HomeMy WebLinkAbout2001-07-11 Traffic Impact & Access Study i
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TRAFFIC IMPACT & ACCESS TUD
Proposed Car Wash
North Andover, Massachusetts
Prepared for
Town of North Andover
May 2001
prepared b
Dermot J. Kelly Associates, Inc.
Traffic Engineering[Transportation Planning
Two DuTwee Park, Suite 301
Andover, MA 01610-3725
97a-474-1994 Pax: 978-474-1778
fetal
CorryrigN EP�2001 by E)JK. All righi;q rezeFYc.d.
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TABLE OF CONTENTS
Page
EXECUTIVE SUMMARY ....................................................................... -..-----. I
PROJE T DES CRIPTI0N........................................................................................... 1
ALTERNATIVE STUDIES.............................................. .---------.--.--.-. .-,.............. 2
STUDY AREA............ . ..---.-----,.................... ........,..,....
EXISTING TRAFRG VOLUME CONDITIONS...__....... ....................................... 2
FUTURE TRAFFIC VOLUME CONDITIONS............................................................... 2
Background Traffic Growth........ ....................................... ..................... 2
Site-Gene rated Traffic...,.... ........................................ 3
TripDistribution .—.. .... .................................................................................. 3
TRAFFIC OPERATION ANALYSIS............ ........................................
Route 194 at Site Drive ......................-...._ .-----.---.,,............,,..,..,.....,..,. 3
MITIGATION MEASURES-... ..................................
PROJE T DE ORIPTION,. ............................................. 5
PROPOSAL...................................... 5
ALTERNATIVES TO THE PROJECT ............ .................................. 6
ALTE R NATI VES TO THE PROSECT..... ................................. 6
THE EXISTING 13UILT ENVIRONMENT.......... 7
FIELD SURVEY....... 7
EO ETI IC ............................................... 7
Route 114 (TurnpikeStreet)........................... .............,.............-----.----...........__7
TRAFFIC VOLUME .......................... S
FUTURE TRAFFIC VOLUME CONDITIONS.................. .............................................. 9
INTRODUCTION................................
BADkC I OUND TRAFFIC RO TH...... ................................ g
VEHICLE-TRIP GENERATION ..................................
TRAIFFIC DI STRIHUTI0WA IGNMENT.................................................. 1�
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TRAFFIC ANALYSIS .------ --------------------- ------------------------------------------------------------ 12
TRAFFIC FLOW AND OPERATION CHARACTERISTICS ................................--- 12
METHOD01_O Y- ---------------- --- --------------------------------------------------------------- 1
Level of Service, -------- ----------------------------------------- 1
Unsignalized Intersections........................................................................---....... 1
TRAFFIC ANALYS I S RESULTS------------------------------------------ .------.....-,-„........... 14
Route 114 at Site Drive ...,-,„............................................................ ----- 14
APPENDIX .......................... .--------------------.-,,.,.--.---...........................................- 15
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EXECUTIVE SUMMARY
Dermot J. Kelly Associates, Inc, (DJK) has condurated a Traffic Impact and Access
Studer for a proposed Car Wash to be located adjacent to Route 114 opposite Jasmine
Plaza in North Andover, Massachusetts. This report identifies existing traffic operating
parameters on the adjacent roadway system, evaluate$ the potential traffic-related
impacts associated with the proposed project and identifies potential traffto mitigation
measures necessary to mlfnjmit ze the impact of the proposed project,
PROJECT DESCRIPTION
The project proponent presently is planning for the construction 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 along Route 114, creating a nT" interseefOn with Route 114.
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ALTERNATIVE STUDIES
For the purposes of this report, the following alternatives were evaluated;
* No-Build , TheNo-Build alternative was examined to establish the 2006 baseline
traffic-volume 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 alternative includes the development of the proposed project. The
Build alternative is evaluated in this repurt 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 i ntersiact ion of Route 114 at the Site Drive.
EXISTING TRAFFIC VOLUME CONDITIONS
Analysis of the recent traffic courts indicates that average weekday volumes are 30,835
vehicles per day (vied) along Route 114 adjacent to the site during Novemtxer 2000.
During the two peak travel demand periods, which generally occurred between 7 and 9
AM and between 4 and 6 PM an average of 2,351 and 2,450 vehicles per Dour (vph)
were observed along Route 114 during the weekday morning and evening peals hours,
respectively.
FUTURE TRAFFIC VOLUME CONDITION
hack r_Ognd Traffic Growth
To represent future 2006 No-Build trafficvolume conditions, the existing traffic volumes
were increased to account for background traffic growth_ Accordingly, the existing traffic
volumes were increased by + .0 percent per year up through 2006.
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Site-Generated Traffic
Based on the institute of Transportation IlEngineers (ITE) the generation rates, it is
anticipated that the proposed car wash facility would generate approximately 648
v hlcle-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
day. More importantly, during the weekday evening peak hour, 35 vehicle-trips per hour
would be generated with 18 vehicle-trips e€ anng and 17 vehicfe-trips exiting the project
site. During Saturday 796 vpd would be generated with 124 vph generated during the
midday peals hour, 62 vph entering, 62 vph exiting the site. The remaining vehicle-trips
would occur over the course of the day-
lop QIstribution
Trip-dist6bution patterns were developed specifically for this study and are summarized
as follows:
• Route 114 tolfrom the NorthMMest 55%
Route 114 tolfrorn the S oath/East 4 %
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 2006 Build with development traffic volume conditions, the left- and right-tarns
exiting the site would operate at L S C during both the everting 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 analyslis process is to identify the mitigation measures necessary
to minirnize the impact of the project on the transportation system- The proponent has
made a commitment to implement all mitigation measures listed below.,
The proposed site driveway is suggested to consist of a minimum 2 -foot wide cross
section with one 9 ' -foot wide lane for entering traffic and one 12' -foot wide lame
for exiting traffic. intersection corner radii are suggested to be 34-foot radius.
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The proposed dr+veway would intersect Route 114 from the north with the Site Drive
outhbound approach to the inter ectierx under STOP sign control with a painted
stop bar.
* In order to enhance the available safety sight lines to both the east and west,
topographic ground elevations are suggested to be maintained Such that adequate
s€ght distance is available throughout the life of the project.
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PROJECT DESCRIPTION
PROPOSAL
The project proponent presently is planning for the construction of a proposed car wash
facility, which would include one automatic tunnel, Pave self-service bays, one outside
self-service bay, and outside vacuum stands. Current project planning calls for the site
to be accessed along Route 114l creating a"T" intersection with Route 114,
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ALTERNATIVES TO THE PROJECT
ALTERNATIVES TO THE PROJECT
Far the purposes of this report, the following aRematives were evacuated
• Na-Budd - TheNo-Build alternative was examined to establish ft 2006 baseline
traffic-volume conditions. The incremen#at impacts of the proposed project may be
determined by making comparisons to the No-Build aitemative- The Igo-Build
alternative assumes that the project is not built.
• Build - The Build alternative includes the development of the proposed project, The
Built# alternative is evaluated in this report and is compared to the No-Build analysis
condition. The Build contrition represents the increase in traffic from the p vious
condition to the proposed condition {�-e,, the delta irnpact}- The Build condition
includes the construction of the proposed developmental project.
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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 geometrics,
traffic. volumes, and safety data for the adjacent roadway in the vicinity of the site_
Traffic volumes were measured by means of an automatic traffic recorder {AT€ }
counters. Safety inventories included vehicle speed observations and a detailed
eva€cation of the safety sight Iinas at the site driveway location along route 114.
EOMETRIDS
Route (Turnpike Street)
Roule 114 (Turnpike Street) west of the site is genera Ily a three-lane roadway with the
roadway widening to a five-lane crass section to the east at the Stop & Shop signalized
intersecfion. Turnpike Street generally consists of cne through lane for each d€reckon of
travel with a dual use center left-turn €ane located opposite the site. The travel lanes are
generally 12 feet wide. Turnpike Street provides accesslegress to numerous adjacent
highway commerciallretail and residential lard uses along its entire length.
Turnpike Street consists of bituminous concrete pavement in fair condition with no major
pavement hreakc-up or edge raveling rioted during the field inventory period. Horizontal
and vertical alignment are flair along Turnpike Street with the roadway exhibiting a
general tangent a]ignment over relatively level terrain adjacent to the site.
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Vehicular movements along Turnpike Street are controlled by a fully actuated traffic
signal located at the intersection of Turnpike Street and the Stop & Shop drdveway and
at the intersection of Turnpike Street at Route 125 and Royal Crest Apartments, located
approxi€nately 3.000 feet west of the project s ite-
TRAFFIC VOLUME
Existing traffic volumes were recorded mechanically over a 4-clay period between
Wednesday, November 8, 2000 through Saturday, November 11, 2000- These traff€o
volumes were reviewed to determine average daily ar;d peaks-Dour traffic volumes along
Route 114 adjacent to the site. Table 1 summarizes the ATR traffic-volume data
collected along Route 114 for this study.
Analysis of the recent traffic counts indicates that average weekday volurnes are 30,835
vpd (vehicles per day) along Route 114 adjacent to the site during November 2000-
During the two peak travel demand 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 along
Route 114 during the weekday morning and evening peak hours, respectively-
Figure 1 graphically presents the results of the traffic votume inventory for the weekday
evening and Saturday midday peak hours-
TABLE 1
EXISTING TRAFFIC VOLUME 6UMMARY
------........-
Daily peak-Hour
TrafRc Traffic
Location/ (24hour) Peak Volume K Directional
Time Period {vpdp Hour (vph)" Tractor'; Distributlond Route 114 adjacont(o
Proposed Vo vrr :
Wedmsday. IIIW00 3GA20 8,00-9:DO AM 2.436 a3.01 51-1% EIS
5'W-G:OU PM 2,440 8-02 51.3%Wfi
Thursday, 1110/00 3003 8;00-0.00 AM 2,419 7.89 52-0% ED
4,O0-5,00 PM 2,437 7,35 52-0"A VVB
Friday, 1i/IOfOG 31,426 8=00-9'00AM 2,197 6.99 54.7%EB
4=45-5'45 PM 2.474 7-87 52.B%EB
Average Weekday 30,835 AM Peak Hour 2,351 7,62 52-6% EB
PM Peak Hour 2,450 T9 a 50.2%W9
Saturday, I Ill Ill I 23,N3 1,45-2,45 PM 1,9138 8,29 54-9% EB
Vas firer day
-
bvehicfes per hour.
ePercent of daily trafifG o=ftr ng durirog€he peak hour.
dVa Wes are for the aredorrr maiit direction during each peak hour.
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Figure 1: 2001 Existing
Peak Hour Traffic Volumes
' WEEKDAY EV Nl G PEAK HOUR
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IURN IKE 1307 -.. STREET
SA TURDAY MIDDAY TEAM HOUR
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KSchematic
KDermot .l- Kelly Associates, Inc.
Traffic Engineering Transportation Planning
COpy6ghC {D 2069 By 6.K. All e`ghq; rcse d- �RStraET
FUTURE TRAFFIC VOLUME CONDITIONS
INTRODUCTION
This section of the report determines the future traffic volume levels along the study
area roadways and intersections. To determine the impact of site generated traffio
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 m6th Massachusetts
State guidelines for Traffic Impact Assessments. Traffic volumes on the roadway
network at that time would include all existing trafficr background traffic growth, and the
site-generated traffic volumes.
BACKGROUND TRAFFIC GROWTH
Traffic; 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 hor on,
estimate the traffic to be generated and assign it to the area roadway network. This
method usually 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 idenfly existing and projected development projects
anticipated to occur by 2006. used on this information and other background
information, the existing traffic. volumes were increased by + _0 percent per year up
through 2006-
Figure 2 graphically presents the 2006 No Build weekday evening and Saturday midday
peak-Dour traffic volumes.
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Eurc 2. 2006 No Bugd
Peak Hour Traffic Volumes
W33ƒD Y £V N NG PEAK I fOJ£
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S TJ£D Y MIDDAY PEAK HOUR
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TURNPIKE 1200 STREET
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DJKDermot £ Kelly Associates, Inc.
Traffic Engineering/Traaspartation Planning
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VEHICLE-TRIP GENERATION
Traffic volumes generated by car wash facilities normally follow well-established
patterns with respect to magnitude and temporal distribution. Measurements of
E•€€ memos such developments published by the Institute of Transportation Engineers
{1TE} have established trip generation rates, whirl} have been standardized for analyfais
purposes. Accordingly. the lTE Trip Generation Manual was researched with the
appropriate vehicle-trip generation characteristics applied to the proposed project.
Based on the Instigate of Transportation Engineers (ITE) trip generation rates, it is
anticipated that the proposed car facility woA generate approximately 648 vehicle-trips
per clap (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 day. more
importantly, during the weekday evening peals Dour, 35 vehicle-trips per hour would be
generated with 18 vehicle-trips entering and 17 vehiele4rips exiting the project site-
During Saturday 796 vpd would be generat8d with 124 vph generated during the midday
peak hour, 62 vph entering, 82 vph exiting the site, The remaining vehicle4rips would
occur over the course of the day-
Table 2 summarizes the peak-hour and daily project-generated traffic volumes for the
proposed oaf wash facility.
TABLE 2
VEHICLE-TRIP GENERATION SUMth ARY
Time Period) Car Wash
Direction of Travel Facility
Weekday Evenhq
Peak Hour
Entering (vph)� 18
Exiting lvpW 17
Total(vph) 35
Daily Weekday
Entering (vpd)�' 324
Exiting (vpd) 324
Total (vpd) 648
Saturday Midday
Peaik Hour
Entering (vph) 62
E=xitigc vph) 62
Total (vph) 124
Daily Saturday
Entering (vpd) 398
Exiting v,d) 398
Total (vpd) 796
vph=vahide-€€ips per tour-
bvpd=vehide-€ 1;4 per day.
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TRAFFIC DISTRIBUTIONIASSIGNMENT
Directional distribution of generated trips to and frorn the proposed development is
expected to follow existing traffic patterns which, in turn, is a function of population
densities, slopping opportunities, areas of employment and recreafional activities.
Accordingly, the directional split of the now trips originating from, or destined to, the
devetopment was based on existing traffic patterns as observed for this study. Table 3
summarizes the traffic dist6bution 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 eveniN and Saturday rnWday peak-hour traffic
volume networks_
TABLE 3
PROJECT-GENERATED VE141CLE-TRIP ASSIGNMENT
TolFrorn TolFrorn
site NorthlWest soothlEast
Driveway via via
Time Periodl Total Foote 114 Route 114
Direction of Travel 100% (55%) (45%)
Weekday Evening
Peak Hour
Entering (vph)a 18 16 8
Exiting (vph) 17 9 8
�
Total (vph) 35 19 16
Da4 Weekday
Entering {vpdp 324 178 146
ExitinguCvp_q_) 324 178 146
Total (vpd) 648 356 39
Saturday Midday
Peak Hour
Fritering (vph) 62 3+4 28
Exiting (Vph) 62 34 28
Total (vph) 124 68 56
Daily Saturday
Entering (vpd) 398 219 179
Exiting (vpd) 398 29 99 9 179
Total (vpd) 796 438 358
``l ic,e Ci ps per haur,
vJ=Vehicle-Brigs per day.
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Figure 5: 2006 Build
Peak Hour Traffic Volumes
WEEKDAY EVENING PEAK HOUR
SITE, .
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DJKDerma £ Kelly Associates, Inc.
Traffic Engineering/Transpertatiort Planning
Copyright e _. #EKK. _ mmcr_ 5DIN11
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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
assigninent for the proposed development project under weekday evening and $aturday
midday peak-hour traffic-volume conditions. The next step in the study is to determine
the impact the proposed development project will have on the adjacent roadway system.
The analysis assumes no roadway improvements in the study area except for the
construction of the proposed access roadway located along Route 9 14_
TRAFFIC FLOW AND OPERATION CHARACTERISTICS
Traffic flow and operating characteristics are measured in terms of level of service both
without and with the proposed development project. The without development traffic
volumes were developed from the traffic-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 +2.0 percent per year
increase in traffic for background traffic growth that may occur up through 200 (project
filing year plus 5 years),
The Build, with-development, traffic volumes Include the existing peak-hour traffic
volumes, plus background traffic growth, }plus the site-generated peak-hour traffic
volumes.
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METHODOLOGY
Level of Service
The primary result of capacity analysis is the assignment of level of service to a traffic
facilities under various traffic-flaw conditions_' The concept of level of service is defined
as a qualitative measure describing operational conditions within a traffic stream and
their perception by motorists andlor passengers_ A level-of-service definition provides
art index to quality of traffic-Row ire terms of such factors as speed, travel time, freedoM
to maneuver, traffic, interruptrons, comfort, convenience, and safe#fir.
Six levels of service are defined for each type of facility_ They are giver} letter
designations from A to 1=, with love l-of-service (LO ) A representing the best operating
conditions and LOS 1= the worst.
Since the leve) of service of a traffic facility is a function of the traffic flows placed upon
it, suoh a facility may operate at a wide range of levels of service, depending on the time
of day, day of week, or period of year.
ilrrsige�alFzed ��#ersect�arts
The levels of service for unsign0zed intersections are determined by application of a
procedure described to the HCM 2000 Highway Capacity MallU01_2 The procedure
accounts for lane configuration on both the minor and major approaches, conflicting
traffic stream volumes, and type of intersection control (STOP versus YIELD). Flat,
theoretical maximum or capacity flow of vehicles for each minor approach lane is
calculated. The capacities are then compared to the dernand 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 surnmanzes the relationship between level of
service and expected delay to minor street traffic.
Highway Capacify Manual,(HOM 2000); Trar mportOon Research$card,Washirigfon.4C,2000.
2Ni+gloway C i�eCity Ma1fual. (H M 21)00}:Transputafinn Research Euard,Washington,CC,2006_
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TABLE 4
LEVEL-OF-SERVICE CRITERIA
FOR UNSIGNAILIZED INTERSEOTIONSa
Level Average
of Control Delay
Service (SecondslVehicle)
A 0 - 10
B >10 - 15
>15 -25
0 > 5 -35
E >35 - 50
F >50
$OUFCe- highway Capacily 1l+PMMM, (HCM 2000}-Traaisponation Research Board, Wmhiugtore,PC,AM-
TRAFFIC ANALYSIS RESULTS
Capacity analyses have been conducted at the study area intersection- Results of these
anal€yses are summarized be low by intersecfion and are tabu€ated in Table 5-
Route 114 at Site Drive
Under- 2006 Build with development traffic volume conditions, the left- and right-turns
exiting the site would operate at LOS during both the weekday evening peals hour and
during the Saturday m dday peak hour- The left-turns entering would operate at LOS B
during both peak hours.
TABLES
UN IGNALIZED INTERSE TIO N LEVEL-OF-SERVICE SUMMARY
2001 Ex;rzu]ng 2006 No-Build 2000 Build
Loca4itmVPeak Hotid LOS" ACDP Demand LOS ACD Demand LOS Ae13 aornimf
Turning 57osrernent
Rmite 'I'14 of Site Drive:
Mukday Evsning Pook Hrxlr
Fwitbound Left Turns Entering B 11-8 10
5outhbound Left& R�jht Turns
Exiting - — - - C 22-5 17
Safaiday Midday Peak I iour
Easthound Left Tunis Entering B 10-5 34
SouElibound Left& Right Turns
Exiting - — - - C 23-7 62
aLevel of service.
bAverage Corrlrol dofay(serGndstvahicle)-
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APPENDIX
* TRAFFIC VOLUME DATA
* CAPACITY ANALYSIS
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TRAFFIC VOLUME DATA
SO E-TIAS
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AN Peaks 12,.00 12rM 12,00 2:M
Volume R7 14).3 n7 I ON
5-r
CAPACITY ANALYSIS
'i41-1 L S
Two-way Stop Control Page I 2
�
TWO-WAY STOP CONTROL SUMMARY
eneral Information Site Intorma n
Pericy
ap mob
Fo �V
e u qn Qa r
�Q Pei PEAK HOUR ro
es r \ HUU I b 174lsouth "at- SITEDRIVF
n efSec.Bori ena »m 0 - s . uy eef : -
e Ic e 0 Umes an u■ men
mor Street EaSUDOUBC1e n
ems
L R
o ume 1288
.
ea -Hour Factor,
dy Flow R&$ HFV, 10 144.1 0 0 1286 a
emen Heavy 0 -
U
Qn Type undiwded
T Chi [z� 0 0
Lanes 0 ! 0 0 0
configufallon £T T
Upstream bignal
mor Street Northboundo n
semen
L T R L T R
name
eak-FIGUF Or PHF 11 of) 1,00 7-00 - -
ry| Row Ram HFR 0 0 0 8 0 §
&gin Heavy 0 0 0 0 0 0 .
eU'Aes
eTcent Grade * 0 0
lared Appmach ¥
moms 0 2
7-C—hannefized 0 0
Lanes 0 0 0 0 0 0
F m[o� n LR
e , -us Lernt9taTtd Levelof Service EB WB NoNhhound Sylbod
Move,ment ! 4 7 a g 10 11 12
Lane Gonfigu an LT LR
RPM ) 10 «7
( (v ) 541 223
% a 0-08
s queue length
r0oach
0� | DG 1{e /
m hDela - - 3LOS - - C
Frig.p2(MI)FLeklwYt .ii1k.All ml�ak e Vas ion @
Me.HCAWINDOWSTEMAu2kEOE4,TMP 5/16/01
I
Two-way slop colic c| Page } of 2
TWO-WAY STOP CONTROL SUMMARY
General n Oima n e Orma on
mle n ODIq
gec� y a EVE
ate e rme 5 B U� .
m of
nay §gsT me Period PEAK HOUR m
et ID 501
est8treet uuuIL114 JWM/southme : sjILDHiVL
n corn. rep na »m u y ego > Sr : 1-00
e r e 0 uses an S men
m ir et Eastbound Westbound
Movement
Volume
Peak- r I-artor PFF 170 . . . . .
------
Houriy row Rate, HFR 34 16 0 0 a89 26
ems v
j—
Vehicles
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L T R L T R
leak--Flour
ume Factor, PHF 1.00 . . . . .
00
Qua Flop Rate, HFR 0 0 0 28 0 34
qc,en v Vehiclesn 0 0 0 0 0
Percent Grade ) 0 0
Flared Approach & y
Storage 0 2
RT Chan e 0 0
L n s 0 0 0 0 0 0
Delay, u ue § , a—M Level o ^ elves e
Approach EB Wa N2Gd Smbod
Movernerit 1 4 7 8 g 1O 14 12
Lane Co fiquration LT LR .
)
(in) (v ) 690 254
a 0.05 0.24
5% queuelnlgh 0.1E 0.96
Control Del 70-5 2J7
LOS A C
ApprGach Delay _ - 2) 7
Appro8rh LOS - - C
m"' �m»t«,univerrigy4 .Alt R+pn vol VCESiOn+1
fc:C§W1yU0W {EM u2kEOE*TMr | D!