HomeMy WebLinkAbout2001-06-21 Traffic Impact & Access Study KDermot.. KellyAssociates, €nc.
Traffic. Enfjirioeririg(TranspoFt iticrr Pfarining
Two Dundee Park, 6Uitc 801
Andover, MA 01810-3725
Office: 978-474-1994
Eax: 978-474-1778
Ref_ 501-3.0
via P1 04ty Mail
May 17, 2001
Nor. Tien WIntosh
Vanasse Han en Brustlin Inc.
101 Walnut Street
Watertown, MA 02272
RE: Route 114 Car Wash
North Andover, MA
Dear Tire_
In response to your Engineering Review (Review Bart: 94-20-01) for the move refore5ced project,
enclosed pease find a Traffic Impact and Access Sturdy prepared for the current proposed project. This
Traffic Study was faxed to you this morning to facilitate and expedite your review of this matter-
A Massachusetts Highway Access PerrNt was obtained for this site on November 19 1998 and it expired
on November 19, 1999, since the driveway was never constructed. We have requested MHa to reissue
the permit for the current proposed project and we anticipate receiving that perknit shor4.
Upon your review of the enclosed Traffic Study please oai€ mr 3 wit€l any questions, comments andfor if you
require any additional infbrmation.
Sincerely,
DE T ,f- KELP. ABBOC€ATE INC.
'74 01
DermotJ- Kelly, PE, PTO
President
B,tftlhpt
cc, f-€e€di Grifferi. North Andover Community Devekoprnent
Tom La<udar}i, north At€antic Realty Corp-
Lou P. Minicucci, Jr. , t,iorthpoint flea€ty Deve€oprnent Corp.
Bob Oafeyl teve Stapinski, ME , Inc.
601-UO8•Mcl ntosh,Tim VFB
TRAFFIC IMPACT & ACCESS STUDY
Proposed Dar Wash
North Andover, Massachusetts
Prepared for
Town of North Andover
May 2001
prepared by
DOrmot J. Kelly Associates, Inc.
Traf€ic Eng in eeringffra na po rtation Planning
Two Dundee Park,Suite 301
Andover, MA 01810 725
978-474-1994 Fax: 978-474-1778
SQi-T�Fw
Copyriot i�)2001 by DJI{_ AN aightr,mnemed.
TABLE OF CONTENTS
Page
EXECUTIVE #. MMAI Y ...................... .. .------„.....,,........-,........................ f
PROJECT DESCRIPTION-„-„..........................__. .............__ I
ALTERNATIVE BTUDIES..................................................................................... 2
STUDY AREA...--. -----__ ..................................
EXISTING TRAFFIC VOLUME CONDITIONS..............................................
FUTURE TRAFFIC VOLUME CONDITIONS..................__....................................__
Background Traffic Growth........................................................................................ 2
Site-Generated Traffic............................................. 3
TripDistribution -. ............................... ...__...................................... ---------- 3
TRAFFIC 0 P ERATION ANALY IS --- ...........................
Route 114 at Site Drive ..............................................................
MITIGATION MEASURES-------------„..............,...,... 3
PROJECT DESCRIPTION.....................................................
PROPQSAIR.............—. .......................... 5
ALTERNATIVES TO THE PROJECT ........................ 6
ALTERNATIVES TO THE PROJECT T ,-„.................. 6
THE EXISTING BUILT ENVIRONMENT......................... 7
FIELD SURVEY.................... T
OEOMETRI ......... 7
Route 114 (Turn pike Street)...... ............................................................................7
TRAFFIC VOLUMES........................... 8
FIXTURE TRAFFIC VOLUME CONDITIONS
INTRODUCTION .......................... 9
BAOt OROEJND TRAFFIC GROWTH...,.... ............................ 9
VEI-II C LE-TRIP GENERATIOI ...................................
TRAFFIC DISTRIBUTION/ASSIGNMENT....... ....................
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TRAFFIC ANALYSIS .................................................................................................— 1
TRAFFIC FLAN AND OPERATION CHARACTERISTICS ------------------------------------- 12
METHODOLOGY......-- ------------------------„-,...........-,-...................................--... 13
Levelof Servrce.......................----... ................................................................ 13
Unsigna[ized Intersections............................................ .--.--.-----.--.--.......... 1
TRAFFIC ANA LYS I S RES ULT ............................... ..................................-.-.,--„- 14
Route 114 at Site Drive ..........................................................................
APPENDIX ........................................ 15
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EXECUTIVE SUMMARY
Dermot J_ Kelly Associates, Inc_ (DJK) has conducted a Traffic Impact and Access
Study for a proposed Car Wash to be located adjacent to route 114 opposite Jasmine
Plaza in North Andover, Massachusetts. This report identifies existing trafftc operating
parameters on the adjacent roadway system, evaluates the potential traffic-related
impacts associated with the proposed project and identifies potential traffic mitigation
measures necessary to minimize the impact of the proposed project_
PROJECT DESCIR1PTION
j The project proponent presently is planning for the constructton of a proposed car wash
facility, which would include one automatic tunnel, five self-service bays, one outside
self-service bay, and outside vacuum stands. Current project planning calls for the site
to be accessed a[ang Route 114, creating a RT" intersection with Route 114.
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ALTERNATIVE STUDIES
For the purposes of this report, the following alternatives were evaluated;
• No-Build - The No-Build alternative was examiners to establish the 2606 baseline
traffic-volurne conditions. The incremental impacts of the proposed project may be
determined by making comparisons to the No-Build alternative. TheNo-Build
alternative assumes that the }project is not built.
• Build - The Build alternative includes the development of the proposed project. The
Build alternative is evaluated in this report and is compared to the No-Build analysis
condition, The Build condition represents the increase in traffic from the previous
condition to the proposed condition (i.e., the delta impact)- The Build condition
includes the construction of the proposed development project,
STUDY AREA
The study area includes the intersection of Route 114 at the Site Drive.
EXISTING TRAFFIC VOLUME CONDITIONS
Ana lys!s of thee recent traffic counts indicates that average weekday volumes are 30,835
vehicles per day (vpd) along Route 114 adjacent to the site during November. 2000-
During the two peals travel demand periods, which generally occurred between 7 and 9
AM and between 4 and 6 ISM an average of 2,351 and 2.480 vehicles per hour (vph)
were observed along Route 114 during the weekday morning and evening peals fours,
respectively.
FUTURE TRAFFIC FI VOLUME CONDITIONS
Background Traffic Growth
To represeTit future 2006 No-Build traffic-volume conditions, the existing traffic volumes
were increased to account for background traffio growth. Accordingly, the existing traffic
volumes were increased by +2-0 percent per year up through 2006,
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Ccppight 0 2001 by DJK. All phis fesecve(t.
Site- e€>wetated Traff JC
Basest on the institute of Transportation Engineers (lTE) t6p generation rates, it l
anticipated that the proposed car wash facility would generate approximately 648
vehicle-trips per day (vpd). This daily volume would be split evenly with 324 vehicle-
trips entering and 324 vehide-trips exiting the site over the course of the entire 4-hour
day. More importantly, during the weekday evening peaks hour, 35 vehicle-trips per hour
would be generated with 18 vehicle-trips entering and 17 vehicle-tripsexiting the project
site_ During Saturday 796 vpd would be generated with 124 vph generated during the
midday peaks Dour, 62 vph entering, 62 vph exiting the site_ The remaining vehicle4rips
would occur over the course of the day.
Trip Distribution
Trip-distribution patterns were developed specifically for this study and are surnmarized
as follows:
Route 114 toffrorn the N orthfvVest 55%
• Route 114 to/from theSouth/East 45
TOTAL 100
TRAFFIC OPERATION ANALYST
Unsignalized intersection capacity analysis was performed for the study area
Intersection. The capacity analysis is summarized Below by location_
Route 114 at Site Drive
Under 2606 Build with development traffic volume conditions, the left- and right-turns
exiting the site would operate at LOS C durring both the evening peak hour and during
the Saturday Midday peak hour. The left-turns entering would operate at LOS B during
both peak hours.
MITIGATION MEASURES
The final phase of the analysis process is to identify the mitigation measures necessary
to minimize the impact of the project on the trartsportakion syrstein_ The proponent has
mado a commitment to implement all utiticgation measures fisted below.'
• The proposed site driveway is suggested to consist of a minimurn 25-foot wine cross
section with one 12' -foot wide lane for entering traffic and one 1 °s-foot wide lane
for exffing traffic. Intersection corner radii are suggested to be 0-foot radius.
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The proposed driveway would intersect Route 114 frorri the north with the Site Drive
southbouud approach to the intersection under STOP sign control with a painted
stop Isar_
try order to enhance the ava€lable safety sight lines to both the east and west,
topographic ground elevations are suggested to be maintained such that adequate
sight distance is avaNable throughout the life of the project.
a
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PROJECT DESCRIP` ION
PROPOSAL
The project proponent presently is planning for the construction of a proposed ear wash
facility, which would include one automatic tunnel, five self-service bays, one outside
self-service bay, and outside vacuum stands. Current project pianning calls for the site
to be accessed along Route 114, creating a "T" intersection with Route 114.
501-3iA5
Copyri�)hi02001 by DJK. AR 69hM re%erved.
ALTERNATIVES TO THE PROJECT
ALTERNATIVES TO THE.PROJECT
For the purposes of this report, the following alternatives were evaluated:
# No-Build - The No-Build alternative was Mmined to establish the 2006 baseline
traff:c-volurne conditions_ The incremental impacts of the proposed project may be
determined by making comparisons to the No-Build alternative. The No-Build
alternative assumes that the project is not built.
* Build - The Build alternatfve includes the development of the proposed project_ The
Build alternative is evaluated in this report and is compared to the No-Build analysis
condition. The Build condition represents the increase in traffic; from the previous
condition to the proposed condition (i.e., the delta impact)_ The Build condition
includes the construction of the proposed developmental project.
s
W1-GLAS
Capyiight Q 20GI by WK. M dghts feserwed.
THE EXISTING BUILT ENVIRONMENT
FIELD SURVEY
comprehensive field inventory of the adjacent roadway system was conducted during
November 2000, The field inventory included collection of existing roadway geometries,
traffic volumes, and safety data for the adjacent roadway ire the vicinity of the site
Traffic volumes were measured by means of are automatic traffic recorder (ATR)
counters. Safety inventorkes included vehicle speed observations and a detailed
evaluation of the safety sight lines at the site driveway location along Route 114.
GEOMETRICS
Route 114 JTur pike Street)
Route 114 Jumpike Street) west of the site is generally a three-lane roadway with the
roadway widening to a five-lame cross section to the east at the Stop & Sloop signalized
7 intersection_ Turnpike Street generally consists of one through lane for each direction of
travel with a dual use center left-turn lane located opposite the site. The travel lanes are
generally 12 feet wife. Turnpike Street provides accesslegress to numerous adjacent
highway commerciallretail and residential land uses along its entire length_
Turnpike Street consists of bituminous concrete pavement in fair condition with no major
pavement break-up or edge raveling noted during the field inventory period_ Horizontal
and vertical alignment are fair along Turnpike Street with the roadway exhibiting a
general tangent alignment over relatively level terrain adjacent to the site.
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Vellicular 1,novements along Turnpike Street are controlled by a folly actuated traffic
signal located at the intersection of Turnpike Street and the Stop & Shop driveway and
at the intersection of Turnpike Street at Route 125 and Royal Crest Apartments, located
approximately 3.000 feet west of the project site,
TRAFFIC VOLUMES
Existing traffic volumes were recorded mechanically over a 4-day period between
Wednesday, November 8, 2000 through Saturday, November 11, 2000. These traffic
voltirnes were reviewed to determine average daily and peak-hour traffic volumes along
Route 114 adjacent to the sate- Table 'I summarizes the ATR traffic-voinrne data
collected along Route 114 for this study-
Analysis of the recent traffic counts indicates that average weekday volumes are 30.835
vpd (vehicles per clay) along Route 114 adjacent to the site during November 2000.
During the two peak travel dernand periods, which generally occurred between 7 and 9
AM and between 4 and 6 PM an average of 2,351 and 2,450 vph were observed atong
Route 114 duri€tg the weekday morning and everiinq peals hours, respectively-
Figure I graphically presents the results of the traffic volume inventory for tha weekday
evening and Saturday midday peak hours.
TABLE 1
EXISTING TRAFFIC VOLUME SUMMARY
-� Daily Peak-Hour
Traffic Traffic
Locationt (24 hour) Peak Volume K Directional
i Time Period {vptt} Hour {vph)1 Factory Distribution
Route 114 odjauefd to
7 Pinposed Silo Dive_
y ..
ednssday, 19l8f00 30,420 8,00-9,00AM 2,436 8-01 51-1% EB
5.00-6,00 PM 2,440 8-02 51.3%VVB
Thursday. 1119100 30,658 8,00-9-OD AM 2,419 7.89 52.0% EB
4=00-5-00 Phi 2,437 7.95 52.0%M
Friday, I ill0100 31,42$ 8,-00-9=00 AM 2,797 6-99 54.7% EB
4A5-5;45PM 2,474 7-87 52-8/uE8
Averago Weekday 30.835 AM Peak Hour 2,351 7.62 52.43% EB
PM Peak Hour 2,450 7,95 50.2°16 W8
Saturday, 1 Ill1f0 23,}83 1:45.2=45 PM 1.988 8.29 54.9% Eb
_ ............ _....... .........
.-...-- .........-
aVehidas per day-
�VeNdes per hou€-
rpe erFt of daily traffic occurring during kl a peak hour-
dvaims are for uie predoerklo ant di€edt art durino eacdt peak hour-
8
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Copyright E�)70ai by DJK- ►tl rlghts reserved.
Figure 1. 2001 Existing
Peals Hour Traffic Volumes
WE'E'KDA Y EVENING PEAK HOUR
�i1fi1
TURNP[KC 1307 STREET
$ATURDA y MIDDAY PEAK HOYR
�8S6
TURNPIXE 1092 STREET
KSchemabc
DJKDermot J. Kelly Associatim Inc,
Traffic Engine ering/Transp ortatioti Planning
564NET
Cop}righ{ Q 2001 By UJN, Alt eqh{s PtW- &
FUTURE TRAFFIC VOLUME CONUITIONIS
INTRODUCTION
TION
This section of the report determines the future traffic volume levels along the study
area roadways and intersections. To determine the irnpW of site-generated traffic.
volumes on the roadway network under future conditions, the existing traffic volumes in
the study area were projected to the year 2006 to be consistent with Massachusetts
~state guidelines for Traffic impact Assessments. Traffic, volumes on the roadway
network at that tine would include ail existing traffic, hackground traffic growth, and the
site-generated traffic volumes.
BACKGROUND TRAFFIC GROWTH
TraaffEc growth on area roadways is a function of the expected land development in the
immediate area as well as the surrounding region. Several methods can be used to
estimate this growth. A procedure frequently employed is to identify the location and
type of new developments planned to occur during the designated planning horizon,
estimate the traffic to he geneTated and assign it to the area roadway network. This
method usuallyr produces a realistic estimate of growth for local traffic.
The Planning Office for the Town of North Andover was consulted during the
preparation of this Study to identify existing and projected development projects
anticipated to occur by 2006, Based on this information and other background
information. the existing traffic volumes were increased by +2-0 percent per year up
through 2006.
Figure 2 graphically presents the 200 No Build weekday evening and Batrarday midday
peak-hour traffic volurnes.
s
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Cnpydghl0 2001 bV WK. Alk dghls aesEnved_
Figure 2: 2008 No Build
Peak Hour Traffic volumes
■£EKD Y EVENING PEAK H§E£
FƒTE
ROMMOMW
Ui
LO
| LO
|
�Ima
TURNME 1443— STREET
S 7»aD]Y MID E PEAK 10E£
| �
� ®
� |
mKE STREET
rSchematic
Dermot J. Kelly Assouiates, Inc.
} DJK Traffic Engineering/TransparLation Planning
_iyhk @ 2001e OM. ate_ ___ m
VEHICLE-TRIP GE14ERATION
Trai#io volumes generated by car wash facilities normally follow wel kestabl[shed
patterns with respect to magnitude and temporal distribution- Measurements of
numerous such developments published by the Institute of Transportation Engineers
(iTE) have established trip generation rates, which have been standardized for analysis
{purposes. Accordingly, the ITE Trip Generation manual was researched with the
appropriate vehicle-trip generation charactenstics applied to the proposed project.
Based on the institute of Transportation Engineers (ITE) trip generation rates, I is
anticipated that the proposed car facility would generate approximately 646 vehicle-trips
per day (vpd). This daily volume would be split evenly with 324 vehicle-trips entering
and 324 vehicle-trips exiting the site over the course of the entire 4-hour [fay. More
importantly, during the weekday everting peak hour, 35 vehicle-trips per hour would be
generated with 18 vehicle-trips entering and 17 vehicle-trips exiting the project site-
During Saturday 796 vpd would be generated with 124 vph generated daring the midday
Peak hour, 62 vph entering, fit vph exiting the 51te. The rernalning vehicle-trips would
occur over the course of the day.
Table 2 summallzes the peak-hour and daily project-generated traffic volumes for the
proposed car wash facility.
TABLE 2
VEHICLE-TRIP GENERATION SUMMARY
Time Period/ Gar Wash
Direction of Travel Facility ......
Weekday Evening
Peak Hour
Entering (vph)a 18
K>Jfikl v h _17
Total (vph) 35
Daily Weekday
Entering (vpd)b 324
Exiting NO) 324
Taal (vpd) 648
' Saturday Midday
i
Pear Hour
Entering {vph} 6
Exiting f vr)ht 62
Total (Vph) 124
Daily Saturday
Entering (vpd) 398
Exiting NO) 398
Total(vpd) 796
vph=vehicle-Wpm pet hour-
bvpd=vehicle-!rigs per day.
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TRAFFIC DDI TFtIBUTIONIAS IGNI JIENT
Directional distribution of generated trips to and ff-om the proposed development is
expected to follow existing traffic patterns which, in torn, is a function of population
densities, shopping opportunities, areas of employment and recreational activities.
Accordingly, the directional split of the new trips originating from, or destined to, the
development was based on existing traffic patterns as observed for this study. Table 3
surnlmadzes the traffic distribution and assignment of site-generated trips.
The site-generated traffic volumes were superimposed onto the 2006 No Build traffic
volume networks creating the 2006 Build traffic volume networks. Figure 3 graphically
presents the 2006 Build weekday evening and Saturday midday peak-tour traffic
voturne networks.
TABLE 3
PRO,]£CT-Gt NERATED VEHICLE-TMP ASSIGNMENT
TolFroru TolFrom
Site NorthlWest SouthlEast
Driveway via Via
Vine Perxodl Total Route 114 Route 114
Direction of Travel 10G% (56%) (4�S°lit
Weekday Evening
Peak Hour
Entering (vph)a 18 10 B
Exiting ypiij 17 9 8
Total (vph) 35 19 16
Daily Weekday
Entering (vpd)tl 324 178 146
EX-INDC; {V[}d 324 178 146
Total NO) 648 3 39
Saturday Midday
' Peak Hour
Entering (vph) 62 34 28
Exiting fvnhj 62 34 28
Total(vph) 124 68 56
Daily Saturday
Entering (vpd) 398 219 179
Exiting NO) 398 219 179
Total (vpd) 79638 358
h veNde-trips per hour.
')vpd=vehicle-trips per day-
!i01-7t4S
Cppydgbt in 2001 by WK. All figMs frinfVCd.
Figure 200E Build
Peak Hour Traffic Volumes
W£KD x EVENING PEAK HOUR
SITE
m m
Gt 1,
, ,
\
0
M
m
(m
2 —1ma
TURNPIKE 0m STREET
1443
SAPURDA Y M DD z PEAK H0r£
SITE
In S
0 e
Total 124
$
�
0
M
: § .
It
Cq
(28)
TURNPIKE ( )= STREET
,2D6--
Legend,
Totalxx Vehicle
) S &s Only i zm« �
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DJKDermot J. Kelly Msociates, Inc.
Traffic Engineering/TransportaLlon Planning
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TRAFFIC ANALYSIS
Previous sections of this report have summarized existing traffic patterns, future peak-
hour traffic-volume levels, expected traffic generation, and expected trip distribution and
assignment for the proposed development project under weekday evening and Saturday
midday peak-hour traffic-volume conditions. The next step in the study is to determine
tf impact the proposed development project will have on the adjacent roadway system_
The analysis assumes no roadway improvements in tha study area except for the
construction of the proposed access roadway located along Route 114.
T'I AFFI C FLOW AND 0PE RATIO fd CHA RAGTE STICS
Traffic flow and operating characteristics are rneasured in terms of level of service both
without and with the proposed development project. The without development traffic
volumes were developed from the traft-volume data collected specifically for this study.
Traffic-volume data collected during November 2000 was summarized to produce a
composite picture of the existing peak-hour traffio-volume conditions. The existing 2001
traffic volumes along Route 114 were increased to account for a + _0 percent per year
increase in traffic for background traffic growth that may occur up through 200 (project
fling year plus 6 years).
The Build, with-development, traffic voiumes include the existing peak-hour traffic
volumes, plus background traffic growth, plus the site-generated peals-hour traffic
volumes_
12
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Capyrfghq Q32. 01 hY WK. All FbOts reseaveo_
METHODOLOGY
Level of Service
The primary result of capacity analysis is the assignment of level of service to a traffic
faoilities under various traffic-flow condltions.t The concept of level of service is defined
as a qualitative measum describing operational conditions within a traffic strew and
their perception by motorists and/or passengers. A level-of-service definiVion provides
an index to quality of traffic flow in termer of such factors as speed, travel tittle, freedom
to maneuver, traffic interruptions, comfort, convenience, and safety.
Six levels of service are defined for each type of facility. They are given letter
designations from A to F, with level-of-service (LO ) A representing the best operating
conditions and LOS I; the worst-
Since the level of service of a traffic. facility is a function of the traffic flows placed upon
it, s uh a facility may operate at a wide range of levels of service, depending on the time
of dap, day of week, or period of year.
Unsillnali ed Intersections
The levels of service for unsi nalized intersections are determined by application of a
procedure described in the H M 2000 Highway Capacity Manual-2 The procedure
accounts for lane configuration on both the minor and major approaches, conflicting
traffic stream volumes, artd type of intersection control (STOP versus YIELD)- First,
theoretical maximum or capacity flow of vehicles for each minor approach lane is
calculated. The capacities are then compared to the demand at the respective minor
approaches. The delay is then estimated based on the relationship between the service
rate and the degree of saturation. Table 4 surnmad es the relationship between level of
service and expected delay to minor street traffic,
Hbhway CspaOy Manuel, (HCM 2&N)-.Trarrsporialion RasaiRrdi Board,Washinglorr, DC, 2006.
2tlrghway Capwily Marxral, (ROM 200);Tramporwion Research hoard.Washirrgtua. DC, 200.
13
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Copyr�ght Q MG1 by DJK. All rights Fe9f,4val-
TABLE 4
LEVEL-OF-SERVICE CRITERIA
FOR UNSICNALI ED INTERSECTIONV
Level Average
of Control Delay
service ( econdslVehicle)
A 0- 10
g >10- 1
C >15- 5
D >25 -35
E >35 -50
F
Saul m: Hieghwspy capacity Manusl, (HCM 2000 ;Tn wspWakion Reseafch Board, washingtoro, DC,2000.
TRAFFIC ANALYSIS E LTS
Capacity analyses have been conducted at the study area intersection- Results of these
analyses are summarized below by intersection and are tabulated in Table 5-
Route 114 at Site Drive
Under 2006 Build with development traffic volume conditions. the left- and right-turns
exiting the site would operate at LOS during Meth the weekday evening pea hour and
during the Saturday midday peak hour. The feft-turns entering would operate at LOS B
during both peak hours.
TABLE 6
UNSI NALIZED INTERSECTION LIEVEL-OF-SERVICE SUMMARY
2001 Existing 2000 No-DuM 20136 BuM
LocatioiS�P dk!PvuYl OSa l4CDh Demand LOS ACE) Voffmad LOS ACC Demand
YPrning Movernent _........ - _........-.-.—
Route 114 at Site Drive:
Weekday Evening Weak How
Eastbound Left Ttlrns ElItering - - - - B 11-5 10
utithbotind Left& Rfghi Turns
Exiling m - - — — C 22-5 17
Saturday Midday Peak Hoar
Ea-Abound Left Turns Enlering - — - - - B 10-5 34
Southbomil deft&Right TLYFIS
EXIVIng - ... - - - C 23-7 62
'Inevel of servii:�o-
'Average CGntm defay{seoondsfvelxiole).
94
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APPENDIX
• TRAFFIC VOLUME DATA
* CAPACITY ANALYSIS
507-7EA$
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TRAFFIC VOLUME DATA
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01 DD F's -f-j YJ 155 fli 109 66 100 iYe I('d --24 15 G
02. CIO 39 SS 3'1 -?o 41 61 39 61 S-i 105 91 109
(13 Go 7.9 J6 28 33 45 b 3 M 41 62 68 51 R 2
0-t:013 27 J.? 23 24 3 a Z 9 20 1 n a 3 38 34 7.1
Oh:oo L I G3 53 f18 Yf 111 53 56 36 125 2.0
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')I N I682 'y L2 1147 7-55 10441 61'7 1090 C)95 -121 lei 213 14)IL
')R,.N 124!3 1191 L 2 57 1167.. 1202 995 1235 3116 a j 14 304 2G3 204
0 9:0 0 1160 1190 12 2 6 5913 1177 lija 1 1190 IfI90 -L)W -t 3 3 395 205
34;Of, 9 1b 831 9R5 %946 1015 'r 13 6 %57 2 nil -yz 6 544 4 7 R
11;Ga B13 GH 04E 7clu 912 '739 058 726 992 -?57 573
12:00 881 IM 0 R2 1 4H Yn 811 91313 TRN I 038 600 889 632
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CAPACITY ANALYSIS
spat-Tu5
Two-Way Sto! Control Page 1u[2
/
TWO-WAY STOP CONTROL SUMMARY
ener n o Marlon Site Information
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ate F ellormad Fur =iron
Ugs Time PSS Year
PE K HOUR Project
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m h EB wa NorthboundS b d
emit 1 4 7 a § 10 14 42
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Two-Way KlglComr! Page Ie[2
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TWO-WAY STOP CONTROL SUMMARY
Mneral Information Site Information
± IntersectionyE
y , .
Date PeMrmed
B Time P O Ena
s r
PEAK Boer m/c
me ' o me : �,^ "�
Fre—rsection Ofientation, "East..Wesf Ptudy er0 n : .1-00
Miele e 0 umes and Adjustments
Majormenn
ems
flume
eaK- r or, . . . 1,00 1,00 .
00
ry| mow R&$ HFR 24 1206 0 0 989 26
ercent Heavy 0 . _ 0
e| be
bn Type UaJ W J
RT C nlae Le-d 0 0
an s O 1 O 0 1 0
rfigma|| £fTR
Upstream gne
Minor Street mn o Movement
T R L T R
Peak_,u
- e or .00 —70M 1,00 .00 1-00 71-
Hourly rfow to HFR 0 0 0 28 0 34
Percentv g O 0 0 0 0
e| mom
Percent e (/) O 0
Fla p-d Approach k y
�'—Storage 0 2 .
T Channelized O 0
L s 0 0 O 0 0 0
C ngmmwn [R
e . Queue Lengill, and Level ofService
IImay EB WB No |fh u mhbo d
eme Q ] 4 7 8 g 10 14 12
ane C fg al LT [R .
(v )
C (m� (v } 690 254
a 0.05 0.24
%queue length 1« 0.96
Coln #d Delay 13 .7
OS B C
pproach Delay — — 22 7
pproach LO S — — c
Cow I.(>NOO�vvcsity eFida,q +Rugrmcd w ,2
§lei C§WTNQOW [E u2kEOL-A:Mr } 01