAK D0CK & 1OOX. SIT[ (CON[lNUOUS FLOW) | Westbound \ Northbound | Southbound R I T R | L 7 R �7O1 \ 2235 | 17O1 Wl/d �h 112. 0 1 12. 0 | 12. 0 O ! O �� ' ' ' ' ' _- -' '------ ' '' ------_'------------------------ --' ' � 3ignol Operatzons �ombjnatJ.on 1 2 3 4 | 5 6 7 8 » | NB Left `~ Th ,u | Thru * Right Kight Ppds Lp[ | SB Left -- �hru } Thru * RiUhL | Right / 7',d�, / Peds Rig|. t | EB Right kight | WB Right \ / �reux I | Green 6OA � 0 'R | Yellow/A-R 5 ' L limu 3. O | Lost Time 3. O Cycle Lnngth : 120 secs Phas-e combination order: #1 #5 � ............... In�er�ecLion Performance Summary Lavo Urou|.: 0dj Sat v/c g/c Approach : ' IT!v ill t1. Cap Flow Ratio Ratio Delay LOS Delay LOS _ ' . ' '-- ' ---- ----- ----- --- ....-...-.... -' - 2632 1141 0. 53 0. 43 19. 4 C 26. 2 D ` R 2 3P 1141 O. 94 0. 43 30. 0 D U!", T 5265 2720 0. 95 O. 32 23. 2 C 23. 2 C 272O 0. 72 0. 52 15. 1 C 15. 1 C I.`"'o/ i, `�i ' un Dclay = 21. 4 (sec veh) Intersection LOS = C . ' ' - - '----------------------------------__ ^ / / - ` ` S ! b|k ZiD mOmSLC[ iO|| S]MMmY Cu"ter Fur MiLrocumpuLers In Transportation (L W/ M -S) R7 29 L . i|| File Name: CF^ ||C9 lyp�' ; Uihpr 4-17- 94 AM PEAK �u..".p�.�. MW MCK n 00% MT[ (CONT{HUOUS FLOW) | Fastbouxd } Westbound | Northbound | Southbuund .7 k I T R I T R I T k | 2 3 | 3 | 996 1113 | 297C 112. 0 12. 0 | 12. 0 K70|. Mn | ! | O | � �� ' '- ' ' - -' '-' '---- - ' ' ' ----- -- ----' -------' ---' n~ Siqoai UperoMni, �.m:bj nu Lion 1 2 3 4 | 5 6 7 8 |I ic '|' | NB Left * - T|` ru | Thru * Q ;`� � . | Right ` !''d^. | Peds W8 \ , [� \ SB Left 1|. /L, | Thru * kzyh / | Right / ;ed� I Peds |M Kiq|' | EB RiOht ;D kiyU. | WB Right \ G . oc1. | Green 80A JOA ~ Yvlow/0-R ! Yellow/A-R 5 5 Lo ./. li`.� ! Lost Time 3. 0 3. 0 ` Cyc] c length : 120 secs Phase combination order: #6 #5 - - --- ' .- -------------------------------------- Intersectzun Performancu Summary Lane Group: AJj Sat v/c g/c Approach : MvmLn Cap Flow Ratio Ratio Delay LOS Delay LOS ' - ' - . -_ '- - '--- ----- _---- --- ----- --- ~ ND L 3229 861 1. 28 0.27 * * * * F 5P63 0398 0. 36 0. 68 5. 2 B by T 3263 3598 0. 9V 0. 68 16. 0 C 16. 0 C M»zowculon DOlay « (s`/c/vch) Intersection LOS = * ' « Del.iy and LOS not meaningful when any v/c is greater than 1. 2 . ' ' �-- ------------------------------------------ ' ' _ ` ` (' 1.0H01 iZLD 1H /|]/SLC'llUN S1.11MM0RY / Crxipr [ or MirrucumpuLerl, Io Trant�porLatiun W) (N S} RT 29 File Namc: CF. HC9 OUhpr 4' 17-94 AM PEAK NICK J 100X IT[ (CUNTINUOUS FLOW) , | La�tbouod | Wp`,tbound | Northbound i SouLhhnund | L l R I 7 R I T. R I T k " ` ' i - ' —' - ---- | ---- ---- ---- ! ---- - ' ' } 2 3 } | 996 1113 | -'76 dU/ | / 112. 0 12. 0 | 12. 0 |. ' N V. ` '' ' ' - --' -' ' - '- -----......'—'....' - 1 O|xorat/ons ` »m|' / nai�oo 1 2 3 4 | 5 } NB Le [t « Thru * RJglit | Ped� | SB Le [t Thru * Right ^ Ped� | EB Right |'�/ ills L | WD Rj.ght | Green 6OA 50A n. ! Yellow/A-R 5 5 | Lost Time 3. O 3. 0 1PO combinatiun order: 146 05 Io pf. L'c�J.un Performance Summary / L,Ixc Cruup: Adj Sat v/c g/c Approach : �vmi' Cap Flow Ratzo Ratio Delay LOS Delay LOS "l' i 3229 1 399 0. 79 0. 43 24. 4 C 17. 7 C 2720 O. 47 0. 52 12. 1 B 70P0 �627 0. 95 O. 52 22. 0 C 22. 0 C �O. cc/veh) Intersection LOS = C � ' ` ' -~ ` ` -- iK | [k9= 10H SUMMARY Fo/ Microcomputers In Transportation 1 {E ' W} (M-S) RT 29 M.` iy ^L. 01 File Name: CF. HC9 ` q . . . /pp . Mht / 4-17' 94 PM PEAK ,`CiU 8O= A iIC% S} T[ (COUTINUOU3 FLOW) :=='-, . -,`' , , , ,'- A ====" ' ==,A-' , =`. | East,bouxd ) Wostbound I Northbound | Southhound ' � L T R I T R I T R I T R ' | | - ' - '' ' -' | ---- ---- ---- | ---- -- - -- 3 | 357 2235 | 1701 Lana Wid Uh } ! 112. 0 12. 0 | 12. 0 , k7Uk Vu1v | O | O _ _ _ - ____ _ ______ _ __________ _____ _____________________________ Sjgnal Operations Maio combination 1 2 3 4 | 5 6 7 8 !'8 Loft. | NB Left * ' Thru | Thru * ' Q / 4iL . | Right \ PpV, | Pods W}, Lu / L | SB Left Thru | Thru * Right, ' | Right / :'ud , | Peds H8 8iyh | EB Right SD Right | WB Right [/ n`"n | Green 70A 40A _ Y�ll:w/0 R | Yellow/A-R 5 5 | o',L 11mp | Lost Time 3. 0 3. 0 � Cyci0 iu/yth : 120 secs Mane cumbu"aUon order: #6 #5 _ __ -____________________________________ Inte,section Performance Summary . L^ne Group; 0dj Sat v/c g/c Approach : Mv III L`, C^p [ luw Ratio Ratio Delay LOS Delay LOS ----- ----- --- ---- - --' 3229 J 1 3O 0. 35 0. 35 22. O C 14. 5 B � 5265 3131 0. 82 O. 60 13. 3 B nl' 7 0263 3159 0. 62 O. GO 10. 1 B 10. 1 D - ioL��/ �,ectiun Duluy ' 12. / (sec/veh) Intersection LOS = B - -- ' - ' '-- -- ' ' --' ----' ------------------------------------- ' � .� ! ('}Kl| | XD iH[|lPSLCT (UN SUMM0RY C,ntor For MicrucnmpuLurn In Transportation .,Lropi'.: (FW) (N 'S) RT 29 ) 0.''. 1y.'1 . lN File Name; CF. HC9 .� .`� , lyyp: Ut|/Lr 4' 17' 94 AM PEAK 5 BACK A 80% WTUr (CONTINUOUS FLOW) - , = ` - . - ` 0-=-, ' ' ='=' , %' ,=="=======,==-��=`. ' , �~ | Lastbound i Wostbound | Northbound | Suxthbound R I T R I T R | L T k | 2 3 | 3 Yn | 'm | 790 1113 | 2976 L^or Width | | 112. 0 12. 0 | 12. 0 00111 V,']', ! | | O | O �= - ' ' -- ' -------' --- -------_----_- ------------------- ' -- ' - . Signal Operations |'h.`np cumbwation 1 2 3 4 | 5 6 7 8 ' LJ \.v [t | NB Left * ` Thw | Thru * , 10 i /ih t' | Right \ ^ ' /'e0. | Pod .' W8 \., ft | SB Left l[k/ u | Thru * . ` Ri q|. ' \ Right pu&� | Peds NU K | qht |EB Right SB XLyhL. | WB Right Crcnn | Green 76A 35A Yuilow/0' k ! Yellow/A-R 5 4 | osi. Tim, | Lost Time 3. 0 3. 0 ` Cyclv Length : 120 secs Pha+e combination order: 06 05 -- - -- - -- - - - '------------ '-------------------_------- lnto,oeciion Performance Summary ' Lane Group: Adj Sat v/c g/c Approach : �}vmi '. Cap F] ow kawo Ratio Delay LOS Delay LOS 3EP9 969 0. 90 0. 30 38. 9 D 19. 5 C 1 263 3422 0. 38 0. 65 6. 3 B ~ 1,17", T LP C,5 3422 1. 01 0. 65 25. 1 D 25. 1 D r_.p� i, Lox Intersection LOS = C ________________________________________ � / ` I ,- .. ..... . . , . . , '... .....ii i.l l•t•1.:1 «} 1.l i I i i.t 1 1..4 U 1 I,a 4• ..t.i I, (1'1 ...i) R ,.':i `^1. ;7.; 1 r L. t ilitl .. t.. i'1.-., ., _ . .; I:. .il. ''' `34 r m 1'I..it1: i. 1.. ' ' Til. iJ,_ ,!.I ., .,t; ', I;a:r: Lli IV7./t.11 L. ].t•_.. r. -r• r . 1 - . - ...... , ; 1 2 .. 1 r+ 2•.3L 1 • i Li � L1i..L_w J 1 �:. i . u V r , 1 1 +5 . , •.. . ....... .. .1 i 1 1.. I t.t u.I.tJ i�i t.a ;i}1 1'II,i, i i i .•il i L» ..`, 4 1 '1 {r G •• lr ' . . ,• �, 1 �'i L� i_�J � x I i Ii rLt )'• li ,' — . I i''L?Li is , 1 `(1i rLl ]: ' 1 1LL4I. L I �`L?d w : ... . , 11L I14D (;:iki111; G 0 Pe f 1 i_L;::}G ;1.i]Ii•? ,:s. 0 ,::. 0 . ; : , ; i,:i L11 . ] ,:_,- _}t.'.. . i'i,..t'}t' L:L1 Ili 1.,J.7i<AL7.L)'i7 (.)rLi!»r 415 $$l.: ,',; , : , L ; i1,1 1'`t. i '1 Lyi,J.-Alice S ii]mc't•ry 1. .. Lt : •..1i..1W RccL.i Li Rat, i.c Delay L..CI8 L`•;.••i. ty :..;:1' C .. ., r. .r i \ I. ,1 L 2 1. I.-31 ' . , L ! lJ, 0. !7 1 0. r,.i 2 1-4. r3 11 1 4. ') '• i .. ' . •• .1_ .:1 .i- . ,•y2 .. • , AIk . .r ". . .`\ .' Jt_III .L 114t_ 1 JL't_ „.Lvil L t..:..) 1, I APPENDIX E: � 2015 Highway Capacity Analysis Worksheets (Meadowcreek Parkway - Western Alignment) 1 HCM: SIGNALIZED INTERSECTION SUMMARY Center For Microcomputers In Transportation Streets: (E-W) RT 649 (N-S) RT 29 Analyst: TN File Name: A.HC9 Area Type: Other 4-17-94 AM PEAK t:c,n,r,;on-I ;• ;: 0 i.I.. ltt.l(;N,(aRC)tJI' D • I 1.c\,,t.bound I Wet.;t;Ito(_(nd I Northbound I Sou 1.Th bound I I T R I I I F< 1 L. T R I L T F; I 1 .. I _.. 1 :.I e a,. I .:i 7 t.' ' r' f' 1 r:' • r.' :1. I i' a. 1 i' 3 tr' i (,),•10 7 I 1 J.6 49 I 1,.:.42 1. ;5 157 1 1:16 662 50 1 15 7 2 6 9.•> I .In(a Wtdi.:11 112. 0 12.. 0 112.. O .I.i:'.. 0 J2.. 0112. 0 1.2. 0 12. 011.2. 0 12. 0 1 1Ui; 'Jo I 01 01 0I 80 Si 11n.t 1 ()Lycra L.(.ons I'llev,,.e r(:'rn ) nal:J on 1 2 3 4 1 S 6 7 8 E I, I.o 1 I, r I NB Le•F t * 1 h rt! it • I Thi u it r i11.. I. I Right I'(.•tl,, I I:!ecls i,;l; 1 <} I I, a( I SB Le 1. * f I+ r(t •r. I Thru +t I. I0 ;.: I F :i1117.E hl t; I i i r11 I: x 1 I•::Ft F{.i.i)I•t•t; bil Ri 11h1. I W13 Ftii.iht if.- 0 i ::,(,) .'t)ri I (�A 1 Green :l;°;A 66A Y',J.J.uw/0 R 5 ::; IYe.I.lowlAl--R 4 E5 I o<:t. 1" t m<•- 3., 0 :i., t; ! Lost Time 3. 0 3. 0 ( yt:.1 o : o)1t.1 Lh :: 1 30 :,cat Phase..? combination orde?T•: 01. ##2 ##Li 06 'F iIto r :.}cat:•1. ion Per•iovmnnc'e Summary I ant' Group : ' cij 0aL v I c 17/c ApproacL : Mvmt:�: Cr(10 1:'low Rat 10 F<,.tL-i.o Delay I._OS Delay L.06 1 :rti I 3229 546 0. 2G 0. :L7 35.. 5 0 i 5. 4 l) i .35I0 ,3P.4 0.. 1.7 0. 09 ;35. 2 D kW t ;5 2 P9 54e6 1.. 1.0 0. 17 J.04. 9 F '76. 6 I:: i ..3;_< 1.0 ,324 0,. GO 0. 09 38. 4 D I•; 1 492 ?P.J 0. 51. O. L:'.2. ,30. 1. D LI"; I 32;" 3937 0. ..32 0., 12 ;39. 7 D :14. 6 B I 526 5 2754 0.. 28 0. 52 11.. 2 B I< 1 4+'U;) I.0,3.5 O.. 05 O. 69 4.. :I. (1 <ri+ I. 3pp9 397 O. 44 0. :1.2 40. 6 E i . 8 t I. '.;P,'•„ t?7:,4 .I... 1.,3 0. 52 77. 7 F 1 1(.c,r;>f'':I. t (,r•, Dr, 1 ay =• .,4+. c' ii;pc:/veI.7) Intersection L-OS = F "i ]()NA} ilFD | NlLRS| CT [ON SUMMARY Ceme, Fop Microcomputers In Transportation ' - ,,'z Wrppt',: (F -W) K7 649 (N-S) RT 29 Av.. } y'`\: / N File Name: A, HC� 0n`" ly|`r; Oihpr 4' 17-94 PM PEAK Comm'`nt,: 2015 DACK()RUUND " =, ' ==- 'A =, A-=�=,., �==�-==========�===,====-====- ===' | Fastbound | Westbound | Northbound } Southhound | | T K | L T R I T R I T R | ---' - | -- - '-- ---- | ---- ---- ---- | ---- ---- --- No. | anp', 112 2 / 2 2 1 i 2 3 1 | p 3 Vv ! /mp', ( ] 96 /9 | p88 236 3501 199 1358 991 125 1431 iav° WjdLh 112. 0 12. 0 112. 0 12. 0 12. 0112. 0 12. 0 12. 0112. 0 12. 0 kTUK Vol " I O | O | O | 80 ' -' - -- - ---' ------------------'------------------------------ SiQnal Operations vhOW c0mhLnat3on 1 2 3 4 | 5 6 / 8 | {� � '' ( |' » . | NB Left * T|` o` | 7hru * kI /|hi | Right * |nod' ` | ['eds Wk Lott, x | SB Left * lhru * | Thru * ktqhL * | Right ['od� | Peds HD kighl, a | EB Right 6B Right | WB Right * Cn`en 20A 14A | Green 20A 57A Yp1low/A-R 5 'Zi iYellow/A-R 4 5 Lost, Tzmp 3, 0 3. 0 | Lost Time 3. 0 3. 0 Cycle ipogLh : 130 secs Phase combination order: #1 #2 #5 #6 -- ' -- '----- - -'---- -'-------------------- ------------ Intprsection Performance Summary L'vv^ Oroup: Adj Sat v/c g/c Approach : Mvmto Cap Flow Ratio Ratio Delay LOS Delay LOS - - '- - --- ---- ----- ----- ----- --- ----- --.... E8 | 3229 546 0. 40 0. 17 36. 8 D 35. 7 D � .�b10 432 0. 20 0. 12 33. 1 D 3227 346 0. 58 0. 17 39. 0 D 38. 1 D 7 3510 432 0. 60 0. 12 36. 3 D R 1492 425 0. 87 0. 28 38. 6 D NB L 3�29 322 0. 42 0. 16 37. 6 D 19. 8 C l 5265 P390 0. 66 0. 45 18. 3 C R 1452 930 0. 11 0. 62 6. 4 B SD L 3229 522 0. 27 0. 16 36. 4 D 20. 2 C 7 5p65 39O 0. 69 0. 45 18. 8 C |oLp/�,priion Way = 24. 4 (sec/veh) Intersection LOS = C __________________________________ _ 1NmS[CllON SUMMAkY Center For Microcomputers In Transportation i Poo(',/ (F -W) R7 G4'/ (M-S) RT 29 Ano ! y- L: I!-,i File Name: A. HC9 Awn (yPe: Other 4-17-94 AM PEAK /`ormunW AO| W D0CKURUUHD & i00% S[TE I [onLbound | Wuqtbound | Northbound | Suuthbnund I l R I l R ' | L T k | - '- ---- -- - | --- ' ' | ---- ---- ---- | ---- ---- --' Ho. Lanes | 2 2 | 2 2 1 | 2 3 1 1 2 3 Volump', | 116 / i | 542 300 1571 789 1658 501 157 2872 | anv WidUh / 12. 0 12. 0 112. 0 12. 0 12. 0112. 0 12. 0 12. 0112. 0 12. 0 klUk Vnlb | O } O | O | 80 '--' ---------' ------------------------------------------------------- 3iqnal Operations |'|/abp rom!unatLon 1 2 3 4 | 5 6 7 8 FP iu [!' v . ! NB Left * * lhru * | Thru * * R / qhL | Right * * Peds Wl^ Lpft « | SB Left * Thru * | Thru « |<iqhL « | Right Peds | Peds NB Riqht * | EB Right BB kjVht | WB Right * Grepo i60 9A \ Green 9A 20A 541-1 Yel] ow/A-R 4 5 } Yellow/A-R 4 4 5 | o`.y l / mp 3. 0 3. 0 | Lost Time 3. 0 3. 0 3. 0 Cyc] p Lenqth : 130 secs Phase combination order: #1 HE #5 #6 #7 ' '' - '-----------'------ '-------------- ---------' - lntersection Performance Summary Lane Group: 0dJ Sat v/c g/c Approach : MvmtS Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ----- --- ----- / 3229 422 0. 30 0. 13 39. 0 D 40. 3 E T 3510 p')/ 0. 27 0. 08 42. 5 E � WB \ 3229 422 1. 42 0. 13 * * * * ^ 7 W10 297 1. 12 0. 08 130. 0 F K 1492 241 0. 68 0. 16 44. 3 E 1,18 L. 13V29 770 1. 13 0. 24 114. 3 F 43. 0 E 7 5265 3240 0. 59 0. 62 11. 7 B K 149P Ii13 0. 05 0. 75 3. 3 A SD L J229 248 0. 70 0. 08 50. 1 E * * [ 5265 P268 1 . 47 0. 43 * * | nLpn,n`� inn Dp] ay ` « (qpc/veh) Intersection LOS = * » De] ay and LOS nnL meaoznyful when any v/c is greater than 1. 2 - - - ---- ----------------------------------------------------------------- ' ||CM: S \ ()H0i [/[D ! Nl[R5|lCl [UN SUMMARY Center Fop Microcomputers In lransportation ' `, '' M ` ' ' ' StoppLo: (F-W) Rl 649 (N-S) RT 29 oiA | you: / N File Name: A. HC9 0n`a |ype: ULher 4-17-94 PM PEAK /'w.'mp``i : P015 D0CKMUUHD & i00% S [TE �==V, - =' `=="` , -, =====,,.======= -��==� | | '��tbound | We�Lbound | Northbound | Southhound | | } R | L 7 K | L T R I T R '--' | ---- ---- ---- i ---- -- ' ' - .' ' |'o. | '111or` i 2 2 | P 2 1 | 2 3 1 | 2 3 Vnium,` | 19(, POO i 288 281 3501 440 1715 991 125 1788 | a./» Width i / p. O U. 0 112. 0 12. 0 12. 0112. 0 12. 0 12. 0112. 0 1P. O »y Vo | ` i n | Oi O | 80 ---------- ' � ----- -------- --------- ------------------ ----- Signal UperaLzons }/hasp con/`/natjon 1 3 4 | 5 6 7 8 |'D L, / 1, * . | NB Left * * lhro * | Thru * * KiqhL | Right * * Ppd� Peds WD ip [1" x < SB Left * � 7hru « | Thru * * Right, * | Right ['uds | Peds HD |dUhk, * | EB Right Sl/ kjqkt } WB Right * (/n`,0 22A 14A | Green 20A 15A 37A Yp | | ow/0 'R 4 5 | Yellow/A-R 4 4 5 1o�t l ` off, J. O 3. 0 Most Time 3. 0 3. 0 3. 0 Cyv] e length : 130 secs Phase combination order: #1 02 05 06 07 _ ___ _- - _____ _ ________________________________________ Intersection Performance Summary Lan, Uruup: AdJ Sat v/c g/c Approach : Mvmb. Cap Flow Ratio Ratio Delay LOS Delay LOS '-- ' ---- - -...............- ----- ----- ----- --- ----- --- [l� L 3229 571 0. 38 0. 18 36. 1 D 35. 6 D T J51O 4132 0. 51 0. 12 35. 2 D W1.4 L 3PP9 571 0. 56 0. 18 38. 0 D 38. 5 D l 135iO 432 0. 72 0. 12 38. 8 D k 1492 4P5 0. 87 0. 28 38. 6 D N{' i 3y21 522 0. 83 0. 31 39. 1 D 25. 0 D l 5265 P349 0. 85 0. 45 22. 5 C R 1492 91,30 0. 11 0. 62 6. 4 B -D L 3229 5PP 0. 27 0. 16 36. 4 D 24. 6 C T 1:;265 2349 0. 88 0. 45 23. 9 C | ntprsection Delay 27. 8 (spc/veh) Intersection LOS = D ----- -- -- __________________________________________ |K�M: SiSHA|JlFD mwS[C [lON SUMMARY CpnLcr For Microcomputers In Transportation SLrpvis: ([-W) rt 649 (N-S) rd B 0na} ysL: [tn File Name: 2AM25649. HC9 Aroa lype: Uthpr 4-18-94 Am peak [ '/mmpvL: 200 hack 8 100% SITE } [asLbound | Westbound | Northbound | Southbound | L T R | L T R I T R I T R ---- | - '-- ---- ---- | ---- ---- ---- | ---- ---- -_'- Nn. ianob } ] 2 | 2 | | 2 1 Volumes | 100 1312 | 573 \ | 143 18 L.ox` Width 112. 0 12. 0 | 12. 0 | 112. 0 12. 0 k [Uk Vol ~ | O | of \ O -- ------- ' ' '----' ------------------------------------------ S/yoa] Operations |'h.v,p combination 1 2 3 4 | 5 6 7 8 \ B ip [t » ^ | NB Left lhru * « / Thru k / Vhl- > Right p,W | Peds V» | p [t | SB Left * lhru « | Thru RzghL Right * Ped� | Peds . HP RLght. | EB Right S6 Rjyht « | WB Right Gruen p3A 21A | Green 31A Yui1nw/0-R 5 5 | Yellow/A-R 5 Lost 7jmp 3. 0 3, O | Lost Time 3. 0 Cyrlp Lenyth : 90 secs Phase combination order: #1 #2 #5 _ _-_ __ _________ _ _______________________________________________ lntvr',oction Performance Summary Lane Urnup: Adj Sat v/c g/c Approach : MvmLS Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ----- --- ----- [l1 1 1667 463 0. 23 0. 28 19. 1 C 10. 6 D [ 35C4 ?020 0. 72 0. 57 10. 0 B WD 7 3564 911 0. 69 0. 26 21. 0 C 21. 0 C SP } p632 965 0. 16 0. 37 14. 6 B 13. 4 B k 149P 962 0. 02 0. 64 3. 7 A 1nterwrctzon Delay = i3. 6 (sec/veh) Intersection LOS = B ' - ' ---- '------------------------------------------------------------- iwH [GHAi [Z[ D [HF[RS! (.7 [UN SUMMARY CpnLer For Mirrocomputers ] n Transportation 81n^vM (F ' W) rt 649 (N-S) rd B Avaiy^,L: 70x File Name: 2AM25649. HC9 Arpa lypp: Mhpr 4-18-94 Pm peak Comment : 20M bad' & 100% SIT[ | Lantbnund | Westbound | Northbound | Southbound } | T R I l R I T R I T R ! - ' '- ' ' - ' | -- -- ---- ---- \ ---- ---- ---- } ---- ---- -- -- Hu. Lanoa | 1 2 } 2 | | 2 1 Volump, | 36 1034 \ 667 | | 776 97 Lanp WidL-h 112. 0 12. O ( 12. 0 | 112. 0 12. 0 RTUR Vols | Ol O | ( O ---'------------------------------------------------------------------- Signal Operations [lase combznat3on 1 2 3 4 i 5 6 7 8 [� | u [t » ^ | NB Left Thru * * | Thru Right; ! Right Ped� I Peds WD L`` [t | SB Left « lhru * | Thru Right } Right * Ped , | Peds HD Right | EB Right SB Right * | WB Right Grupn 13A 24A | Green 38A Ye] luw/A-R 5 5 | Yellow/A-R 5 iu',% Time 3. 0 3, 0 | Lost Time 3. 0 Cyc] p Length : 90 secs Phase combination order: 01 02 05 ' ' - ' - ------- '- '-- ' --- '-------------------------------------------- Internection Performance Summary Lanu Group: 0dj Sat v/c g/c Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ' - ' ---' ' ''---- ----- ----- ----- --- ----- --- |'D i 1667 278 0. 14 0. 17 24. 3 C 12. 1 B \ 35G4 1742 0. 66 0. 49 11. 7 B WE T 3564 1030 0. 72 0. 29 20. 0 C 20. 0 C SB L 2632 1170 0. 73 0. 44 17. 4 C 16. 0 C R 1492 912 0. 11 0. 61 4. 7 A 7nter,ection Delay = 15. 4 (sec/veh) Intersection LOS = C ' . - ------------------------------------------------------------------ ' |}/`H; SD/NAimD [Nl[kSFCTlON SUMMA|<Y Center For Mjcrocnmputerb In Transportation Mrp.'\ ',L ([ -W) RT 649 (N-S) RT 606 An" iynt,: IN File Name: 2PM30606. HC9 0/ pa 7ype: UUher 4-17-94 aM PEAK � ./mmpnL: 2015 BACK | > .r,Uboond | Wnqtbound | Northbound | Southbound ) | T k } L T k IL T R I T R { } -- -'- ' --- i ---- ---- ---- | ---- ---- -'-- No. Lan/'s | ] 1 | 2 Vn \ u | | JC 3/4 | 346 221 | 152 M | 694 3 26 L.ox` Width 112. 0 12. 0 112. 0 12. 01 12. 0 112. 0 12. 0 |< IOR Vol ^, | O | O | O | O ----- -- --------- ----------------------------------------- Myna] Operations |`h.v`Y comhin.`iion 1 ? . J 4 | 5 6 7 8 1 >' | r / | x | NB Left M / c * | Thru « � k / U|`t | Right 140, | Peds WY I ( t » | SB Left H. 7hru | Thru * * Ri4hL » | Right Pod'. | Peds H8 R . yh ; | EB Right * SD R1ght | WB Right * lOA 180 | Green 17A 70 `.'o} | ow/0' K 4 3 | Yellow/A-R 4 5 | uOL limp 3. 0 3. 0 Most Time 3. 0 3. 0 (yr | p ipnyth : 70 secs Phasv combination order: #1 #2 #5 #6 . ' --------------------------------------- InLpispction Pvr [ormancp Summary Lano Uroup: Adj Sat v/c g/c Approach : MvmL`, Cap Flow Ratio Ratio Delay LOS Delay LOS _____ ___ _____ | � } i693 266 0. 54 0. 16 22. 3 C 19. 9 C ! i782 b09 0, 77 0. 29 19. 1 (11 WD L 3279 515 0. 74 0. 16 25. 3 D 17. 9 C R 1515 822 0. 28 0. 54 5. 6 B NM l 1782 229 0. 70 0. 13 24. 0 C 24. 0 C 13111 | 3 If?79 843 0. 91 0. 26 29. 2 D 23. 1 C l 1782 764 0. 45 0. 43 9. 4 B Dp % ? k1 (soc/veh) Intersection LOS = C __ _ _ __________________________________________ - � |TM: 51 ('N0ilZiD 1NEk6iC71ON SUMMARY Con4`r For MicrocnmpuLur% In Transportation M k'49 (N-S) RT 606 An., |yM : lN Filn Name: 2PM306O6. HC9 0/ Lo rypQ4 Uwor 4-17 -94 PM PEAK [ommpv\ : /0 ) k BOCK ! Lbuuv6 1 WusLbound | Northbound ! Southbound ( � 7 K IL T R I T R I T R | | - ' -- -- | ---- ---- ---- I ---- - -' -- | P } | 1 1 2 1 '�olump', I ,,/5 8b 1 397 1 /01 30 | 616 832 | "n'` Width | | P. O 1p. 0 112. 0 12. 01 1P. 0 112. 0 12. 0 kl0< Vol, ( 01 01 O | O ' ' -' -- ' ----------------' ---------------------------------------' ' --- Stynal Operations Maw cumbinat3on 1 2 3 4 | 5 6 7 8 M i'fL H. . | NB Left ThVu * | Thru * kIqht * } Right [od'. | Peds WD Loft « | SB Left H. lhru | Thru * * R1q}/t X. | Right Peds | Peds HD Rj /iht ! EB Right A. SB RiUht | WB Right * Grepn 14A 80 ! Green 20A 10A ye Iow/A' R 4 5 | Yellow/A-R 4 5 | o�L l /m.` J, C) Most Time 3. 0 3. 0 Cyr } p Lungth : 70 secs Phase combination order: #1 #2 05 #6 � - ' - - ' - - ' -- - - ------------------------------------------------ loturwection Performance Summary Lono Group: 0dj Sat v/c g/c Approach : Mvmis Cap Flow Ratio Ratio Delay LOS Delay LOS '--' ' ' - ' - -----' ----- ----- ----- --- ----- --- EB i 1693 363 0. 74 0. 21 24. 8 C 23. 1 C T 178P 255 0. 35 0. 14 17. 8 C WT! \ 3279 703 0. 62 0. 21 20. 2 C 16. 7 C k 1515 6/1 0.27 0. 44 8. 0 B NB l 1782 305 0. 17 0. 17 16. 0 C 16. 0 C SB L 984 0. 69 0. 30 17. 9 C 20. 7 C l 1782 916 0. 96 O. 51 22. 9 C ] ntvr�ertnnI Dplay = 20. 0 (�(.-,c/veh) Intersection LOS = C --------------------' ------------------------------------------- _� {HT[|(SLCTlUN SUMMARY Cpntpr For Micrucomputers In Transportation Stn`eLo; M-W) RT G49 (N-S) RT 606 - /\^u | y',Q lN File Name: 2PM30606. HC9 Pn`a lypp: Other 4-17-94 aM PEAK (v'mw,vL: POW BACK 8 100% ujLe ( [a�tbound } Wu`,Lbound | Northbound | Southbuuod � | 7 k I T R I T R I T R '- . --. - - | ---- ---- ---- � ---- ---- ' -- Ho. i .o�c�. | 1 1 | 2 i | 1 \ | 2 1 Vo \ omvs | ins 3 /4 > 364 2211 202 | 703 326 | 1/1(` Wu! Uh 112. 0 12. 0 112. 0 1p. 01 12. 0 112. 0 12. 0 R10k «u \ '. / O \ 01 01 O __ _ ___ ____________________________________________________ Siqnal Operations i`|`«» cumbznaLiun 1 2 ^ J 4 | 5 6 7 8 1.8 \.e ( :. » | NB Left 7hru * | Thru * Right X. ( Right Ped� | Peds WB Icft X. | SB Left * Thru | Thru * * R i q h t « \ Right Peds | Peds ND R/qh � IEB Right * M kLyht | WB Right * Green 10A 16A | Green 17A 9A Yellow/A-R 4 5 | Yellow/A-R 4 5 took vime 3. 0 3. 0 Most Time 3. 0 3. 0 Cycle Length : 70 secs Phase combination order: 01 02 05 06 '---- ' '- '---------------------------------------- Intorsection Performance Summary Lane Group: Adj Sat v/c g/c Approach : Mvmtb Cap Flow Ratio Ratio Delay LOS Delay LOS -- ' - ---- ------- ----- ----- ----- --- ----- --.... EB i 1693 266 0. 53 0. 16 22. 3 C 24. 3 C T 1782 458 0. 86 0. 26 25. 0 D WD L 3P79 515 0. 78 0. 16 26. 8 D 19. 3 C R 1515 779 0. 30 0. 51 6. 4 B NB T 1782 280 0. 78 0. 16 24. 9 C 24. 9 C S� i 3279 843 0. 92 0. 26 30. 3 D 23. 6 C 7 1782 815 0. 42 0. 46 8. 4 B /ni'rspcLion Delay 22. 8 (sec/veh) Intersection LOS = C - - -' --' ' ----------- '-------------------------------- ------------ | |SNN {liD \ HTFRSLC[JON 3U}1MAKY Center For Microcomputers In Transportation StreptL: (E-W) RT 649 (N-S) RT 606 /\na] yMn lN File Name: 2PM30606. HC9 0re^ Type: Mpr 4-17-94 PM PEAK ComnoM; POLO 80CK & \ 00% ',ite _=W, 1�=M==M===wx�, _ ��, �� | [c.U`'xo/d | Westbuund | Northbound \ Southbound ii T R I T R I T R I T R � ' - ' - | -'' ' '-- -' ' | ---- ---- ---- | ---- ---- '--- V.)lum 8'' | 494 1701 68 | 665 832 |,om Width 112. 0 12. 0 112. 0 12. 01 12. 0 112. 0 12. 0 RTOR Vols | 01 O | O ! O ' -'-- -' ---' ----------------- '---------' ------------------------------ Siqnal Operations |'ha',» romhznaliun 1 2 ^ 3 4 | 5 6 7 8 LYi Le I, * | NB Left lhru * | Thru * R / ght x | Right ['eds | Peds WD | p | t x | SB Left * Thru | Thru * * Right, » | Right Ppds | Peds ND Night | EB Right * M Right | WB Right * Growl 14A 8A | Green 20A 10A Yellow/A-R 4 5 | Yellow/A-R 4 5 \.ost lime 3. 0 3. 0 !Lost Time 3. 0 3. 0 Cycle Lnngth : 70 secs Phase combination order: 01 02 05 #6 ' -' --- ' � ------------------------------------------- JntersecLion Performance Summary | ^ne U,uup: AdJ Sat v/r g/c Approach : MvIII L� Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ----- --- ----- } l� | 1693 363 0. 74 0. 21 24. 8 C 23. 1 C � 178P �55 0. 35 0. 14 17. 8 (11 W� L 3279 703 0. 78 0. 21 23. 5 C 19. 7 C k 1315 C71 0. 27 0. 44 8. 0 B ND l 1 305 0. 24 0. 17 16. 2 C 16. 2 C S8 | 3y /1 1)84 0. 73 0. 30 19. 0 C 21. 1 C 7 1782 916 0. 96 0. 51 22. 9 C / oo 0pla 20. 9 Intersection LOS = C _ - ____ __ _ ______ _ __ __ ___________________________________________ ' L... .c _ 11l:lUi:td i..,..._ Ali I d11wr..;.ctt.L , r✓. -. .. s. is Ji nrl ...rrA • `. l.I . T .:.4J .12.0 12.0 C l! G u.. .. Lr.:: .... .. .-. — I . . E. l u I Y. y . • .....I_i,. : 7 J .YCAlilrli•A-', 4 J .._... .r., v,u i,...u.,: r.bE 3.0 3.0 r q n• i.,._ .._ ,y: _. -0. 4 �.:c...e CGLL.��r,...., uiJE'i: n oa n.c 1 DE, .A. . ._4L 4 a •. i471: LI rui::,.%i..t J lodiciI)' r r.,. y Approach: .141.0 .Cr.. L.Aul _uu :iEitt} ,_01 .. •.... .. . 1:.3 a 12.3 i _ _.. .•1.` A7.? ..?.? ., .tlt•. 4a1.11:1Gn ..uv •.. I, 1.1.1...- ..•....1..e.,._,_ .1. .1.15p01i;IG.:1, la/f. • ... _ .. a ..., 1, 1 ._ .. .. . ram.. _ 1 u_ ...._..1411.. Y Y - .- .t _ ! A 1 .. • 1 . . • . 1 1 . 2 �.�.. ._.. .:.G I12.0 12 1.•J I i aI v^ ...yiig.1 Ci .,L..., a_ __ ..ifitSY r.u.i . - '! Y TI. x l , . �b- ' _ i ....u1., f _ ... ....... A Tr. - 1 F G •. , rus .y 1, .. .,tn ^^e . .. : ... _.•• a 1 l ...n :/,.. ._1 ya; . n 4._+n t1 S:. JYLB : G: 1Z pa a4 r uv�•�..... r;i -„i ela„Cr 2u1.•eldff` _ _ " ...up. : , ,i C y; approach; r..•. .,!.r : : , Tw .iJ Ratlu Lcldf LOS Yt1'lay LOS _ .. . •.- ,_,_ ♦•,: .• n C 1'.0_.... ll•v / ., _ _.._ Is1 .v.. C I.J.J L 4 • ..uc.1 - s._.. 1...4 .1...,.,:_tiv'u '.SS = B Q S©1 uot432sda3.F.I t"t .";01'j n'Y° f.,`1n ti " V t V T'�4 2L'0 2'1.•v ;'T32 1S£ 1 U E',1 a +f'£T SL'D 'T'G £;".; £.:T = 2'9T 3 2-VT £'r'0 82'0 733 +i£:,: a 1'3 T,E: a 0'£T 3 T'.I LI'0 TT'v SOl IvI23 .,Cl a 0T1P CT17 ,_ . . .. tprCAdU �.�9 1.,n r11:1 'a.,',t: ~ ' {1rH'9`i3 a'.lt 10“a;j u•:tc n-•.aa:; sp rll sal .,'..aa,l.c roT.Ir=p.n. zcpl!t r•...- :; ,.c.,y- 02 0T uaa:.3: yE • -- ltiE?% and * spp,j lutit. E L 9 S i £ 2 ^T7..,,T I, IAIV 0'2I 0'2T/ 0'2T :0's:T C 311 't":"t,', NOT!!}}T (t :LEI 22', T 1't {I fi cL / .._ ice{ ...1. � T 1 ) T : 1 i i 1 -'r{.t 1 l 1 ,i i 1 1 '. Pur0941roS 1 puroc i-i`0ii i . /lir,-i'i - - S - -- G311'iSlI;1 ',: = '!r; 2:'2 03,9 i1~ (2..II) ,,, .i'. •; .,1• v„u,,.r,. v yy .+(:.. _. .u• If.L1u:.uWFfu4.:i:. 1,1 ,1a,l:,fiarYdt1011 _z,_. ._ i;:;::L „J1s U S; RT 6060 -1 v: „v. ..r 11 1;-344 PM PEAK La,tL•c,, ,; 1 ;:esttc,und I 1.;_.,tu.Gcund 1 Scuthbcund . L T :R : L 1 R : L T IL TR ,s, _..;,es : . , 1 1 1 t II 2 . ..... SO1 462 311 15 1448 :12.0 12.v: 12.0 ;12.0 12.0 _:y : 5r2falv..i.:, ...,. .....—,1,:J. 1 2 3 'f , 5 6 7 8 -- NE' :,oft i Thal { .. S x r L rY ,S-_ Left i r„ Thru * * ._y: t %fight '',2ds Peds * ',: ;,1. ICO Rit,•ht IhI ';iyht E �r, :C 14 Jsez�; .�s: urge;, .�f. 22A , �.0 :Lost Tl;d23.0 3.0 c 0(l:- Leilyi:.: CC '.,v,s r.i:se cUi Li...4vlu. order: 111 R3 11 Int:r:.cc11-1 F,!::o,aar,:! :,uaalary _,...L ..;,: ;s ,, _ i/c yr. Approach: %... ..t,r :'_:,N ..av_;r fiatlJ Delay LOS Delay LOS 0.20 .J:J ;,r2 0.11 3.45 6.2 B 1;:3� S34 0.32 :.40 15.2 C 15.3 C L IS?.(. '.t��.1.J ,../1 0.2: 12.3 8 3.6 A JC64 L L.64 8 ?>t. 2.5 A . ._� :1::.....0 ..__u1 7.1 .,,:LiVefi; :utersect1or! LOS = 11 \lCM: S] ()H0l / OUD IHTFRS|'CTION SUMMARY Ccnter Fur M/crucomputers In Transportation . SL/crin. ([- W) RD 0 (N-S) RT 29 OnalybL: TH File Name: 0n`a Typo: Whnr 10-4-94 AM PEAK 41'o/m".U: P015 80CKS|VK}ND & | 00% sit» We,thuond | Northbound i SoxLhbound I l R I T R I T R I T R | - | ' ' - ---- ----! ---- ---- ---- | ---- ---- -- - | 2 2 ! | 2 3 | 3 �u1umo'. | J01 1 /91 ( 996 935 | 3131 WidUh | 12. 0 J2. 01 112. 0 12. 0 | 12. 0 k18k Vu : ', | O \ | O \ 0 ------- - - ------- ------- - - ------------------------------ Signal Operations Pha^,n combjnaLjon 1 P 3 4 | 5 6 7 8 � | }' i» � 1, x | NB Left * Thru | Thru * * Right * . | Right pod', | Peds WD ip [i, ! SB Left Thru ! Thru * kiyhl, } Right Puds | Peds NB R.1g1-1t | EB Right * . SB kiyht | WB Right Ureon 70 | Green 33A 66A Ypiluw/A'K 4 | Yellow/A-R 5 5 Lust Time 3. 0 iLost Time 3. 0 3. 0 Cyrl: Length : 12O secs Phase combination order: #1 #5 06 --' '-- - ' ------ '---------------------------------------- Intersection Performance Summary Lanp Group: 0dj Sat We g/c Approach : Mvmts Cap F] ow Ratio Ratio Delay LOS Delay LOS ----- ----- ----- --- ----- -.-- [� L P673 178 0. 62 0. 07 46. 0 E 27. 6 . D k 2673 958 0. 21 0. 36 17. 2 C Nl� | 3279 956 1. 15 0. 29 115. 6 F 58. 6 E T 52C5 4651 0. 23 0. 88 0. 7 A S� T 5265 2984 1. 22 0. 57 * * * * Tnternectinn Delay = * (sec/veh) Intersection LOS = * « Way and LOS not meaningful when any We is greater than 1. 2 ------------------------------------- '- � _ � DD | N7LkS[CT1ON SUMMARY Cvntpr For Microcumputery In Transportation " : - " I . . " '' 'r '`' `== 51====x X" `=`=-n "%- bLx`ok`: ([ W) kD 0 (N- S) RT 29 0n01yOL4 11-1 File Name: Area 7ypr: Oth»r 10-4' 94 PM PEAK ()x"m/^vL: P015 BACKGROUND & 100% Otte \ tbuund } WeOtbuund | Northbound } Southbouod > | l R | L T R I T R I T K - ' - | ---- ---- ---- \ ---- -- - '- \ 2 3 | 3 Vo] .kIII I)7O | 1 357 1904 | 1729 - | aw` W / dth 112. 0 12. 01 112. 0 12. 0 | 12. 0 VoL', > O | ! Oi O ' ' -' ' ' ' -' - - ' ' --' - ' ' ----------- ----'--------------- ' ' '-' Sig:u | Uperatiuos P 3 4 | 6 7 8 | NB Left * lhru | 7hru * * kl!|hL x . | Right Ppdt, | Peds Wy Lo [t | SB Left lhru | Thru * R \ ghL | Right Pedt, | Peds ND Right | EB Right * SB kight | WB Right Ureen 340 | Green 23A 49A Ycilnw/A. R 4 | Yel1ow/A-R 5 5 |.u`,L Timo 3. 0 | Lost Time 3. 0 3. 0 Cycle | pngih : 120 sees Phase combination order: 01 05 #6 '- '------------------------------------------ Intersectiun Performance Summary \.aoo Group: 0dj Sat v/c Q/c Approach : MvmLb Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ----- --- ----- --- [1! | 2673 780 0. 77 0. 29 32. 9 D 23. 6 C ?673 13J6 0. 80 0. 50 18. 3 C HD | 3279 683 0. 58 0. 21 33. 4 D 11 . 9 B | bP(,5 34GC O. 64 0. 66 8. 0 B 30 T 5265 2238 0. 89 0. 43 23. 8 C 23. 8 C [nterouc|.uon Delay = 18. 8 (sec/veh) Intersection LOS = C _ _ _________ _______________________________________________ - |kCM� S ! GHAi] Z\ 0 [NfER9[C7IUH SUMMARY CenLpr For Mjrrucomputcrs In Transportation �=` Shrppb,: (E - W) RD A (N-S) RT 29 on^ ly'.\.; [N File Name: 3/ L .' !y'x': Wher 10-4-94 AM PEAK CunmeoL: PO13 BACKGROUND & 00% nite | Lastbouod | We',tbuund | Northbound | Southbuund I l R | L T R I T R I 7 k | | ' ' --- | ---- ---- —' -- | --- - ' - ' ' P | | 2 3 | 3 901 | 179 935 | 3131 Wj .} ih 112. 0 12. 01 112. 0 12. 0 | 12. 0 ^ NT/)C Vui^, | O | | 01 O ' --- ----------- '--- ------------ ' -- ' - - ' Signal Operations Phauo comb / nutzon 1 2 3 4 | 5 6 7 8 | /` irfL « | NB Left * 1hru | T h r u * * Ri4hL * , | Right !I'ds | Pods W8 Lof �, | SB Left lhru I Thru * RiOht | Right Prds i Peds HP Right IEB Right * S8 Right | WB Right Grcro | Green 21A 77A Yellow/A- R 4 | Yellow/A-R 5 5 LooL Time 3. 0 | Lost Time 3. 0 3. 0 Cyrl'` ionQh : 120 secs Phase combination order: 01 #5 #6 - - -------------------------- --------------- InLernecLion Perfurmance Summary Lane G'pup: AdJ Sat v/c g/c Approach : III v III t� Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ----- --- |:1o" L 2673 200 0. 25 0. 08 39. 9 D 27. 8 D k 2673 71.3 0. 14 0. 27 21. 7 C Hl | 3279 628 0. 31 0. 19 31. 8 D 5. 5 B T 5265 4607 0. 23 0. 88 0. 8 A SD T 5263 3466 1. 05 0. 66 35. 4 D 35. 4 D buLern,( bjun Way = 27. 6 (sec/veh) Intersection LOS = D - _ - _- - - -- _ -_ ---------- _ - _------------------------------------------------ - ' [UNiIY[D lH7LkS('CTlOH SUMMARY Center For Microcomputers In Transportation RD A (N-S) RT 29 ' 0omy.,n T|| File Name: 0r,a lyp,: Dihpr 10-4-94 AM PEAK D0CKGRC/UlD & i00% Site (CONTINUOUS FLOW) | [auLbound | We',Lbound | Northbound | Southbn-u'= ! | 7 R | L T R | L T R | L T »o _n 3 | 1O1 1791 | 935 | 3131 | "n» VjdLh | 12. 0 12. 01 i 12^ O | 12. 0 RTO}` O | O_ Signal Operations Ihawe combination 1 2 3 4 | 5 6 � 8 Eo Loy� * }NB Left - Thru | Thru * Right « ['pds ^ | Right | Peds W// | u [t_ | SB Left Thru | Thru * Right, | Right Pud', I Pods; HP RLUhL | EB Right S8 Riyht / WB Right Grunn 30A ! Green 80A Yol1:w/0- R 5 | Yellow/A-R 5 | o',t TWO 3. 0 | Lost Time 3. 0 Cyrlo Luxgth : 120 secs Phase combination order: # 05 -- ' - '_ '------ ' ------ '-------------------------------------------- Intersection Performance Summary LAnu G/`oup: Adj Sat v/c g/c Approach : ' Mvmts _Cap Flow_ Ratio Ratio Delay LOS Delay LOS ----- ----- --- ----- LB L 2673 713 0. 16 0. 27 25. 6 D 23. 6 --- R 2C73 713 0. 28 0. 27 22. 6 C ^ � ND T 5265 3598 0. 30 0. 68 4^9 A 4. 9 A S» [ 5265 3598 1. 01 0. 68 23^^ 7 C 23^ 7 C . ntersection LOS = C TnL/ / ',ect, nn De] ay 19 7 (spc/veh) I ^ _ ._ _ _ -_ _ _ _ _ ___ __ _____________ ----------------------- }K�K: S] ('HALMD ] X[[kSLC7lUN SUMMAkY Center For MicrocompuLura In Transportation ' ' ,' , ' '',`, SL rue h.: MW) RD A (N 'S) RT 29 0nolyM : |N File Name: 0/ oa 7ypp: Other 10-4-94 PM PEAK CnmmpOL: 2013 V0CCGRUOHD A 100% siLe (CONTINUOUS FLOW) | Eantbnund } Westbound | Northbound | Southbound I T R I T R IL T R I T R ' '-- ---- ---- | —'-- -- - ' 3 | 3 Vc | omen | 345 9/01 | 1904 i 1729 | .ov` WjdLh i12. 0 ] 2. 01 | 12. 0 | 12. 0 R[OR Vol , | O | | O | 0 -- -------- - --------------------- -------------- -- - -- -- -- Signal Operatioos Phu',r combination 1 2 3 4 | 5 6 7 8 ( \` , : fL * | NB Left l|/ ru | Thru * Piqht x , | Right Pod', | Peds WD | e [L | SB Left Thru | Thru X. kiyht | Right ['ed� | Peds NP Right | EB Right SB Right | WB Right Grpun 50A | Green 6OA Ye1luw/0-R 5 | Yellow/A-R 5 Lost Time 3. 0 Most Time 3. 0 Cyclp Length : 120 spcu Phase combination order: #1 #5 - -'- ' ' - ' ' ' - ' '- ----- -- '- '------------------------------------------- Intersection Performance Summary Laop Group: Adj Sat v/c g/c Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ................ [D L 2673 1158 0. 52 0. 43 19. 3 C 25. 1 D R P673 1158 0.93 0. 43 28. 5 D ND T 5P65 2720 0. 81 0. 52 16. 7 C 16. 7 C 5?G 5 2720 0. 74 0. 52 15. 3 C 15. 3 C | /.Lcrscction Delay ' 18. 6 (sec/veh) Intersection LOS = C -'' - ' . - -- . � ' - - -- -- --- '--------- '----------------------------------- ' ' -------------------------- -- '----------- - - ' ----'' ' '' ' - - - ] = SOl u01408sA04uI (qM/no',) 8 ^Go ` xvinO u'` r'| `nv.' o1" | � 8 ^08 A 8 ^O8 09 ^0 ST ^T 6GTC 09JC l qS 8 R ^l 09 ^O IC ^O 6CM 992q J O OW ] 6 ^Th 96 ^0 RVT [ 6lEC l 8N --- ----- --- ----- ----- ---- - ---' - -' -........... - SOl WaO SOl AplaO oMpH oTWH molA dp3 ',1m»W : qoponddU 0/6 a/A 4wS CPU :d»ojO `*unl "pmmnS aoupmao}aad uoTIonsMuI -------------------------------------- _---_ -- _- ' - _ _ � g# 99 :aapao u0T4nujqmoo oseqd soas 02T : q4h«al 010A3 WE 0 ^C amTl Mol | OWL } q001 0 9 8-U/mollaA | H 'U/m«lIo� U01 VOL «aa"S | uoniO lqDi8 8M ! 1MH OS 44518 8m 1VUjU OH spad | `Pv WIM { 1q9 TH * 11J.41 | naY1 4481 8Si spad MI8 | ^ h qV vU * nJ.q1 | njq1 * 44al 8111 1 / n ! q] 8 � 9 | «oTqn"?qmnn 'p,py! su014p^adO 1puDjS '- '- ' -------------- ' ----- '-----'--' '---- '-- '— '- '-- - - 0 { O ! | | ''l«h 3WK 0 ^2T | O T O 1 41111M '»'``l TCLC | GC6 966 | C | C 21 / - - -- ---- | ---- ---- ---- | —'-' .—' 8 1 l | 8 l l | 8 L punnqq4noS | punoqq4aoN | p«»oq1saM | P«»o410n3 I (MOm SOOONIlNO3) ms xO0l w 8HOUqOX3U8 '^T0o ^1'/nnww UM]d WU V6-V-OT ja4lO :adXL v /~U :ampN OTT-J N| wA \ ,uU 62 18 (S-N) (M ']) :110011S uoTqpjaodsupjl uI saa4ndm000jazW aoA aalua3 A8UWWOS NOTL3lCU]lHl OJZnUH3] v a3(| , ' ||CM� S | C|NL | ZLD 1U |LRS| ClCON SUMMARY Center For MicrocompuLers In Transportation ;Lrppin: ([-W) (N-S) RT 29 � 00aly01.: lH File Name: 0/ aa 7ypc4 other 10-4-94 AM PEAK r mw.O&L 2115 BACKGROUND X 100% site (CONTINUOUS FLOW) 1 Eastbound | Westbound I Northbound | Southbnund IL T R | L T R I T R I T R ' | ---- ---- ---- \ ---- | 996 935 | 3131 | .n.e Wj dih / | 112. 0 12. 0 | 12. 0 l ` |'` | ` , ' | O | O _ � ........� _ . _ �� _ _ � SiQnal Operations /'h.v,u cumbu'atiun 1 2 3 4 | 5 6 7 8 [ D Lr [l� | NB Left * Thou | T h r u * 1314111, . | Right ['pd', | Peds Wl1 | p /t | SB Lcft [h /'x | Thru * A ; 11/ 1, | Right Pp.|', | Peds |U' ki !J, L IEB Right AD kiyht | WB Right for'``.' | Green 65A 45A YpIlovt/0-R | Yellow/A-R 5 5 - ' '^,| l .um» ! Lost Time 3. 0 3. 0 / ryr | o Length : 120 secs Pha',v combination order: #5 #6 _____ _______________________________ ___ Intorbectiun Pc, [ormance Summary Law Group; Adj Sat v/c g/c Approach : :1 Cap Flow Ratio Ratio Delay LOS Delay LOS ....�....�.... �� <L L 3279 1284 0. 86 0. 39 29. 6 D 19. 7 C i 5265 2940 0. 37 0. 56 9. 5 B 7020 3920 0. 93 0. 56 18. 4 C 18. 4 C [..n . .. ; u w Dan/ 18. 1 (SuL/veh) Intersection LOS = C ---' - '-----' -------------------------------- ' ` / S &U0\ MD INTL10311ClLOH SUMM0kY CenLer Fop Micrucumputern In Transportation Stroeb,: <L-W) (N-S) RT 29 0xa! y',t : TN File Name: ' 0n`., lype: OLhpr 10' 4-94 PM PEAK wo P0CKOR8UX|D A 100% site (CONTINUOUS FLOW) | Ea',Lhound ( WouLbound | Northbound | Southbouod I T R I T R | - | - - '-' - | --- ---- ---- | --- ' --- ' - K.�. Lanr | 2 3 | 3 ' ^x'', l | | 357 1904 | 1729 _ | uo, WidUh } | 112. 0 12. 0 | 12. 0 4 ` 011 Val , | { | 01 O ' ' ' - — _ ' - - - ------ -------_'--' ---------' -------' ----- Signal Operations /`h^Or combination 1 2 3 4 | 5 6 7 8 i | o ( L� | NB Left x Thru | Thru * k ' Uhi ^ | Right pod!, | Peds WB | c [t | SB Left 7hru ! Thru * k .h|` L | Right Pud' ` | Peds HD kight | EB Right BB RLgh � | WB Right Ur,un ) Green 70A 40A Yp ) iuw/A' R | Yellow/A-R 5 5 ko',|. Time Most Time 3. 0 3. 0 Cyrip LunQh : 120 secs Phavc combination order: #5 #6 '—'__---------------------------------' --- IntersccLion Performance Summary Lane Group: AdJ Sat v/c g/c Approach : MvmL. Cap Flow Ratio Ratio Delay LOS Delay LOS _____ _____ ___ _____ NB L 3279 1148 0. 34 0. 35 22. 0 C 12. 7 B T 5265 3139 0. 70 0. 60 11. 1 B yr T 5265 3159 0. 63 0. 60 10. 3 B 10. 3 B ! ,'L'`/�o( % ' on DoW ` 11. 7 (spc/veh) Intersection LOS = B . '- - - -_-- ' __ ' ---' -' - ---------------------------------------- `' ' ` ` | |/�M: U' I TH1KK2[7TrON SUMM0RY Cpoter Fat MicrurompuLers In Tranbportation . SLnpL',, (�' W) (N-S) RT 29 File Name: 3/ ou 7ype : Gthv/ 10-4-94 AM PEAK . 0 "m, '.V. ?013 POCKGRUU|{U A /O% nite (CON[INUOUS FLOW) , . , ` ' ., n==%,, .=' "" ,====�`==��========��=�====', — ` | [a�Lbound | Wewthound | Northbound | Southbound i i l R I T R | i T R | -........- '--- ---- | 2 3 | J | 697 935 | 3131 . | ^xp Wjdih | 112. 0 12. 0 | 12. 0 ` k:02 vnl '. | | | O | O Signal Operations 2 3 4 } 5 6 7 0 | NB Left : �hru | T h r u * R ; ;h � , | Right | Pedi, | SB Left u | Thru « A^yn Right | Peds | EB Right IV k` DhL | WB Right [ r,ox ! Green BOA 31A Yp | 1ow/A' R } Yellow/A-R 5 4 \/.' |. Tin/e | Lost Time 3. 0 3. 0 , Cytlr LpoyLh : 120 spcb Flaw combination order: #5 #6 -- - �- - - - '- -- '-------- '-- ---------------- '--- Iutu/ sectiun Pur [urmance Summary w00 G / oup: 0dj Sat v/c g/c Approach : UmLo Cap F] ow Ratio Ratio Delay LOS Delay LOS ' ' ' - ' '- - ' ' ' ' ' ----- ----- --- ----- - 3279 874 0. 88 0. 27 39. 5 D 19. 3 C � 5?65 3318 0. 30 0. 68 4. 9 A [l' l 5 615 98 1. 01 0. 68 23. 7 C 23. 7 C 2 ". .x`/veh) Intersection LOS = C _ _ _ -__ _ _- _ ___ ___________________________ _ ` }!CM;. S : ;[0Ll11 D 1H7iRY C/ [ON SUMMARY ConLor For Microcomputers In Transportation (F' W) (N-S) RT 29 MAIM ; 11-1 File Name:: nyoa !ype: Other 10-4-94 PM PEAK 00 | 5 8CdKUR()U||D A 70% siLe (CONTlHUOUS FLOW) | EauLbnund } Wnstbuund | Northbound | Southbnuod ( L T R ii T R I T R I T k ....-....- ---- } - - ' 2 3 } J Volumns | | | 250 1904 \ 1729 ~` Lanp Width / | 112. 0 12. 0 12. 0 NTOR Voin | | | Oi 0 --- ------- ----------------------------' ' -- Signal Operations |'hasp cnmbination 1 2 3 4 | 5 6 7 8 |.D Lcft |NB Left * . Thru | Thru * ' R / yht . | Right "Od� | Peds HD heft } SB Left |hru ! Thru * Right Peds | Peds . UD Right | EB Right SB kLyht | WB Right Gruen ! Green 6OA 51A Y»l1ow/0' R | Yellow/A-R 5 4 | o',t Timc | Lost Time 3. 0 3. 0 ( yclp iungth : 120 secs Phase combination order: #5 #6 - _-- ---- �_-------------------------------------- Jnte/sectiun Performance Summary iane Group: 0dj Sat v/c g/c Approach : }1vmtw Cap Mow Ratio Ratio Delay LOS Delay LOS - - '--- ' '----- ----- ----- ----- --- ----- HP L 3279 1421 0. 19 0' 43 16. 0 C 16. 7 C T GRC5 2/p0 O. 81 0. 52 16 7 C . . .D T �2C5 272O 0. 74 0. 52 15. 3 C 15. 3 C �..�, . ncL, o/. DOlay 16. 0 Quc/veh) Intersection LOS = C __ - _ _ ____ _ _ ______________________________________ ' p APPENDIX F Continuous Flow Intersection Concept Applied to North Fork • Continuous Flow Intersection Concept Applied to North Fork tv o � �y*=- ►. rn Route 29 PAT 5.049000 TWO—PHASE SIGNAL Copyr,ghl 1997-2994 rsn rvuw Figure 1.Continuous flow intersection(CFI). r}`'' Continuous Flow Intersections BY REUBEN GOLDBLATT, FRANCISCO MIER AND JOEL FRIEDMAN 't is well recognized that there is a strong correlation between traffic con- 111 ' gestion and air quality, especially in L dense urban areas. Vehicles idling in • -------.--- � queue significantly contribute to the pol- -- -'" lutant emission problems experienced in •—.•.•. .•.... ,. l; ,,,,�,�.,q�,,,.,�,.�p,1� many major metropolitan areas. Consequently, strategies to improve C � traffic operations can yield important � ' improvements in air quality as well. —, The use of Continuous Flow TWO—PHASE SIGNAL PAT 5.049.000 Intersections (CFI)' is proposed as one Copyright 1967-1994 technique to improve the performance _LOT 1VM4 of traffic flow.The purpose of this study is to evaluate the effectiveness of the Figure 1.Continuous flow intersection(CFI). CFI concept using the TRAF-NETSIM microscopic simulation model. 1 tion of grade-separated structures and oncoming traffic does not conflict with About Continuous Flow view them as aesthetically unappealing. the left-turn vehicles. As a result of this Intersections CFIs provide an at-grade solution design, multiphase signal operations to that can improve traffic operations provide unopposed (that is, protected) When traffic operations problems are beyond the capabilities of other conven- left-turn movements can be eliminated, caused by heavy turn movements at con- tional at-grade solutions. Figure 1 pre- enhancing signal efficiency. ventional intersections,traditional remedi- sents an intersection with CFI designs The CFI design improves pedestrian ation tactics include the use of special sig- on four approaches. safety as well as traffic operations. nal phasing and lane channelization.Other The primary design element of CFI Pedestrians cross at times when no vehi- tactics include the use of traffic agents, intersections is to remove the conflict Iles are turning through the crosswalks widening the right-of-way and improving between left-turning vehicles and However, pedestrians require two • alternative routes. When these or other oncoming traffic. The CFI design sequential signal phases to complete the tactics prove inadequate or infeasible, a accomplishes this by introducing a left- street crossing. After crossing one leg of grade separation may be considered. turn bay placed to the left of oncoming the intersection during a signal phase. Grade separation as a solution to traffic. This bay is accessed by the cre- the next phase allows the pedestrian to traffic operations problems at major ation of a midblock, signalized intersec- either complete the crossing to the side- Intersections has major drawbacks. The tion (see Figure 1).Traffic is permitted walk or cross another leg of the inter- time and costs associated with construc- to load the left-turn bay, crossing the section to end up diagonally from the tion of grade-separated structures and oncoming traffic lanes during the signal point the pedestrian started. The next the associated disruption of local traffic phase servicing cross-street traffic, thus signal phase allows the pedestrian to operations make this solution impracti- eliminating any traffic conflicts.The sig- complete the diagonal crossing by per- cal in many applications. In addition, nal phase servicing through traffic also mitted unopposed movement from the many communities dislike the introduc- services protected left-turn movements; island to the sidewalk. ITE JOURNAL • JULY 1994 • 35 Table 1.Summary of TRAF-NETSIM Input Data Requirements About TRAF-NETSIM Street Geometric Attributes The TRAF-NETSIM model2 per- Number of lanes forms a detailed simulation of urban , Length traffic representing each vehicle as a Number of left-and right-turn pockets distinct entity.The model"moves"each Length of turning bays vehicle once every second, creating its Lane channelization(closed,buses only,right turns only,etc.) trajectory according to rigorous car-fol- Level of pedestrian volume lowing logic. Vehicles respond to a vari- Presence or absence of Right-Turn-On-Red ety of situations that are typical of Location of parking zones(to simulate impedance of parking vehicles) Location of bus stations,station size,routes serviced urban traffic, including the presence of traffic signals, unloading trucks, buses Street Traffic Operations Attributes discharging at stops, pedestrians and Mean queue discharge headway parking vehicles. The model calculates Free-flow speed and stores the statistics describing the Mean start-up loss time for first vehicle in queue operation of each trajectory segment; Average duration of parking maneuvers,average number of maneuvers/hour these are aggregated to create statistics Turning and through movement volumes discharging at intersection describing the operational performance of the traffic stream. Traffic Volume and Composition Attributes These statistics provide accurate esti- Traffic volumes(vehicles per hour)at network entry points mates of vehicle throughput, vehicle Mid-street traffic generators(net change+/-in volume) stops, mean vehicle delay, fuel con- Traffic mix(cars,trucks,taxis) sumption and emissions levels, and Mean headway of transit vehicles many other measures of effectiveness Intersection Traffic Control Attributes (MOE).In addition,the model provides Type of control(STOP.YIELD,Uncontrolled,Fixed Time.Airtuated) a detailed animation of these vehicle For signal controlled intersections: trajectories for any specified network of Traffic movements permitted during each signal Interval surface streets. Because of the unique Number of intervals(up to 12)permitted geometric configuration of the CFI and Duration of each interval the innovative control and channeliza- Signal offset tion of traffic movements, it was neces- Force-off times,detector locations,etc.,for actuated controlled intersections sary to customize the TRAF-NETSIM model software for this application. In addition to TRAF-NETSIM, an interactive graphics software product named GTRAF was applied. With GTRAF,the user can request static dis- plays and a computer animation of traf- fic operations as generated by TRAF- NETSIM. Individual vehicles are seen traveling through the network,with the Traffic Detector, signal indications and pedestrian cross- ontheApproach ing opportunities changing over time. ____________LI 1 Table 1 presents a summary of TRAF- NETSIM input data requirements. 1I Study Objective The purpose of this study is to evalu- ate the performance of traffic at CFI designs (Figure 1) by comparing it with 1=1-7 . the performance of traffic at intersec- tionso of conventional design operating under multiphased actuated control. Figure 2 presents the conventional design test intersection. The perfor- mance of traffic was quantified by exe- cuting the validated TRAF-NETSIM simulation model for both intersection designs over a range of traffic conditions. Figure 2.Intersection of conventional design. This procedure yielded statistics i 36 • ITE JOURNAL•JULY 1994 describing traffic performance and corn- Table 2. Evaluation Measures of Effectiveness puter animation displaying the move- ment of traffic for all cases.The statisti- Vehicle-Trips The total number of vehicle trips serviced by the network cal results are presented in this report; Delay(Total) The total delay,in vehicle-hours,experienced by all vehicles animation displays are available on traversing the network.Delay is defined as the excess time computer disks.3 vehicles spend on the network due to operation at speeds below the vehicles assigned free-flow speed. Description Moving/Total Time A measure of efficiency,expressed as percent.The ratio of p time spent moving to the total time spent on the network. of Case Studies Delay(Vehicular) The average per vehicle delay,expressed as minutes/trip The case studies are defined in terms of: Average Speed The average speed,miles per hour,of all vehicles traversing •Intersection Geometry the network. •Traffic Control Storage The average percentage of available space on the network •Traffic Demand occupied by vehicles. •Results,expressed in terms of MOEs Phase Failures The number of times vehicles In queue at a signalized intersec- Details are presented below. tion could not clear the intersection during the next-go" phase. Intersection Geometry Auto&Truck Fuel The number of gallons per 1,000 vehicles used by vehicles Figure 1 presents the general design while on the network. of the CFI. The geometry of each HC Emissions Hydrocarbon emissions In kilograms per mile per hour per 1,000 approach was identical: trips. • Approaching the left-turn crossover: NOX Emissions Oxides of nitrogen emissions in kilograms per mile per hour per three through lanes,one left-turn bay 1,000 trips. • Approaching the main intersection: Percent Demand The percent of demand volume service by the network during two through lanes,one lane channelized Serviced the simulation. for right-turn traffic CO Emissions Carbon monoxide emissions In kilograms per mile per hour per Figure 2 presents the conventional 1,000 trips. four-legged intersection. As shown, each approach contains a left-turn bay and threean moving lanes ot tfhrough traffic. Thand EIUEC { .:. curb lane services both throw hand k':' right-turn vehicles. •as I TRAFFIC 'R. Traffic Control i '�`.•• .-,* CONTROL g°l°I RI Ell — .NI The CFI was initially controlled by a . 0I'©10I Ell - simple two-phase fixed-time controller. ,�I 13I 01 DI Phase durations were computed to ser- PRODUCTS J TC12+ TC14+ �. :Olpl DI at vice the critical lane demand. •, - ` �.®C In the case of a heavy left-turn move- • RELIABLE i'..1.0-0..•,L.L_"_ ment on the mainline and a lower mod- • POWERFUL 1. "' ' 0 1 crate volume level on the cross-street • VERSATILE approach, it was determined that the • ►'a ='' "�^�_ pp • LOW COST 1;,�::.1$81:4 . cross-street green phase duration can be • EASY TO PROGRAM MAXIM 162 determined by the need to load the • IMMEDIATE DELIVERY NTC 17 mainline left-turn lanes, rather than the ON MOST PRODUCTS CABINETS need to service the cross street volume. • 25 YEARS EXPERIENCE CFE/CFN To improve performance, a refine- . FIELD TESTED ment of the two-phase timing was adopted Here, the green signal control- Call ELTEC today for the name &number of a nearby ELTEC ling access of the left turners to their distributor to receive more RS TC1000 bay overlapped the other two phases information orahands-on REMOTESWITCM WIRELESS REMOTE slightly allowing more time for the left- demonstration ISCHOOL ZONE SYSTEM turn bays to load. This increased the Every ELTEC traffic product Is designed specifically for traffic applications left-turn capacity at no cost to the other through movement. ELTEC The conventional intersection was 4 controlled by a fully actuated, dual-ring EIlECEIectrotechnics Corp. controller. Detectors were placed in the 5400 Jewella Ave•Shreveport, LA, 71109 left-turn bays and across the three 318-636-0563.800-227-1734• FAX 318-636-0536 mainline traffic lanes. Figure 3 displays the control patterns. ITE JOURNAL • JULY 1994 • 37 Traffic Flow Figure 3A. Phase Plan for Actuated Controller The study consisted of three cases, at the Intersection of Conventional with demand volume set to 1,500, 2,000 and 3,000 vehicles per hour (vph), Design respectively, on all four approaches. Barrier Phases on Ring 1 Turn movements were also equal on all • approaches: 15 percent of vehicles turn L 1 2 3 4 left and 11 percent turn right. The traf- L..... t fic stream contained 5 percent trucks. At the lowest level of demand, both 5 i--- 6 7 8 the conventional design and the CFI [6- 1 —,... — operated at undersaturated conditions: Demand did not exceed capacity. At the 2,000 vph level, the conventional Phases on Ring 2 design was oversaturated while the CFI Phasing Sequence on Dual Ring Actuated Controller was able to completely service the demand. Table 2 presents the 12 MOEs used for the evaluation. Figure 3B. Phase Plan for Two-Phase, Fixed Time Controller at the CFI Intersection Analysis of Results IIAnalysis of traffic operations was con- ducted based on the TRAF-NETSIM —� statistics(MOE)and the GTRAF anima- Aji /C `�r �— tion traffic operations. Use of the anima- ______,,... —s� ` �— tion technique helped clarify the interac- ,— tion between the signal timing plan and AIT the resultant performance MOE. Figure 4 presents one frame from the animation of the CFI. The frame shows eastbound and westbound through- and left-turn traffic being processed. Phase A Phase B Northbound and southbound left-turn traffic is seen loading the turn bays dur- ing Figure 3.Control patterns. ing the same instant of time. The results of the study,produced by the TRAF-NETSIM model, are pre- y i'i i i 8e:e9:12.5e rented in Table 3. All simulation runs 'i ' i i , • Lane Blocked represented 30 minutes of traffic opera- I 1 " . tions following a"warm-up"period. 'l 1 Turning movement At the 1,500 vph demand level, vir- color legend: i i i i Left Thru tually the entire demand of 3,000 vehi- ii ii ' Right Diag '! " �; Left turn signal: Iles was processed through both inter- iL.I: section designs(Figure 5).A demand of ' r llunprotected 2,000 vph on each approach exceeds the _ I, 'Protected capacity of the conventional design by ' _ — — _ _ _ _ - - - ANIMATION nearly 20 percent, while the CFI design ,- -1 I -,�i1 can service the total demand of 4,000 r - - FAME ADwwCE vehicles. When demand rises to 3,000 �r vph on all approaches, the capacity of I i ;i a FRAME REVERSE the CFI intersection also is exceeded. II I However, the capacity of the CFI is ` , ,,I PARAMEMI ION nearly 50 percent higher than that of TERS $ Iel the conventional intersection at the "1 demand level. As a result, the opera- !! SHOW VEHICLES BY „, '1 CLASSIFICAi10M tional measures for the CFI intersection of delay, speed and vehicle emissions IISelect desired menu option II DONE retain their substantial edge over those for the conventional design. Figure 4.Output from TRAF-NETSIMComputer animation. The operational performance of traf- 38 • ITE JOURNAL • JULY 1994 ilr..-: - tic at the CFI is far superior to that at Coawkatioav Continuous Flow the conventional intersection. Delay at --111— —i— the CFI is one-fifth. For the CFI design mean speed nearly doubled (Figure 6). Signal efficiency increased by at least 80 4000 percent (Figure 7). Vehicle fuel con- sumption and emissions were reduced by one-third or more(Figures 8-11). 1 Conclusions 3000 The results of the traffic simulation studies indicate that CFIs can offer con- _Vehicles Serviced=Total Demand 1 siderable advantages over equivalent o T� standard intersection designs. These 8 advantages are most pronounced when c 2000 demand approaches or exceeds the capacity of conventional designs and73 when heavy left-turn movements require protected phases. These perfor- I mance improvements must be evaluated 1000 within the context of the overall cost- benefit relationship. _ Construction costs associated with I CFI intersections might be 2 or 3 times the cost of standard intersection 0 t 1 I 1 ' 1 designs4 because of the increased right- • 0 1,000 2,000 3,000 4,000 of-way requirements and the need for I additional, coordinated signal con- Approach Demand(VPH) trollers. However, if traffic conditions are severe, or if there is consideration Figure 5. Comparison of conventional and continuous flow intersections: vehicles of such techniques as grade separation, serviced. then the CFI design might be the opti- , mal solution. Indeed, CFI can offer overwhelming cost advantages to the j grade-separation alternative. Although this study considered a full four-legged CFI design, individual appli- cations of one, two or three-legged CFI ■ Conventional 1111 Continuous Flow designs are entirely feasible.These inter- mediate designs allow the CFI concept to x 40 be evaluated for a wide variety of traffic Percent Increase flow and air quality mitigation projects. 30 80.3% 218.3% 73.8% • New York City DOT ri Perspectives 20 CFI might be the greatest new devel- a) A b.0 opment in traffic engineering since the 10 , traffic signal or it might be our worst > J ;a�--.� w ^1 nightmare.New York City has been eval- 47 uating this design concept for the past 0 two years. On paper and in computers it 1500 2000 3000 works great.The results of the simulation Approach Volume (VPH) described in this article and the detailed analysis performed in a previous study, Equal volume on all approaches "Tillary Street Corridor Improvement Program"5 bear this out. Speeds are up, delays, vehicle emissions, gasoline con- sumption and so forth are all down. Figure 6. Comparison of conventional and continuous flow intersections: average However, the one thing not accounted speed(mph). for in these studies is the human factor. ITE JOURNAL• JULY 1994 • 39 Table 3. Network-Wide Comparisons Percent Difference Approach Measure of Standard Continuous Flow (CFI-Std) Volume Effectiveness Actuated Intersection Intersection Std Vehicle-Trips 2,931.00 2,999.00 2.3% Delay(veh-hrs) 94.45 36.05 -61.8% Moving/Total Time(%) 29.00 52.00 79.3% Delay(min/trip) 1.93 0.72 -62.7% Avg.Speed(mph) 11,70 21.10 80.3% I 1.000 VPH Storage(%) 16.40 9.10 -44.5% Phase Failure 38.00 0.00 -100% Auto%Truck Fuel(gals/1000 vehs) 69.84 60.82 -12.9% HC Emissions(kg/mi/hr/1000 trips) 0.19 0.12 -38.9% CO Emissions(kg/mi/hr/1000 trips) 9.40 6.29 -33.1% NOX Emissions(kg/ml/hr/1000 trips) 0.71 0.47 -33.5% Demand Serviced 97.70% 99.97% 2.3% Vehicle-Trips 3.372.00 3,997.00 18.5% Delay(veh-hrs) 243.66 58.64 -75.9% Moving/Total Time(%) 15.00 47.00 213.3% ..- Delay(min/trip) 4.34 0.88 -79.7% Avg.Speed(mph) 6.00 19.10 218.3% 1 2.000 VPH Storage(%) 34.50 13.00 -62.3% Phase Failure 67.00 0.00 -100% Auto%Truck Fuel(gals/1000 vehs) 88.70 64.27 -27.5% HC Emissions(kg/mi/hr/1000 trips) 0.22 0.12 ,44,E CO Emissions(kg/mi/hr/1000 trips) 8.42 6.47 -23.3% NOX Emissions(kg/mi/hr/1000 trips) - 0.73 0.49 -32.0% -- Demand Serviced 84.30% 99.93% 18.5% Vehicle-Trips 3,065.00 4,551.00 48.5% Delay(veh-hrs) 350.25 267.50 -23.6% Moving/Total Time(%) 10.00 18.00 80.0% Delay(min/trip) 6.86 3.53 -48.5% Avg.Speed(mph) 4.20 7.30 73.8% 3.000 VPH Storage(%) 45.00 36.30 -19 3% Prase Failure 68.00 0.00 -100% Auto%Truck Fuel(gals/1000 vehs) 106.26 87.37 -17.8% HC Emissions(kg/mi/hr/1000 trips) 0.25 0.14 -43.5% CO Emissions(kg/mi/hr/1000 trips) 7.55 4.98 -34.1% NOX Emissions(kg/mi/hr/1000 trips) 0.73 0.50 -30.7% Demand Serviced 51.08% 75.85% 48.5% • Note:Equal flow all approaches.Simulation time:30 minutes. How will drivers and pedestrians ■Conventional ■Continuous Flow react to this new geometry,this new way of doing business? Left turns must be 100 Percent Increase made several hundred feet before the 7e sic, 213.3% �. intersection, pedestrians must cross at 80 the intersection (midblock crossing a 60 would subject them to crossing travel a) lanes where direction of travel could E 40 change as many as six times), drivers W -_ t might be traveling in lanes where vehi- 20 I - . .. cies oppose them on both sides and so . ..,!? forth. There are similar situations that 0 "d suggest that some experience might be 1500 2000 3000 all that is necessary to deal with this new Approach Volume(VPH) design. Drivers in New Jersey manage Equal volume on all approaches to traverse the jug-handle, counter-flow - lanes have vehicles driving on the wrong Figure 7. Comparison of conventional and continuous flow intersections: efficiency side of the road and barriers are a com- (moving/total time). mon device used to keep pedestrians 40 • ITE JOURNAL•JULY 1994 j 1 from crossing at unacceptable points. Other factors that are cause for con- cern include snow removal, break- ■Conventional ■Continuous Flow downs, street openings, illegal move- • ments and so forth. All these issues 150 Percent Reduction have combined to make us reluctant on the one hand to build this intersection 120 . . . . . . . 12.990 27.5% 17.8% and itching to test it on the other. z A number of questions could he c 90 """ "e 1 o i; ;:;: I 1 answered it a CFI existed: to date, there U 60 ,E are none. New York City currently is 75j preparing plans to implement one in the cz., 30 ,.. • j borough of Staten Island.This specific test ! J .1 sue was chosen because of a left-tug 0 ,tom left-turning problem, a wide right-of-way and a long 1500 2000 3000 approach.The two geometric parameters Approach Volume(VPH) will help keep the implementation costs to Equal volume on all approaches a minimum and the left-turn problem will provide enough data to show statistically Figure 8. Comparison of conventional and continuous flow intersections: fuel con- significant changes between the conven- sumed(gals/1,000 veh). tional and CFI geometry. The implementation is scheduled to be completed by the fourth quarter of 1994 with a detailed analysis to follow. ■Conventional .Continuous Flow A CFI intersection also is being Installed at the entrance to the Dowling 15 College National Aviation and m - Percent Reduction Transportation Center in Suffolk County, c •1% 3% 34.1% New York.This intersection is scheduled c 10 — ci)for completion by September 1994. .E ., r---tt W References p 5 — • i I Continua:, F:oL1 1-..: .. - l t t patented design (Pat 5.U49.000) and are 0 --'� copyrighted by F.Mier. 1500 2000 3000 2. Federal Highway Administration. TRAF- Approach Volume(VPH) NETSIM User's Manual.FHWA-RD-89- '--, 150. Washington, DC: U.S. Department Equal volume on all approaches of Transportation, Federal Highway Administration, Office of Traffic Figure 9. Comparison of conventional and continuous flow intersections: CO emis- Operations,March 1989. sions(kg/mi/hr/1,000 trips). 3. Animations displays arc available from KLD Associates Inc., 300 Broadway, Huntington Station,NY,11746 4. Friedman, J. "A Continuous Flow Intersection." Institute of Transportation II Conventional III Continuous Flow , _ Engineers Newsletter, Metropolitan Section of New York&New Jersey,Vol. 0.5 Percent Reduction V,No.2,Spring 1992. • cs 38.9% 5. F.Mier&Associates et.al."Tillary Street o 43 5% Corridor Improvement Project."Prepared - for New York City Department of 0.25 •---- Transportation and New York City Public W •--e' • s Development Corp.October 1991. 1 x •I 131 0 :a .% R e u b e n 1500 2000 3000 ,6:. • Goldblatt, P.E., is aApproach Volume(VPH) princtpalanalyst for Equal volume on all approaches KLD Associates Inc. in New York. "MIGoldhlatt has 20 Figure 10.Comparison of conventional and continuous flow intersections: HC emis- years experience in sions(kg/mi/hr/1,000 trips). IrF iCiiiDIVAt • Iltly 10OA . Al