HomeMy WebLinkAboutZMA199500021 Study 1996-02-15 TRAFFIC IMPACT STUDY
Avon, Street Retail Development
Albemarle County, Virginia
Prepared for
Cathcart Properties, Inc.
Prepared by:
Wilbur Smith Associates
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VA BUR ;MTH ASSOOATES
•
February 15, 1996
WILBUR
SMITH
ASSOCIATES
ENGINEERS • PLANNERS
February 15, 1996
Mr. Rip Cathcart
Cathcart Properties, Inc.
1244 Swan Lake Drive, Suite 303
Charlottesville, Va. 22902
SUBJECT: Avon Street Retail Development
Traffic Impact Study
Dear Mr. Cathcart:
This letter outlines our procedures and findings regarding a traffic impact study of proposed retail
development on Avon Street in Albemarle County. Data collection, traffic projections and
resultant recommendations of the study are included.
Proposed Development
The development is to be located on the east side of Avon Street (State Route 742, south of
Interstate 64), and immediately opposite the existing Avon Street intersection with Mill Creek
Drive (see Figure 1).
Development will be comprised of two parcels encompassing a total of approximately 85,000
square feet of retail development. As shown in Table 1, the majority of the space will be in
neighborhood shopping center type usage, with several out parcels including a bank,
convenience store and sit down restaurant. Table 1 also outlines projected 24 hour and AM and_
PM vehicle trips to be generated by the development. At full development, the project is
projected to generate just over 12,000 vehicle trips per day.
Planned Roadway Network
Currently under consideration by Albemarle County is a proposed "Connector Road" beginning
at the Avon Street/Mill Creek Drive intersection, and continuing approximately east, terminating
to the west at State Route 20. A County high school is envisioned to be located along this
initially proposed three-lane facility.
Preliminary plans developed by the County indicate that the western terminus of the Connector
Road would be an upgraded four-leg intersection with separate left and right turn lanes, and a
EMPLOYEE-OWNED COMPANY
Mr. Rip Cathcart
February 15, 1996
Page Three
Mill Creek Drive - 10% Ii=
Avon Street (from the north) - 45% 5,boc
Avon Street (from the south) - 25% 4,0OQ
Connector Road (from the east) - 15% 11130O
TOTAL - 100%
Utilizing the distribution patterns presented in Figures 5 and 6, and the site traffic generation as
presented in Table 1, total site traffic assigned to the surrounding road network is depicted in
Figures 7 and 8. Peak volumes are depicted for the AM and PM peak hours, the time of critical
travel demand, and used in the roadway analysis described in a subsequent section of this
report.
Figures 9 and 10 simply combine the projected background traffic and the site generated traffic,
as previously described, for the AM peak and the PM peak respectively.
The proposed land uses envisioned for this development are geared extensively toward
surrounding neighborhoods. Accordingly, it is envisioned that a substantial amount of vehicular
activity in and out of the sites will be "pass-by" traffic. That is, patrons of the facilities will be
stopping by the site on the way to or from another primary destination--work, home, business
or entertainment, etc. It is likely that pass-by trips (ie, not trips for primary purposes) could
exceed half the total site trips. However, in order to depict a "worst case" traffic scenario, total
site plus background traffic depicted in Figures 9 and 10, and included in the subsequent
roadway capacity analysis, assume no pass-by trips. That is, the assumption is that 100% of all
site trips generated are new trips.
Access Plan
Figure 11 presents a proposed access plan, in concept form, to provide access to and from the
north and south parcels, as well as accommodating local traffic traveling between Avon Street
and the Connector Road. The two western most site access points are right-in/right-out access
points, controlled by STOP signs, and restricted from making left turns onto the Connector Road
by an approximate four foot wide raised median in the center of the Connector Road. The two
eastern most access points, also to be controlled by STOP signs, will function as the primary
access to the two parcels, primarily due to the fact that left turns in and out of the site are
permitted.
The plan provides for extending the two lanes per direction cross-section of the Connector Road
to a point east of the two parcels, then transitioning back to the three-lane cross-section as
previously mentioned, it is assumed that, at full development the Avon Street intersection will
require traffic signal control.
Mr. Rip Cathcart
February 15, 1996
Page Four
Adequacy Analysis
Based on the proposed year 2000 site plus background traffic (Figures 9 and 10), and the
access plan as envisioned in Figure 11, traffic levels of service were determined. The results of
this analysis are summarized in Table 3, with detailed computer generated work sheets included
in the Appendix. As Table 3 indicates, the critical intersection of Mill Creek Drive and Avon Street
is projected to operate at a very acceptable overall "C" level of service in the year 2000.
At the unsignalized main North/South Parcel intersection on Connector Road, all movements are
projected to be at very acceptable levels with the exception of the northbound site left turn onto
westbound Connector Road in the PM peak hour. This is projected to be an "E" level of service
(average vehicle delay of 44.7 seconds). It should be pointed out, however, that it is not
uncommon to have an unacceptable service level on a left turn movement from a side street or
curb cut onto a two-way roadway. Further, the level of service for this left turn movement likely
will be better than the table indicates for the following reasons:
1. Given the nearby presence of the Avon Street traffic signal, there would be
limited traffic traveling eastbound on the Connector Road the majority of the time, due
to the fact that Avon Street would have the green traffic signal indication greater than
50% of the time. This would result in a higher number of gaps in traffic on the
Connector Road for northbound traffic exiting the site than the computer simulation
model assumes; and
2. As previously mentioned, the total traffic volumes traveling through this intersection
during the PM peak hour are likely to be substantively less than assumed in the traffic
capacity analysis since no pass-by traffic is assumed.
Conclusions
The proposed site access plan, as shown in Figure 11, provides good access to the parcels,
while maintaining the traffic flow integrity of Avon Street. If possible, it would be highly desirable
to construct the site access as part of the construction of the Connector Road. This would prove
more cost effective as well as avoiding traffic congestion problems which may occur if the site
access is developed after the Connector Road is open to traffic.
Mr. Rip Cathcart
February 15, 1996
Page Two
single through lane, for all approaches except the existing eastbound Mill Creek Drive (no
separate right turn only lane). Traffic signalization likely will be required assuming full
development of this project and other land uses anticipated along the Connector Road.
The new four-leg intersection will divide the proposed development parcel resulting in what we
have called the North Parcel and South Parcel. The preliminary County intersection plan
envisions two eastbound lanes for a limited distance, then merging to a three-lane connector
road comprised of two through lanes and a center turning lane.
Background Traffic
Vehicle turning movement counts were taken in early 1994 at the Avon Street/Mill Creek Drive
intersection (see Figure 2). These future (design year 2000) background traffic based on past
traffic counts on Avon Street were assessed (Table 2). Between 1988 and 1994, Avon Street
grew an average rate of 2.2%. Interestingly, this is the precise rate of growth previously
determined for the years 1984 to 1990. Similarly, for purposes of future growth projections, we
adjusted this average up to a design growth rate of 3% per year.
Based on 3% per year growth, the year 2000 peak hour traffic volumes at the Avon Street/Mill
Creek Drive intersection are depicted in Figure 3. Figure 4 depicts projected year 2000 traffic
volumes with the Connector Road in place. Based on County developed traffic projections of
3,600 vehicles for the Connector Road, adjustments were made to reflect peak hour and
intersection turning movement volumes as shown in Figure 4. These volumes provide the basis
of the background traffic for the subsequent site analyses.
Site Traffic
Based on an assessment of the planned surrounding roadway network, and travel patterns in
the immediate area (primarily from Mill Creek Drive development), traffic distribution patterns for
the Avon Street retail development were assumed.
It is assumed that all site access is by the Connector Road, and that both north and south
parcels would have a right-in/right-out access in close proximity of Avon Street, and the primary
site access (ie, all turning movements permitted) would be at an intersection point farther to the
east. Traffic distribution for both the north parcel and south parcel are detailed in Figures 5 and
6, respectively. In general, it is assumed that site traffic would approach the development in the
following manner:
Mr. Rip Cathcart
February 15, 1996
Page Five
The traffic study assumes at full development of this project and other Connector Road land uses
anticipated that traffic signal control will be required at the Avon Street/Connector Road
intersection. Typically, the signal would not be installed until the actual volumes at the
intersection are observed to meet the minimum warrants for traffic signal control. Depending on
the timing of construction of the Connector Road as well as the retail and other Connector Road
development, there may be a relatively short time between completion of the roadway network
and the time that actual volumes meet the warrants. Accordingly, consideration should be given
to the appropriateness of rendering the traffic signal operational at the time of opening of the
Connector Road.
We trust this report provides the necessary documentation to provide safe and efficient access
to the retail developments, and also meet similar safe and efficient travel goals for the traveling
public utilizing the roads in this area.
Respectfully submitted,
WILBUR SMITH ASSOCIATES
‘41 -
Thomas E. Flynn, P.E.
Vice President
TEF/pk
Attachments
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Table 1
LAND USE AND TRAFFIC GENERATION
Avon Street Retail Development
TOTAL AM PEAK PM PEAK
LAND USE • MEASUREMENT UNITS ITE CODE 24-HR TRIPS Enter Trips Exit Trips Enter Trips Exit Trips
NORTH PARCEL:
Shopping Center 52,600 Square Feet 820 4,730 70 41 218 218
Bank 4,000 Square Feet 912 1,054 21 16 84 91
Subtotal: 56,600 Square Feet 5,784 91 57 302 309
SOUTH PARCEL:
Shopping Center 20,400 Square Feet 820 2,617 40 24 119 119
Convenience Store(') 4,000 Square Feet 852 2,952 62 62 68 71
Sit-Down Restaurant 4,000 Square Feet 832 711 30 29 29 23
Subtotal: 28,400 Square Feet 6,280 132 115 216 212
TOTAL: 85,000 Square Feet 12,064 223 172 518 521
•
SOURCE: ITE Trip Generation Handbook, 5th Edition. ,
NOTE: (*) Used ITE Code 851 (Convience Market-Open 24 hours)for total 24-hour trips.
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Mill Creek Dr. J�
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t`7
LEGEND =
00 - AM PEAK
(00) - PM PEAK
0
ArleN.
�a�l FIGURE
\A43/\ EXISTING 1994 BACKGROUND TRAFFIC
2
Table 2
TRAFFIC GROWTH TRENDS
Avon Street Retail Development
AVERAGE DAILY TRAFFIC VOLUMES FOR ROADWAY SEGMENT RT. 742
YEAR From: Rt. 20 to Rt. 1101 % Change
1988 4,015 0.0%
1990 4,284 6.6%
1994 4,557 6.4%
Average Yearly Growth: 2.2%
USE 3%
SOURCE: VDOT Average Daily Traffic Volumes on Secondary Routes
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Mill Creek Dr.
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v LEGEND =
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IMO■11�11 TRAFFIC
PROJECTED 2000 BACKGROUNDFIGURE
\A/SA���Kcd. (NO CONNECTOR) 3
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r v �
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0
I I 110 (Li0)
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Mill Creek Dr. c;5 CSC) Connector
E-� . -� Road
3(0 0 3)
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EN/11111
1111111 INN PROJECTED 2000 BACKGROUND TRAFFIC FIGURE
\,AjS,L\ (WITH CONNECTOR)
North Parcel
N
(40) Cob) C.o)
) T 1 S
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Connector
Mill Creek Dr. 00 Road
10 -�
Yk
ta LEGEND
o 00 - % Entering
(00) - % Exiting
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HIM NMI
....., SITE TRAFFIC DISTRIBUTION FIGURE
.00m.
\ASA NORTH PARCEL 5
'� 1 (45)
< OD)
L, i (1.5) 20
Connector
Mill Creek Dr. 4o E-- Road
10 (s)
y 4 v
o LEGEND
a South Parcel
00 - % Entering
(00) - % Exiting
IUV` SITE TRAFFIC DISTRIBUTION
t1111��1 FIGURE
WSA SOUTH PARCEL 6
North Parcel
N
O M M
c et
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' 14
< ( 11 ) �, — 4
Mill Creek Dr. 1 '73 T i____> Connector
S3 <____ Road
9 Si I ^ re.'_
v
• LEGEND =
to 00 - Entering
(00) - Exiting
a South Parcel
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NI11 SITE TRAFFICFIGURE 1
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n 4 11
v `�
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LEGEND =
a South Parcel 00 - Entering
(00) - Exiting
4074M.ACC SITE TRAFFIC FIGURE
INSA PM PEAK . 8
North Parcel
N
o M -9 enel
^ z � � c$� et K T 14
< 3 7 ,. �— I84
`Y Mill Creek Dr. 9'S1' S3 73 T < Connector> Road
42
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36,
a S3 rY r
c
a
0
South Parcel
AM PEAK HOUR TOTAL TRAF
LT:ij _
FIC FIGURE
YEAR 2000, SITE PLUS BACKGROUND 9
1
North Parcel
N
1 " 3+4- I T 4.5
- -.. 4 ,i, is.° < Is- < .-- . 4, +3
Mill Creek Dr. Teo 1' Z "I` Connector
r--> SG: (� Road
7� —� 111 T
l3 1 1 _
— M INY cr ek, Cr"-
cri ch
4J
c
g
0
a South Parcel
11
UM1 PM PEAK HOUR TOTAL TRAFFIC FIGURE
V184 YEAR 2000, SITE PLUS BACKGROUND io
Table 3
2000 SITE PLUS BACKGROUND TRAFFIC INTERSECTION CAPACITY ANALYSIS RESULTS
Avon Develpment
BACKGROUND & TOTAL SITE
AM PEAK HOUR PM PEAK HOUR
INTERSECTION TYPE OF MOVEMENT LEVEL OF DELAY LEVEL OF DELAY
NAME CONTROL APPROACH SERVICE (_secj SERVICE (sec.)
Mill Creek/Avon SIGNALIZED EB D 34.0 D 27.0
WB C 16.1 C 15.6
NB C 24.0 C 20.7
SB - C 23.5 C 22.9
Overall C 23.3 C 20.2
Connector Rd/Site Entrances UNSIGNALIZED NB Left B 9.3 E 44.7
SB Left B 7.2 C 14.6
EB Left A 2.9 A 3.7
WB Left A 2.9 A 3.1
NORTH PARCEL
N
I ; Approximate
' I I ; •
I I Property Line
� i A Olt;
Mill Creek Dr. -S-9 r—
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-► 7. ,,/
111( I Proposed 444 Connector Road
•
ItP1 1
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; I I
Avon St.
SOUTH PARCEL
1111111� FIGURE
PROPOSED SITE ACCESS
..."' 11
\/\64\
APPENDIX
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4 02-13-1996
Center For Microcomputers In Transportation
Streets: (E-W) tMILL CREEK (N-5) AVON
Analyst: INS File Name: AVONA.HC9
Area Type: Other 2-13-96 AM PEAK
Comment: 2000 SITE S LOCAL
I Eastbound 1 Westbound I Northbound I Southoounu
IL T RIL T RIL 1 R f L T k
No. Lanes I l 1 ( 11 1 1 I 1 1 1 1 1 1 .
-Volumes r 95 42 361 93 37 187i 18 419 1001 210 113 10
' PHF or PK1510.95 0.95 0.9510.95 0.95 0.9510.95 0.95 0.9510.95 0.95 0.55
Lane Width 112.0 12.0 I12.0 12.0 12.0112.0 12.0 12.0112.0 12.0 12.0
Grade I 0 I 0 I 0 0
% Heavy Veh1 2 2 21 2 2 21 2 2 21 2 2 d
Parking I(Y/N) N I(Y/N) N I(YIN) N ItYIN) N
Bus Stops I 01 CI 01 0
Con. Peas I 01 01 0
Ped Button I(Y/N) N r('if;;) t1 ICON) N i tY/N) It
Arr Type I 3 3 31 3 3 31 3 3 31 3 33
RTOR Vols 1 01 0; 0! 11
Lost Time 13.0u 3.0v 3.0013.00 3.00 6.0013.00 3.00 3.0013.0v 3.00 3.00
Prop. ShareI -1 -_I -i -11 -1 -11 -1 -1
Prop. Prot.1 21 -21 -21
Signal Operations
Phase Cow:inatio:: 1 2 J 4 1 _ r
EB Left R It(B Left
Thru lhru
Right f ; kight ►
Pecs PLJ.
Wb Left 3- * ISB Lett ,.
TAM * * I . inru *
Right r I iolnt * *
Peds Pecs
,NB Right s ► ILI nly;rt
SB Ricrt * !la h1ght
Green 10.0A 1v.U;; ;Uri-eh 1;,.a;: 1 .i•M NJ.vr,
Yellow/AR 1:1, ;. .:.0 ,!e,;_a/u•: 4.v ,..
Cycle Length: 16.. Leos ce uin.,.:wl Lifer: ;rl I;c Ni h. NC Hi
intersection Performance b•,;:maty
Lane G: up: I4L j fiat v/c q/LC Approach:
nvats Can Flow Ratio patio Delay LOS Delay LOS
EB L 162 1770 0.616 0.092 26.7 u 31.V i,
TR 269 11,4 0.284 0:16, 26.4 D
WB L 669 17Tv 0.266 0.20o 25.6 L' 16.1 L
526 1e03 U.0/'i 0.263 2c.3 L
R ttltl 1:.33 0.241 0.511 10.4 B
NB L .6.: 1 ;. ...1 tl.V iL _.. �'1.'V L
T 55:
[ ... 1686 v.148
R 86. v..3s v .. g
SB L 353 1770 0.5:00.2�2 U .
i svi .VJJ i.15i 0.1,z.. 13..
R ,:.ri 1:a2 v.r:13 v.:,:,0 i.'i r
._3.3 a_. ._ !'1_t�Cti Lu'] t.
•
•
•
•
HCM: SIGNALIZED INTERSECTION SUMMARY Version 2.4 02-13-1.396
Center For Microcomputers In Transportation
Streets: (E-W) MILL CREEK (II-S) AVON
Analyst: INS File Naue: AVO1fl.HCS
Area Type: Other 2-13-96 PM PEAK
Comment: 2000 SITE & LOCAL
I Eastbound I Westbound I Northbound t Southbound •
• I L T RIL I R I L T R I L T R
rlu. Lanes 1 1 1 ( 11 1 1 1 i 1 1 I 1 1 1 -
Volumes I 36 r2 131 160 72 3441 19 132 1791 34.; 267 72
PHF or PK1510.95 0.95 0.9510.95 0.95 0.9510.95 0.95 0.95:0.k. v.9t, 0.95
Lane Width 112.0 12.0 112.0 12.0 12.0112.0 12.0 12.0112.0 12.0 1c.G
Grade 1 0 I 0 i 0 i 0
X Heavy Vehl 2 2 21 2 2 21 2 2 2t 2 2
Parking I(UN) N I(Y/N) N I(Y/N) N 1(Y/H) N
Bus Stops i 01 OI 01 c,
Con. Peds 1 tl 0! 01 0
Ped Button MIN) N I(Y/N) N MAN N I(Y/N) :.
Arr Type I 3 331 3 3 31 33 31 33 a
RTOR Vois I ui 01 01 0
Lost Time 13.00 3.00 3.0013.00 3.00 3.0013.00 3.00 3.0013.00 3.00 3.00
Prop. Snare) -1 -11 -1 -ii -1 -11 -1 -1
Prop. Prot.1 -21 -21 -2
Si5,1al Operation
Phase CoMb1i tion 1 c 4 1 6 ,
ER Left + IMB Lett +1
Thru ► l n ru
Right R 1 Right
Peds Pas
0Left * R ISi1 Left f ►
nN • * Inra I. R •
Right + R I Right R *
Peels 1 Pees
NB Right R !EN Right
SB Right * 11.h i•,i;nt
Green 14.o. 7.0H eJ.0H IGreEh %.UiI LU.OH 23.6II
Yellow,A ..0 4.6 f.G :IeliowiH'S 4.V 4.t.
Cycle Length: 1=J <___ rLa,r combination order: II! to Zia L_ tit hi
intersecta.m Per:Gri.ahLe
Laie i up: H:.j fit: V!L 4/1, Appr0.i2.. •
Plvmts Cap -low AaTio Kati, bLiay LOS Uelay LOS
LB L 221 17/V 0.1/e 0.125 30..1 b D
TR 3i2 16i6 0.2st; 0.203 D
WD L 364 1 i 'V 0.433 0.217 2 i. ' 0 1_.t. L
T f5'J :o:... J.13_ 0.3':G 1't.n
0.367
NB L lin iri 0.169 U.ut.i ..4..: D 20.7 L
I 386 166.: G.3/9 u.20o H.L. I.
1: t:ia i.ii.i ..E'1 v.112 1,1.6 t
SB L 472 1i?G l%.ic., U.Cbi a..- 1'
4 6ts4 1._t (',,. u._..a 1. . I
Center For Microcomputers In Transportation
HCS: Unsignalized Intersection Release 2.1 Page 1
rk3fiFiEikIF**R****iE3FkiFIFRfkfEiE*IE***3r*****3tt*3Elrjf*W**iFrl***1E*MksRk** **k*
File Name
Streets: (N-S) SITE ENTRANCE (E-U) COI;NCCTUR RD •
Major Street Direction EW •
Length of Time Analyzed 60 (min)
Analyst INS
Date of Analysis 2/13/96
Other Information 2000 LOCAL & SITE (AM; PEAK)
Two-way Stop-controlled Intersection
Eastbound ! Westbound I Northbound 1 Southbodnd
I L T RI L T ki L T RI L T R
No. Lanes I 1 2( 01 1 2( 01 1 1( 01 1 1( 6
Stop/Yieic I hl NI
Volumes I 73 13:, 55. 26 i64 14i 92 0 171 11 0 23
PHF I .9 .9 .9! .9 .9 .91 .9 .5 .91 .9 .9 .5
Grade I 0 1 0 I 0 1 0
MC's (X) ! 0 0 01 0 0 01 0 0 01 0 0 0
SU/RV's (%)I 0 U 01 0 0 01 0 0 01 0 0 0
CV's (X) 0 0 Oi 0 0 01 0 0 0 o it
PCE's 11.1 1.1 1.11 1.1 1.1 1.11 1.1 1.1 1.11 1.1 1.1 1.1
ml ju!.:•t.•.ent Fac. rs
Vehicle Critical follow-up
flaneuve: bap itg) flue !tf)-
Left•Turn Major Road • 5.50 - ..IC
Right Turn Minor Road 5.50 c.60
Through Traffic (5iru: i;u:L;• 6.5u d.J0
Left Turn Minor niad *6.50 �.'rt
•
Center For Micro•:uiputers In Transportation
HCS: Linsignalized Intersection Release 2.1 Page 2
****l4****10kiEk*****l4*******Iti*1 iilfkNilF****M4**11AE%ik*3fXf**** **x
►JorkSheet for TwSC Intersection
Step 1: RT frog Minor Street N5 Sh
• Conflicting Flows: (vph) 120 99
Potential Capacity: (pcph) 1204 1234
Movement Capacity: trophy 1204 1234
Prob. of ti:ieue-free State: 0.98 0.98
Step 2: LT fro Major Street a8 Lb
Conflicting Flows: (vph, 239 158
Potential Capacity: (pcpr.) 1276 13-i2
Movement Capacity: (pcph) 1276 1342
Prob. of Queue-free State 0.97 0.9.5
Step 3: TH fro': Minor Street till Sll
Conflicting flows: (ap;,, 510 t29
rbtential Capacity: (pcph) 549 535
Capacity Adjustment FC'::(
due to Impeding ":oveLents 0.51 o.91
Movement Capacity: t„cpo; 1 48r
Pro:,. of uaete-free stat_: 1.A)
step 4: LT r o. P:iu r e. Hi' bl•
lJlilllCtluy i lows: "1:,•f: 4'10 47u
Potentiai Lapi:1ty: ,pL;; _ .-: • JL•:
major L1, Minor RI •
Impedance Factor: u.31 U.91
Adjusted impedance i ac to: 0.is 0.9d
Capacity AdjustNent r .,ctor
i4e tc Impe'_ic
Nove:ient Capacit): ipCF•r,) 497 �::•
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;rn ersection Performance Summary
FlowRate MoveCap SharedLap Avg.Totai Delay
Movement v(pcph) C tpcph) Csh(pcph) Delay LOS Ly App
' NB L 112 497 3.3 It
8.2
NB R 21 1204 ) 1204 ) 3.0 ) A
SB L 13 513 7.2 B
4.1
•
SB k 29 1234 ) 1234 ) 3.0 ) A
_1{ L 89 1342 2.9 0.7
W8 L 32 127.1 2.9 H U.s
Intereccion Delay - 1.9
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HCS: Unsignalized Intersection Release 2.1 Page 1
****F*******f*********ii****.*****?r!r#*iF*3tir*****3t*************A./**k
File Nate
Streets: (N-S) SITE ENTRAKE (E-G) CGNNECTOR ED
Major Street Direction Eli
Length of Tine Anaiyzec 60 (min)
Analyst INS
Date of Analysis 2/13/96
Other Information 2000 LOCAL & SITE (PM PECK)
Two-way Stop-controlled Intersection
Eastbounc I Westbouno 1 Northbound 1 ScuthbctL d •
1 L T RI L T RI L T Rt L I x
No. Lanes ; 1 2( 01 1 2( 01 1 1( 01 1 1(
StopJYlelc ; t,1 Ni I
Volumes 12,= 191 (161 13 195 451 169 v 3L t 62 0 124
PhF . .'i .5 .51 .'i .9 .51 .9 .5 .71 .+ .'i .i
Grade 0 1 0 1 0
PCs l%) v 0 0 01 Sr 0 01 0 0 •J
SIU/RV's (%)I d v 01 0 0 Ot 0 0 01 J 0 U
Cv's (%) t UI 0 ,! 0 0 01 ' )
PCE's 11.1 1.11 1.1 1.1 1.1' 1.1 _.1 1.11 1.1 1.1 1.1
i;e)..xt�rrt Factor.
vehicle Critical Follow-up
15arerver f p :tip • Ilme (tit
Left turn I1a):.r hotL :;.1.; c.:9
Right Turn Fanor :tl}au 5.50 2.60
Tr,rouyh 4rrT1c rilaor 1(_„ G.5v a.iV
Left lir ru.ior ;:gad *6.50 s.4U
Center For Microcomputers In Transportation
HCS: Unsignalized Intersection Release 2.1 Page 2
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WorkSheet for TUSC Intersection
Step 1: RT from Minor Street Nb SB
Conflicting Flows: (vpn) lab 120
Potential Capacity: (pcpn) 1179 1204
Movement Capacity: (pcph) 1119 1204
Prob. of Queue-free State: 0.97 0.87
Step 2: LT from Major Street WFi LB
Conflicting Flows: lvpr) 277 240
Potential Capacity: tpcpn. 1217 12i4
Movement Capacity: (pcph) 1217 1274
Prob. of Queae-free State: 0.96 0.77
Step 3: TH from Minor :,treat NB �b
Conflicting Flows: tvr,; 75'. 7air
Potential Capacity: ,pcpr,) 39992 361
Capacity adjustment Facto!
due to Impeding .Movements 0.73 0.7a
Movement Capacity: (pcph) 286 P80
Prob. of itaeue-free State: 1.00 1.00
Step 4: LT frog Minor Street NB Sb
Conflicting Flows: (v:2b) rlti - 693
Potential CapClty: 0,1_pro °,0•; 460
Major LT, Minor lh
Impedance :actor: 0.73 ,r.i3
Adjusted impedance rictor: u.i: (),I.
Capacity Adjustr.ent factor
due to Impeding i'u•:ene ti 0.63 (:.II
F ove exit Lapac..ty: l,cpr,. ca•i sc�
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HCS: Unsignalized Intersection Release 2.1 Page 3
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Intersection Performance Summary
Flowkate MoveCap ShareoCap Avg.Total Delay
ilovenent vtpcph> Co(pcpr.> Csh(pcph) Delay LOS By App •
NB L 207 284 44.7 E
st;.7
NB 1 40 !17.3 ) 1179 ) '3.2 ) A
SD L 76 322 14.E C
6.7
LB R : r 12,34 > 1204 > 3.4 > A
LB L 296 1274 3.7 H 1.7
WB L JJ 121i 3.1 41 0.5
Intersection Delay = 8.1