Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Home
My WebLink
About
Havasu Creek Traffic Study
HAVASU CREEK SUBDIVISION TRAFFIC IMPACT STUDY Prepared for Briggs Engineering, Inc. 1800 W. Overland Rd. Boise, Idaho 83705 July 26, 2002 Prepared by (~ Washington Washington Infrastructure Services 720 Park Boulevard, P.O. Box 73 Boise, Idaho 83729-0073 (208) 386-5000 TABLE OF CONTENTS Havasu Creek Traffic Impact Study EXECUTIVE SUMMARY .......................................................................................................................... 1 Study Recommendations ............................................. ~ ......................................................................... 2 INTRODUCTION ........................................................................................................................................ 3 PROPOSED DEVELOPMENT ................................................................................................................... 3 STUDY AREA CONDITIONS ................................................................................................................... 3 Study Area ............................................................................................................................................. 3 Land Use ........................................................................................................................................ : ....... 3 EXISTING CONDITIONS .......................................................................................................................... 6 Traffic Volumes ..................................................................................................................................... 6 Road System .......................................................................................................................................... 6 Other Vicinity Developments ................................................................................................................ 6 STUDY PERIOD ......................................................................................................................................... 6 PROJECTED TRAFFIC .............................................................................................................................. 8 Site Traffic ............................................................................................................................................. 8 Trip Generation ............................................................................................................................... 8 Trip Distribution .............................................................................................................................. 8 Background Traffic ....................................... ......................................................................................... 8 Total Traffic ....... .................................................................................................................................... 8 TRAFFIC ANALYSIS ............................................................................................................................... 14 Capacity Analysis and Level-of-Service .............................................................................................. 14 Roadway Capacity ............................................................................................................................... 16 Site Access and Circulation ................................................................................................................. 16 Signal Warrants .................................................................................................................................... 18 Intersection Improvements ................................................................................................................... 18 CONCLUSIONS ........................................................................................................................................ 19 Study Recommendations ..................................................................................................................... 20 REFERENCES ........................................................................................................................................... 21 Washington Havasu Creek liS.doc Havasu Creek Traffic Impact Study EXECUTIVE SUMMARY The proposed 121-acre 329-unit Havasu Creek subdivision is located on the west side of Locust Grove Road between Ustick Road and McMillan Road. The following are the principal findings and recommendations of the study: 1. The proposed development is projected to generate an average daily traffic (ADT) of 3,812 vehicles per day (vpd), of which 252 vpd are trips to the elementary schooI from the proposed subdivision and back. These school trips do not leave the proposed subdivision and thus do not enter the public roadway system. The project generates 501 vehicles per hour (vph) in the peak hour, of which 67 vph are trips from the elementary school to the proposed subdivision. 2. As a result of the site build out traffic on the vicinity roadways is expected to increase as follows: traffic on Locust Grove Road south of McMillan Road may increase by 800 vpd; traffic on McMillan Road west of Locust Grove Road may increase by 1,200 vpd; traffic on Ustick Road west of Locust Grove Road may increase by 700 vpd; traffic on Meridian Road south of McMillan Road may increase by 900 vpd. 3. Locust Grove Road, McMillan Road, Ustick Road, and Meridian Road all have adequate existing capacity to handle the traffic from the Havasu Creek project and operate at an acceptable level of service (LOS). However, these roadways will not have adequate capacity to handle the site traffic as well as the increase in traffic due to other developments in the 12- square mile North Meridian Planning Area at 2020. The North Meridian Area Traffic Study provides recommendations to improve these roadways in order to provide adequate capacity for the future development on these roadways. 4. The intersection of Locust Grove Road and Ustick Road is a signal-controlled intersection. The overall intersection is currently operating at a LOS C with a delay of 22 seconds. In the design year 2012, the intersection will operate at LOS D with an average delay of 42 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS D with a delay of 42 seconds. The Havasu Creek traffic does not negatively impact the intersection. 5. The intersection of Locust Grove Road and McMillan Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with a delay of 13 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 115 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 167 seconds. 6. The intersection of Meridian Road and McMillan Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with a delay of 11 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 79 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 120 seconds. 7. The intersection of Meridian Road and Ustick Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with a delay of 14 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 500 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay 0£531 seconds. 8. The North and East access intersections on McMillan Road and Locust Grove Road will operate at acceptable conditions at Havasu Creek build out. Heritage Commons is a proposed subdivision adjacent to the project site on the south. Access to Locust Grove Road from the Page 1 Havasu Creek TIS.doc Washington O' Havasu Creek Traffic Impact Study project site is available through the Heritage commons subdivision. Some trips will use this access. The Heritage Commons access on Locust Grove Road will operate at acceptable conditions at Havasu Creek build out. StudY Recommendations 1. The site's North access intersection will be a 2-way stop-controlled intersection. The left mm movement from site access is projected to operate at a LOS of C with a delay of 17 seconds at the build out year. A left mm bay on McMillan Rd. is warranted. A right mm bay on McMillan Rd. for entrance to the development is warranted. 2. The site's East access intersection will be a 2-way stop-controlled intersection. The left turn movement is projected to operate at a LOS of B with a delay of 14 seconds at the build out year. A left turn bay on Locust Grove Rd. is warranted. A right turn bay on Locust Grove Rd. for entrance to the development is warranted. 3. The Heritage Commons access intersection will be utilized by some of the trips from the project site and will be a 2-way stop-controlled intersection. The left turn movement is projected to operate at a LOS of B with a delay of 14 seconds at the build out year. A left turn bay on Locust Grove Rd. is warranted. A right t~um bay on Locust Grove Rd. for entrance to the development is warranted. 4. The intersections of McMillan/Locust Grove, McMillan/Meridian, and Ustick/Meridian all require widening on all four approaches to improve operatiOns. The recommendations of the North Meridian Area Traffic Study should be consulted in order to provide adequate capacity at these intersections for the future build out of the North Meridian Planning Area. 5. The intersections of McMillan/Locust Grove, McMillan/Meridian, and Ustick/Meridian all comply with the peak hour signal warrant. A detailed analysis will be needed when the projected traffic volumes are reached before installing a signal at these locations. 6. All of the internal streets with front-on housing have daily traffic projections lower than 1000 vpd. The preliminary site layout meets ACHD's access requirements. Washington Page 2 Havasu Creek TIS.doe Havasu Creek Traffic Impact Study INTRODUCTION Washington Infrastructure Services (WIS) has been retained to prepare a traffic impact study for the proposed Havasu Creek subdivision located on the west side of Locust Grove Road between Ustick Road and McMillan Road in Boise, Idaho. Figure 1 displays the location of the project and its vicinity. The purpose of this report is to evaluate the traffic impacts resulting from the proposed development in the vicinity of the project. This study will make recommendations for improvements to the transportation system, which will mitigate adverse impacts of the development. This report is prepared in conformance with the requirements of a major traffic impact study as required by the Ada County Highway District (ACHD). In particular, the scope of the study includes the following: · Trip generation of the proposed development; · Trip distribution and traffic assignment of the site generated traffic; · Roadway capacity impacts on McMillan Road, Ustick Road, Meridian Road, and Locust Grove Road; · Impacts of site generated traffic at McMillan Road/Meridian Road, McMillan Road/Locust Grove Road, Ustick Road/Meridian Road, Ustick Road/Locust Grove Road, and site access intersections; · Recommendations for access to the project; · Mitigation measures. PROPOSED DEVELOPMENT Havasu Creek is a proposed 329-unit residential subdivision on a 121-acre site located on the west side of of Locust Grove Road between Ustick Road and McMillan Road in Boise, Idaho. The project is primarily expected to contain single-family residential units. An elementary school will also be built on the site. The proposed preliminary site plan for the project is presented in Figure 2. The study assumes that the development will be completely built by the year 2012. As shown in the preliminary site plan, the development proposes two full-access approaches, one on Locust Grove Rd. and one on McMillan Road. Also, traffic from Havasu Creek will be able to use the Heritage Commons north approach. For the purpose of this report the site approaches are referred to as East Approach and North Approach and the Heritage Commons north approach is referred to as Heritage .Approach. All three approaches are proposed to be constructed for two-way traffic at build out. The site plan connects up with two local streets in the Heritage Commons subdivision. STUDY AREA CONDITIONS Study Area The area of influence will be Ada County. The area of primary impact will be along McMillan Road and Locust Grove Road. Ustick Road and Meridian Road will also be impacted by the development. The intersections that will be considered for impacts are McMillan Road/Locust Grove Road, Ustick Road/Locust Grove Road, McMillan Road/Meridian Road, Ustick Road/Meridian Road, and site access intersections. Land Use The majority of the study area is currently vacant and zoned as RT. residences exist in the vicinity. Several isolated single-family Washington Page 3 Havasu Creek TIS.doc Wo CHINDEN BLVDo McMILLAN ROAD Y SECTION 30 T.4No R.1E, BM~ SITE ...................... T 4N / . BAYLESS SUBD:I¥.~S~ON ::- =_:..::, -~.! ......... DESII:N BY~ C WAITE DATEr JUNE 20G2 APPROVEOl D. SZPLETT FILEt J/pf"O]eC?S/2419/HAVASU CRK/ (~ Washingl~,il -..HERITAGE COMMONS Wo Briggs USTIC~ ROAD Vicinity MaP Engineering :Havasu Creek Z Iml t Havasu Creek Traffic Impact Stud?' EXISTING CONDITIONS Traffic Volumes Existing traffic counts in the 'vicinity were obtained from the North Meridian Area Traffic Study published by WIS in October 2001..Existing daily and peak hour traffic counts near the site are summar/zed in Figure 3. Road System The road system in the site vicinity is described below: · McMillan Road is an east-west, two-lane section facility classified as a minor arterial. The posted speed limit near the site vicinity is 50 mph. The intersections of McMillan Rd./Meridian Rd. and McMillan Rd./Locust Grove Rd. are 4-way stop controlled. · Locust Grove Road is a north-south, two-lane section facility classified as a minor arterial. The posted speed limit is 50 mph approaching McMillan Rd. and 35 mph approaching Ustick Rd. Locust Grove widens to include left and right turn lanes at the intersection with Ustick Rd. The intersection is signal controlled. · Ustick Road is an east-west, two-lane section facility classified as a minor arterial. The posted speed limit is 40 mph. The intersection of Ustick Rd./Meridian Rd. is 4-way stop controlled. Ustick Rd. widens to include left and fight mm lanes at the signalized intersection with Locust Grove Road. Meridian Road is a north-south, two-lane section facility classified as a minor arterial. The posted speed limit is 50 mph. Other'Vicinity Developments The vacant property southwest of the site is proposed to be developed into Bayless subdivision. Bayless subdivision is proposed to contain 146 single-family units. This development is anticipated but not yet approved by the ACHD. Heritage Commons is a proposed 274-unit residential subdivision on a 75-acre site located on the vacant property south of the site. ACHD has recently approved Bridgetower Subdivision in 4N 1W Sections 26 and 35 for construction. A traffic impact study published by WIS on the Bridgetower Subdivision is used to extract land use and trip generation characteristics of the development. Traffic from Bayless, Heritage Commons, and Bridgetower subdivisions are included in the background traffic. STUDY PERIOD The build out year for this study was assumed as 2012. Only the weekday p.m. peak hour period between 4-6 PM was analyzed for site impacts. Washington Page 6 Havasu Creek IlS.doc LEGEND I s,8®~ I = AD T 179 - PEAK HOUR APPROVED~ D,$ZPLETT ,FILEt J/ProJeCte/2419/HAVASU CR~/ (~ Washington Fig. re 3 Existing 'Traffic Counts Briggs Engineering :Havasu Creek Havasu Creek Traffic Impact Study PROJECTED TRAFFIC Site Traffic Trip Generation Site traffic generation is normally estimated by procedures recommended in the latest edition of the Trip Generation Manual (6a, Ed) published by the Institute of Transportation Engineers (ITE), in the absence of site-specific data. Trip rates estimated in the manual are based on actual driveway traffic measurements performed on different land uses nationwide, particularly in metropolitan areas: The site trip generation is obtained by applying the trip rates from the Trip Generation Manual to the uses of the site development. Table 1 represents the summary of the Havasu Creek project trip generation. The proposed development is projected to generate an average daily traffic (ADT) of 3,812 vehicles per day (vpd), of which 252 vpd are trips to the elementary school from the proposed subdivision and back. These school trips do not leave the proposed subdivision and thus do not enter the public roadway system. The project generates 501 vehicles per hour (vph) in the peak hour, of which 67 vph are trips from the elementary school to the proposed subdivision. Also, school trips from Bayless and Heritage Commons are assumed to travel through Havasu Creek to reach the school. The assumptions used to calculate how the trips the elementary school will capture and keep within the subdivision are available in the Appendix. Trip Distribution Once the generated trips are estimated, they must be distributed to geographic origins or destinations and assigned to particular segments of the encompassed transportation network. The North Meridian Area Traffic Study was used as the basis for the trip distribution. The percent distribution shown in the study for T4N R1E Section 31 was applied to the site trip generation in order to assign site traffic to the vicinity arterial roadways. Figure 4 presents the percent site traffic distribution used to determine site traffic assignments. Figure 5 presents the peak hour and daily assigmuent of site traffic. Figure 6 displays the daily traffic assignment on the internal streets. Background Traffic Background (No-Build) traffic for the year 2012 was obtained bY factor/ng the existing traffic and adding the traffic fi'om other vicinity developments. The existing traffic is projected at an annual growth factor of 2% based on the North Meridian Area Traffic Study. Traffic was also added from the Bridgetower, Bayless, and Heritage Commons subdivisions. Total Traffic The site traffic is added to 'the background traffic to obtain the total build traffic for the year 2012/Total build traffic distribution with the site for year 2012 is presented in Figure 7. Washington Page 8 Havasu Creek TIS.doc Table 1' Trip Generation Summar'./ Residential Rate Volume Units 329 24-hr adt - total 9.57 3,149 24-hr adt - capture 4% 126 24-hr adt - new 3,023 4-6 pm pk total - all 1.01 332 enter 64% 213 exit 36% 120 4-6 pm pk total - capture 10% 33 enter 64% 21 exit 36% 12 4-6 pm pk total - new 299 enter 191 exit 108 Washington Elem School Total Rate Volume 650 1.02 663 3,812 19% 126 252 537 3,560 0.26 169 501 46% 78 291 54% 91 211 20% 34 67 46% 16 37 54% 18 30 135 434 62 253 73 181 Havasu Creek Traffic Impact Study Page 9 1-1av~u Creek TiS.doc 13% ~ 4% Z 4X McMILLAN RD ~lgX r-~ LLI 0 0 0 13X ~ Wo USTICK RD 18% DESIGN BY; C WAIT[ DATE- JULY 20~2 APPR0VED~ D, SZPLETT FILE. J/Pr'o~ecI'$/241g/HAVASU CRK/ (~ W~hington Percent Briggs Figure 4 Site Traff~c Distribution Engineering :Havasu Creek ~oo ~ 5 McMTLLAN RD m~ ~.- e SITE E. APPROACH (~ HERITAGE COMMONS N. APPROACH LEGEND 7~0 - ADT 33 - Peak Hour ~ "" Figure 5 JULY 2e~2 Tr~ ib ~.o,...,,,,,...,,~,,. Site c Distr ution ~W~hin~n Briggs Engineering: Havasu Creek ....., z issm ~ LEGEND i i I I I ~ 85 - Peak Hour DESI~ BY- C. WAITE ~ATE, JULY 2~2 · ,,,.,,~,~,=~,,~ .,, ~,.,.~..,~,.,.,~,~u~., Build Out Peak Hour ~ ~WashinWn Briggs Engineering : Havasu Traffic Creek Havasu Creek Traffic Impact Study TRAFFIC ANALYSIS Capacity Analysis and Level. of. Service Capacity analysis was performed using the latest edition of Highway Capacity Software (HCS 4.lb) based on 2000 edition of Highway Capacity Manual. Capacity analysis for the existing no-build and 2012 build-out scenarios was performed. The existing intersection traffic control was retained for arterial intersections. The North, East, and Heritage Commons North approaches will be controlled by stop signs. The results of the capacity analysis are summarized in Table 2. Detailed results of the capacity analysis are included in the Appendix. Results indicate the following: The intersection of Ustick Road and Locust Grove Road is a signal-controlled intersection. The overall intersection is currently operating at a LOS C with an average delay of 22 seconds. In the design year 2012, the intersection will operate at LOS D with an average delay of 42 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS D with a delay of 42 seconds. The site does not negatively impact the intersection operation. The intersection of McMillan Road and Locust Grove Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with an average delay of 13 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 115 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 167 seconds. The intersection of McMillan Road and Meridian Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with an average delay of 11 seconds. In the forecast year 2012, the intersection will operate at LOS F with an average delay of 79 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 120 seconds. The intersection of Ustick Road and Meridian Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with an average delay of 14 seconds. In the forecast year 2012, the intersection will operate at LOS F with an average delay of 500 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 53 l seconds. The Heritage Approach will be a 2-way stop-controlled intersection. Left turn movement from the approach is projected to operate at a LOS of B with a delay of 11 seconds without the Havasu Creek site traffic. With the site traffic added, the approach operates at LOS B with an average delay of 14 seconds. Left turn movements from Locust Grove Rd. into the development operate at LOS A with 8 seconds of delay. The East Approach will be a 2-way stop-controlled intersection. Left tm-n movement from the approach is projected to operate at a LOS of B with .a delay of 11 seconds. Left turn movements from Locust Grove Rd. into the development operate at LOS A with 8 seconds of delay. Washin on vasuCr ek . o Table 2: Intersection Capacity Analysis Summary Intersection Traffic Existing 2012 w/o Site Control LOS Delay (s) LOS Delay (s) Ustick/Locust Grove Signal C 22 D 42 Havasu Creek Traffic Impact Study 2012 Build Out LOS Delay (s) D 42 2012 Build Out & Fix LOS Delay (s) D 42 Ustick/Meridian 4-way B 14 F 500 stop F 531 F 245 McMillan/Locust Grove 4-way B 13 F 115 stop F 167 E 43 McMIIlan/Meridian 4-way B 11 F 79 stop F. 120 C 24 Locust Grove/Hedtage Commons No~h Access Locust GroveNB lefftum Access Approach 2-way stop A 8 A 8 A 8 B 11 B 14 B 14 Locust Grove/Site East Access Locust Grove NB left turn Access Approach 2-way stop A 8 A 8 B 14 B 14 McMillan/Site North Access McMillan WB left turn Access Approach 2-way stop A 8 A 8 C 17 C 17 Washington Page 15 Havasu Creek TIS.doc Havasu Creek Traffic Impact Study The North Approach will be a 2-way stop-controlled intersection. Left turn movement from the approach is projected to operate at a LOS of C with a delay of 17 seconds. Left turn movements from McMillan Rd. into the development operate at LOS A with 8 seconds of delay. Roadway Capacity McMillan Rd., Locust Grove Rd., Ustick Rd., and Meridian Rd. have adequate existing capacity to handle the Havasu Creek traffic in the design year at an acceptable LOS. However, all of the above roads will not have adequate capacity to handle the build out of the 12-square mile North Meridian Planning Area at 2020. Table 3 displays the projected ADT volumes on the vicinity roadways. The North Meridian Area Traffic Study concludes the following at the ultimate build out by 2020: Traffic projections on McMillan Rd. between Meridian Rd. and Locust Grove Rd. will exceed 16,000 vpd. McMillan Rd. should be widened to a 5-lane section between Meridian Rd. and Locust Grove Rd. Left turn lanes are required at the Locust Grove and Meridian intersections. Signal control is warranted at both intersections. Traffic projections on Ustick Rd. between Meridian Rd. and Locust Grove Rd. will exceed 28,000 vpd. Ustick Rd. should be widened to a 5-lane section between Meridian Rd. and Locust Grove Rd. Left turn and right mm lanes are required at the Locust Grove and Meridian intersections. Signal control is warranted at the Meridian intersection. Traffic projections on Locust Grove Rd. between Ustick Rd. and McMillan Rd. will exceed 16,000 vpd. Locust Grove Rd. should be widened to a 3-lane section at the McMillan intersection and a 5-1ane section at the Ustick intersection. Left mm and right turn lanes are required at the McMillan intersection. Signal control is warranted the McMillan intersection. Traffic projections on Meridian Rd. between Ustick Rd. and McMillan Rd. will exceed 21,000 vpd. Locust Grove Rd. should be widened to a 3-lane section at the McMillan intersection and a 5-lane section at the Ustick intersection. Left tm-n and right turn lanes are required at the McMillan intersection. Left turn lanes are necessary at the MeMillan intersection. Signal control is warranted at both intersections. Site Access and Circulation McMillan Rd. requires left turn and right turn deceleration lanes for traffic turning into the site at the North Approach. Traffic projections on the North Approach that extends into the site exceed 1000 vpd. This road should be designed based on Collector Standards. Locust Grove Rd. requires left turn and right mm deceleration lanes for traffic turning into the site at the East Approach. Traffic projections on the East Approach exceed 1000 vpd but traffic quickly dissipates after entering the approach and falls below 1000 vpd before reaching residences fronting local streets. The East Approach should be designed based on Collector Standards. Locust Grove Rd. requires left turn and right turn deceleration lanes for traffic turning into the site at the Heritage Approach. Traffic projections on the Heritage Approach exceed 1000 vpd. The Heritage Cornmons Traffic Impact Study recommends that thiS approach be designed based on Collector Standards. Washington Page 16 Havasu Creek TlS.doc I Havasu Creek Traffic Impact Study Table 3: Study Area Existing and Build Out Roadway Traffic Projections 2002 ADT Site Traffic Build Out Roadway Location Volumes Volume Volume Ustick w/Meridian 3960 498 5326 Ustick 6510 712 8648 Ustick e/Locust Grove 7640 214 9527 McMillan w/Meridian 2467 463 3470 McMillan 3598 1175 5561 McMillan e/Locust Grove 5135 712 6971 Meridian n/McMillan 3192 142 4033 Meridian 4160 854 5925 Meridian s/Ustick 5798 712 7780 Locust Grove n/McMillan 3635 142 4573 Locust Grove 4719 819 6571 Locust Grove s/Ustick 7769 676 10147 Washington Page 17 Havasu Creek TlS.doc All of the other internal streets have traffic projections less than 1000 vpd. the ACHD's policy requirements. Havasu Creek Traffic Impact Study All site access locations meet Signal Warrants The intersection of McMillan Rd. and Locust Grove Rd. operates at an acceptable LOS under the existing conditions. The intersection complies with the peak hour signal warrant for the design year traffic conditions without Havasu Creek traffic and continues to comply with the warrant with the Havasu Creek traffic. A detailed analysis is needed when the projected volumes are reached before installing a signal. The intersection of McMillan Rd. and Meridian Rd. operates at an acceptable LOS under the existing conditions. The intersection complies with the peak hour signal warrant for the design year traffic conditions without Havasu Creek traffic and continues to comply with the warrant with the Havasu Creek traffic. A detailed analysis is needed when the projected volumes are reached before installing a signal. The intersection of Ustick Rd. and Meridian Rd. operates at an acceptable LOS under the existing conditions. The intersection complies with the peak hour signal warrant for the design year traffic conditions without Havasu Creek traffic and continues to comply with the warrant with the Havasu Creek traffic. A detailed analysis is needed when the projected volumes are reached before installing a signal. The North Approach, East Approach, and Heritage Approach do not comply w/th the peak hour signal warrant at complete build out of the Havasu Creek subdivision by the design year 2012. Intersection Improvements At the site build out, Ustick Rd. and Locust Grove Rd. will operate at an acceptable LOS. At the site build out, McMillan Rd. and Locust Grove Rd. will operate at an unacceptable LOS. The intersection may warrant a traffic signal upon detailed analysis. With or without a signal installation, the intersection needs to be improved with widening of all four approaches. At the site build out, McMillan Rd. and Meridian intersection may warrant a traffic signal upon detailed intersection needs to be improved with widening of all Rd. will operate at an unacceptable LOS. The analysis. With or without a signal installation, the four approaches. At the site build out, Ustick Rd. and Meridian Rd. ~vill operate at an unacceptable LOS. The intersection may warrant a traffic signal upon detailed analysis. With or without a signal installation, the intersection needs to be improved with widening of all four approaches. At the site build out, Ustick Rd. and Locust Grove Rd. will operate at an acceptable LOS. Washington Page 18 Havasu Creek TIS.doc Havasu Creek Traffic Impact Study CONCLUSIONS The proposed 121-acre 329-unit Havasu Creek subdivision is located on the west side of Locust Grove Road between Ustick Road and McMillan Road. The following are the principal findings and recommendations of the study: 1. The proposed development is projected to generate an average daily traffic (ADT) of 3,812 vehicles per day (vpd), of which 252 vpd are trips to the elementary school from the proposed subdivision and back. These school trips do not leave the proposed subdivision and thus do not enter the public roadway system. The project generates 501 vehicles per hour (vph) in the peak hour, of which 67 vph are trips from the elementary school to the proposed subdivision. 2. As a result of the site build out traffic on the vicinity roadways is expected to increase as follows: traffic on Locust Grove Road south of McMillan Road may increase by 800 vpd; traffic on McMillan Road west of Locust Grove Road may increase by 1,200 vpd; traffic on Ustick Road west of Locust Grove Road may increase by 700 vpd; traffic on Meridian Road south of McMillan Road may increase by 900 vpd. 3. Locust Grove Road, McMillan Road, Ustick Road, and Meridian Road all have adequate existing capacity to handle the traffic from the Havasu Creek project and operate at an acceptable level of service (LOS). However, these roadways wiI1 not have adequate capacity to handle the site traffic as well as the increase in traffic due to other developments in the 12- square mile North Meridian Planning Area at 2020. The North Meridian Area Traffic Study provides recommendations to improve these roadways in order to provide adequate capacity for the future development on these roadways. 4. The intersection of Locust Grove Road and Ustick Road is a signal-controlled intersection. The overall intersection is currently operating at a LOS C with a delay of 22 seconds. In the design year 2012, the intersection will operate at LOS D with an average delay of 42 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS D with a delay of 42 seconds. The Havasu Creek traffic does not negatively impact the intersection. 5. The intersection of Locust Grove Road and McMillan Road is a stop-controlled intersection. The overall intersection is currently operating at a LoS B ~vith a delay of 13 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 115 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 167 seconds. 6. The intersection of Meridian Road and McMillan Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with a delay of 11 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 79 seconds without the traffic generated by Havasu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 120 seconds. 7. The intersection of Meridian Road and Ustick Road is a stop-controlled intersection. The overall intersection is currently operating at a LOS B with a delay of 14 seconds. In the design year 2012, the intersection will operate at LOS F with an average delay of 500 seconds without the traffic generated by HavaSu Creek. At build-out of the Havasu Creek site, the intersection is projected to operate a LOS F with a delay of 531 seconds. 8. The North and East access intersections on McMillan Road and Locust Grove Road will operate at acceptable conditions at Havasu Creek build out. Heritage Commons is a proposed subdivision adjacent to the project site on the south. Access to Locust Grove Road from the Page 19 Havasu Creek TIS.doc Washington Havasu Creek Traffic Impact Study project site is available through the Heritage Commons subdivision. Some trips will use this access. The Heritage Commons access on Locust Grove Road will operate at acceptable conditions at Havasu Creek build out. Study Recommendations 1. The site's North access intersection will be a 2-way stop-controlled intersection. The left turn movement from site access is projected to operate at a LOS of C with a delay of 17 seconds at the build out year. A left turn bay on McMillan Rd. is warranted. A right turn bay on McMillan Rd. for entrance to the development is warranted. 2. The site's East access intersection will be a 2-way stop-controlled intersection. The left turn movement is projected to operate at a LOS of B with a delay of 14 seconds at the build out year. A left mm bay on Locust Grove Rd. is warranted. A right mm bay on Locust Grove Rd. for entrance to the development is warranted. 3. The Heritage Commons access intersection will be utilized by some of the trips from the project site and will be a 2-way stop-controlled intersection. The left turn movement is projected to operate at a LOS of B with a delay of 14 seconds at the build out year. A left turn bay on Locust Grove Rd. is warranted. A right turn bay on Locust Grove Rd. for entrance to the development is warranted. 4. The intersections of McMillan/Locust Grove, McMillan/Meridian, and Ustick/Meridian all require widening on all four approaches to improve operations. The recommendations of the North Meridian Area Traffic Study should be consulted in order to provide adequate capacity at these intersections for the future build out of the North Meridian Planning Area. 5. The intersections of McMillan/Locust Grove, McMillan/Meridian, and Ustick/Meridian all comply with the peak hour signal warrant. A detailed analysis will be needed when the projected traffic volumes are reached before installing a signal at these locations. 6. All of the internal streets with front-on housing have daily traftic projections lower than 1000 vpd. The preliminary site layout meets ACHD's access requirements. Washington Page 20 Havasu Creek TIS.doc Havasu Creek Traffic Impact Study REFERENCES "Heritage Commons Traffic Impact Study" by Washington Infrastructure Services, Inc., March 2002. "North Meridian Area Traffic Study" by Washington Infrastructure Services, Inc., October 2001. "Trip Generation 6th Edition," by Institute of Transportation Engineers, Washington D.C., 1997. "Highway Capacity Manual, SR 209," Transportation Research Board, Washington D.C., 1994 update. "Development Policy Manual," Ada County Highway District, July 1994. "NCHRP 279, Intersection Channelization Guide," Transportation Research Board. Washington Page 21 Havasu Creek TIS. doc ~ Washington Havasu Creek Traffic Impact Study Havasu Creek TIS.doc All-Way Stop Control Page 1 of 2 ALL-WAY STOP CONTROL ANALYSIS General Information =Site Information Analyst Cameron Waite Intersection Locust Grove Rd. & McMillan Rd Agency/Co. WGINT Jurisdiction Date Performed 7/18/01 Analysis Year 2002 Analysis Time Period PM Peak Hour Project ID East/West Street: McMillan Rd. INorth/South Street: Locust Grove Volume Adjustments and Site Characteristics Approach Eastbound Westbound Movement L T R L T R Volume 7 73 14 73 228 16 %Thrus Left Lane 50 50 Approach Northbound Southbound Movement L T R L T R Volume 29 145 70 19 1 O0 15 %Thrus Left Lane 50 50 : Eastbound Westbound Northbound Southbound L1 L2 L1 L2 L1 L2 L1 L2 Configuration L TR L TR L TR L TR PHF 0.60 0.91 0.92 0.76 Flow Rate 155 347 264 175 % Heavy Vehicles 2 2 2 2 No. Lanes 1 1 1 1 Geometry Group 1 1 1 1 'Duration, T 0. 25 ,Saturation' Headway Adjustment Worksheet Prop. Left-Turns 0.1 0.2 O. 1 O. 1 Prop. Right-Turns 0. 1 O. 0 0.3 O. 1 Prop. Heavy Vehicle 0. 0 0. 0 0.0 0. 0 hLm-adj 0.2 0.2 0.2 0.2 0,2 0.2 0.2 0.2 hRT-adj -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 -0. hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 5. 79 5. 79 5. 79 5. 79 Departure Headway and Service Time hd, initial value 3.20 3. 20 3.20 3.20 x, initial O. 14 0.31 0.23 O. 16 hd, final value 5. 79 5. 79 5. 79 5. 79 x, final value O. 25 O. 53 O. 41 O. 28 Move-up time, m 2. 0 2.0 2. 0 2. 0 Service Time 3.8 I 3.8 I 3.8 I 3.8 I Capacity and Level of Service Eastbound Westbound Northbound Southb6und L1 L2 L1 L2 L1 L2 L1 L2 Capacity 405 597 514 425 iDelay 10. 71 14.66 12.40 11.18 LOS B B B B Approach: Delay 10. 71 14.66 12.40 11:18 LOS B B B B ilntersection Delay 12. 73 Intersection LOS file ://C :\TEMP\u2k 16.tmp 07/01/2002 Short Report Page 1 of 1 'General Information Analyst CCW Agency or Co. WIS Date Performed 6/10/02 Time Period PM Peak Hour Volume and Timing Input SHORT REPORT Site Information Intersection Area Type Jurisdiction Analysis Year Ustick Rd. and Locust Grove Rd All other areas Meridian 2002 EB WB LT TH RT LT TH RT LT Num. of Lanes 1 I 1 1 1 I 1 Lane group L T R L T R L Volume (vph) 24 180 35 148 300 19 69 % Heavy veh 2 2 2 2 2 2 2 PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.86 Actuated (P/A) A A A A A A A Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eft. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 15 0 8 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N Parking/hr Bus stops/hr 0 0 0 Unit ExtenSion 3.0 3.0 3.0 Phasing Excl. Left EW Perm 03 G= 10.0 G= 22.0 G= 0.0 Timing Y= 4 Y= 4 Y= 0 NB SB TH RT LT TH RT 1 1 1 1 0 T R L TR 181 124 10 150 33 2 2 2 2 2 0.86 0.86 0.89 0.89 0.89 A A A A A 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3 3 3 3 3.0 3.0 3.0 3.0 60 0 15 12.0 12.0 12.0 12.0 0 N N 0 N Duration of Analysis (hrs) = 0.25 Lane Group Capacity, Control Delay, and LOS Determination EB WB 0 0 0 0 0 0 0 0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 04 Excl. Left NS Perm 07 08 G= 0.0 G= 10.0 G= 17.0 G= 0.0 G= 0.0 Y= Y= 4 Y= 4 Y= 0 Y= Cycle Length C = 75.0 Intersection LOS NB SB 80 210 74 11 189 461 422 359 443 415 0.17 0.50 0.21 0.02 0.46 0.41 0.23 0.23 0.41 0.23 13.8 25.3 23.5 13,4 25.0 0.11 0.11 0.11 0.11 0.11 0.2 0.9 0.3 0.0 0.8 1.000 1.000 1.000 1.000 1.000 14.0 26.2 23.8 13.4 25.8 B C C B C 23.0 25. 1 C 'C C Version 4. I b Adj. flow rate 28 212 24 172 349 13 Lane group cap. 418 546 464 530 546 464 vic ratio 0.07 0.39 0.05 0.32 0.64 0.03 Green ratio 0.48 0.29 0.29 0.48 0.29 0.29 Unif. delay dl 11.4 21.1 19.0 11.6 23.0 18.9 Delay factor k 0.11 0.11 0.11 0.11 0.22 0.11 Increm. delay d2 0.1 0.5 0.0 0.4 2.5 0.0 PFfactor 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 11.5 21.6 19.1 12.0 25.6 18.9 Lane group LOS B C B B C B Apprch. delay 20.3 21.0 Approach LOS C C Intersec. delay 22.0 HCS2oooTM Copyright © 2000 University of Florida, All Rights Reserved file://C :\TEMP\s2k41 .tmp 07/01/2002 All-Way Stop Control General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID EastJWest Street: McMillan Rd. Volume Adjustments and Site Characteristics Approach Eastbound =Movement L T Volume 5 76 %Thrus Left Lane 50 Approach :Movement Volume %Thrus Left Lane Configuration PHF Flow Rate % Heavy Vehicles No. Lanes Geometry Group Duration, T ALL-WAY STOP CONTROL ANALYSIS Site Information Cameron Waite Intersection WGINT Jurisdiction 6/10/02 Analysis Year PM Peak Hour INorth/South Street: Meridian Rd, R L 9 84 50 Northbound L T R L 65 100 44 4 50 50 Eastbound Westbound Northbound L1 L2 L1 L2 L1 L TR L TR L TR 0.90 0.90 0.90 99 274 231 2 2 2 I I 1 1 I ISaturation Headway Adjustment Worksheet 0.25 Prop. Left-Turns 0.1 0. 3 0. 3 Prop. Right-Turns 0. 1 0. 0 0. 2 Prop. Heaw Vehicle 0.0 0.0 0.0 hLT-adj 0.2 0.2 0.2 0.2 0.2 hRT-adj -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 hHV-adj 1.7 1.7 1.7 1.7 1.7 hadj, computed 5. 37 5.37 5.37 Departure Headway and Service Time ~hd, initial value 3.20 x, initial O. 09 :hd, final value 5.37 x, final value 0. 15 Move-up time, m 2. 0 Service Time 3.4 I 3.20 0.24 5.37 0.40 2.0 3.4 I Westbound L1 L2 524 Capacity and Level of Service Eastbound L1 Capacity 349 3.20 0.21 5.37 0.33 2.0 3.4 ~ No~hbound L1 481 Delay LOS Approach: Delay LOS Intersection Delay Intersection LOS 9.30 A 9.30 A 11.58 B 11.58 B 10. 66 B 10.63 B 10.66 B file://C:\TEMP\u2k22.tmp Page 1 of 2 Meridian Rd. & McMillan Rd 2002 Westbound T R 162 1 Southbound T R 113 27 L2 0.2 -0.6 1.7 Southbound L1 L2 LTR 0.90 159 2 1 0.0 0.2 0.0 0.2 0.2 -0.6 -0.6 1.7 1.7 5.37 3.20 0.14 5.37 0.23 2.0 3.4 I Southb(~und L1 L2 .409 9. 76 A 9. 76 A 07/01/2002 0 All-Way Stop Control Page 1 of 2 General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID East/West Street: Ustick Rd. Volume Adjustments and Site Characteristics Approach Eastbound Movement L T Volume 3 140 %Thrus Left Lane 50 Approach Movement Volume %Thrus Left Lane Configuration PHF Flow Rate % Heavy Vehicles No. Lanes Geometry Group Duration, T ALL-WAY STOP CONTROL ANALYSIS Site Information Cameron Waite Intersection WGINT Jurisdiction 6/10/02 Analysis Year PM Peak Hour INorth/South Street: Meddian Rd. L2 L 65 50 Eastbound L1 LTR 0.90 195 2 1 1 Saturation Headway Adjustment Worksheet R L 34 54 50 Northbound T R 179 54 Westbound L1 L2 L1 L TR L TR 0.90 0.90 308 330 2 2 1 0.25 Prop. Left-Turns 0. 0 0.2 0. 2 Prop. Right-Turns 0. 2 0. 0 0. 2 Prop. Heavy Vehicle 0.0 0.0 0.0 hLm-adj 0. 2 0.2 0.2 0. 2 0. 2 hRT-adj -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 hHV-adj 1.7 1.7 1.7 1.7 '1.7 hadj, computed 6.17 6.17 6.17 Service Time Departure Headway and hd, initial value 3.20 x, initial 0. 17 hd, final value 6. 17 x, final value 0.33 Move-up time, m 2.0 Service Time 4.2 ~ Capacity and Level of Service 3.20 0.27 6.17 0.52 2.0 4.2 I 3.20 0.29 6.17 0.54 4.2 Eastbound L1 Capacity 445 Delay 12. 25 LOS B Approach: Delay 12.25 LOS B Intersection Delay Intersection LOS Westbound L1 L2 L1 552 570 15.37 15.63 C C 15.37 C 14.32 B L 7 5O Northbound 2.0 Ustick Rd. & Meddian Rd 2002 Westbound T R 217 7 Southbound T R 170 14 L2 Southbound L1 LTR 0.90 210 2 0.2 -0.6 1.7 Northbound L2 15.63 C 0.0 0.1 0.0 0.2 -0.6 1.7 6.17 3.20 0.19 6.17 0.36 2.0 4.2 I Southbc~und L1 460 12.62 B 12:62 B L2 0.2 -0.6 1.7 L2 file://C:\TEMP\u2k5B.tmp 07/01/2002 All-Way Stop Control General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID EastJVVest Street: McMillan Rd. Configuration PHF Flow Rate '% Heavy Vehicles No. Lanes :Geometry Group Duration, T ALL-WAY STOP CONTROL ANALYSIS Site Information Cameron Waite Intersection WGINT Jurisdiction 6/10/02 Analysis Year PM Peak Hour INorth/South Street: Locust Grove Rd. Volume Adjustments and Site Characteristics Approach Eastbound Movement L T R L Volume '16 315 17 120 %Thrus Left Lane 50 50 Approach Northbound Movement L T R L Volume 35 177 140 23 '%Thrus Left Lane 50 50 Eastbound Westbound Northbound L1 L2 L1 L2 L1 L TR L TR L TR 0.90 0.90 0.90 385 609 389 2 2 2 1 1 1 Saturation Headway Adjustment Worksheet 0.2 -0.6 1.7 Prop. Left-Turns O. 0 Prop. Right-Turns O. 0 :Prop. Heavy Vehicle O. 0 ihLT-adj 0.2 hRT-adj -0. 6 :hHV-adj '1.7 ,hadj, computed 8. 57 Departure HeadWay and Service Time hd, initial value 3.20 x, initial 0.34 ihd, final value 8. 57 x, final value 0.92 Move-up time, m 2. 0 Service Time 6. 6 ] Capacity and Level of Service Eastbound L1 Capacity 4'15 Delay 55. 05 LOS F Approach: Delay 55. 05 LOS F Intersection Delay Intersection LOS 0.25 0.2 0.1 0.0 0.4 0.0 0.0 0.2 0.2 0.2 -0.6 -0.6 -0.6 1.7 1.7 1.7 8.57 8.57 3.20 3.20 O. 54 O. 35 8.57 8.57 1.43 0.91 2.0 2.0 6.6 I 6.6 I Westbound Northbound L1 L2 L1 609 422 228. 57 53.05 F F 228.57 53. 05 F F 115.49 F L2 0.2 -0.6 1.7 file ://C :\TEMP\u2k 19.tmp Page 1 of 2 Locust Grove Rd. & McMillan Rd 2012 Background Westbound T R 409 20 Southbound T R '163 30 Southbound L1 L2 LTR 0.90 239 2 1 1 I 0.1 0.1 0.0 0.2 0.2 -0. 6 -0. 6 1.7 1.7 8.57 3.20 0.21 8.57 0.62 2.0 6.6 I Southb(~und L1 L2 368 26.32 D 26:32 D 07/01/2002 Short Report Page 1 of 1 General Information Analyst Agency or Co. Date Performed Time Period CCW WIS 6/10/O2 PM Peak Hour Volume and Timing Input LT Num. of Lanes Lane group L Volume (vph) 62 % Heavy veh 2 PHF 0.85 Actuated (P/A) A StartuP lost time 2.0 Ext. eft. green 2.0 Arrival type 3 Unit Extension 3.0 Ped/Bike/RTOR Volume 0 Lane Width 12.0 Parking/Grade/Parking N Parking/hr Bus stops/hr 0 Unit Extension 3.0 Phasing Excl. Left EW Perm G= 12.0 G= 28.0 Timing Y = 3 Y = 4 SHORT REPORT Site Information Ustick Rd, and Locust Grove Intersection Rd Area Type All other areas J u risdiction Meridian Analysis Year 2012 Background EB WB NB SB TH RT LT TH RT LT TH RT LT TH RT 1 1 1 1 I 1 1 1 '/ 1 0 T R L T R L T R L TR 309 144 180 466 23 263 221 151 12 183 99 2 2 2 2 2 2 2 2 2 2 2 0.85 0,85 0.86 0.86 0.86 0.86 0.86 0.86 0.89 0.89 0.89 A A A . A A A A A A A A 2,0 2.0 2.0 2.0 2,0 2,0 2.0 2.0 2.0 2.0 2,0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2,0 2.0 3 3 3 3 3 3 3 3 3 3 3,0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 80 0 12 0 80 0 45 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 0 N N 0 N N 0 N N 0 N 0 0 3.0 3.0 O3 G= 0.0 Y=0 Duration of Analysis (hr$) = 0.25 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB Adj. flow rate 73 364 75 209 542 13 306 257 83 13 Lane group cap. 286 522 443 341 522 443 524 522 443 531 v/c ratio 0.26 0.70 0.17 0.61 1.04 0.03 0.58 0.49 0.19 0.02 Green ratio 0,43 0.28 0,28 0.43 0.28 0.28 0.49 0.28 0.28 0.49 Unif. delay dl 20.7 32.2 27.2 20.5 36.0 26.1 '/6.8 30.1 27.4 13.8 Delay factor k 0.11 0.26 0,11 0.20 0.50 0.11 0.18 0.1I 0.11 0.11 Increm, delay d2 0.5 4.1 0.2 3,3 49.7 0.0 1.7 0.7 0.2 0.0 PFfactor 1.000 1.000 1.000 1,000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 21.2 36.3 27.4 23.8 85.7 26.2 18.5 30.8 27,6 13.8 Lane group LOS C D C C F C B C C B Apprch. delay 32. 8 67. 7 24.6 Approach LOS C E C Intersec. delay 42.2 Intersection LOS HCS2oooTM Copyright © 2000 University. of Florida, All Rights Reserved 0 0 0 0 0 0 0 0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 04 Excl. Left NS Perm 07 08 G= 0.0 G= 18.0 G= 28.0 G= 0,0 G= 0.0 y= Y= 3 Y= 4 Y= 0 Y= Cycle Length C = 100.0 SB 267 504 0.53 0.28 30.4 0.~3 1.1 1.000 31.5 C 3O. 7 'C D Version 4.lb file://C:\TEMP\s2k4B.tmp 07/01/2002 All-Way Stop Control Page 1 of 2 General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID East/West Street: McMillan Rd. Volume Adjustments and Site Characteristics Approach Eastbound Movement L T 19 283 5O ALL-WAY STOP CONTROL ANALYSIS site Information Cameron Waite Intersection WG I N T Jurisdiction :6/10/02 Analysis Year iPM Peak Hour Volume %Thrus Left Lane Approach Northbound Movement L T Volume 132 142 %Thrus Left Lane 50 Eastbound L1 L2 L1 Configuration L TR L TR PHF 0.90 0.90 Flow Rate 387 497 % Heavy Vehicles 2 2 No. Lanes 1 Geometry Group 1 Duration, T Saturation Headway Adjustment Worksheet Prop. Left-Tums O. 1 0.3 Prop. Right-Tums 0. 1 0. 0 Prop. Heavy Vehicle 0. 0 0. 0 hLT-adj 0.2 0.2 0.2 hRT-adj -0. 6 -0. 6 -0. 6 hHV-adj 1.7 1.7 1.7 hadj, computed 8. 68 8. 68 Departure Headway and Service Time hd, initial value 3. 20 3. 20 x, initial O. 34 O. 44 hd, final value 8. 68 8. 68 x, final value 0.93 1.20 Move-up time, m 2. 0 Service Time 6. 7 J 6. 7 =Capacity and Level of Service INonh/South Street: Meridian Rd. Eastbound L1 Capacity 41 '/ Delay 58. 81 'LOS F Approach: Delay 58. 81 LOS F Intersection Delay Intersection LOS R L 47 135 50 R Westbound L2 0.2 -0.6 1.7 2.0 Westbound L1 L2 497 137.34 F 137.34 F L1 LTR 0.90 384 2 0.25 0.4 0.2 0.0 O. 2 -0.6 1.7 8.68 3.20 0.34 8.68 0.93 6.7 L1 4O8 58. 66 F 79.39 F L 5 50 Northbound 2.0 Northbound 58.66 L2 0.2 -0.6 1.7 Meddian Rd. & McMillan Rd 2012 Background Westbound T 312 Southbound T R 173 52 Southbound L1 L2 LTR 0.90 254 2 1 1 0.0 0.2 0.0 0.2 0.2 -0.6 -0.6 1.7 1.7 8.68 3.20 0.23 8.68 0.66 2.0 6.7 I Southbo'und L1 L2 371 28.72 D 28:72 D file ://C :\TEMP\u2k58.tmp 07/01/2002 0 0 0 Two-Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst CCW Intersection Agency/Co. WIS Jurisdiction Date Performed 6/10/02 Analysis Year Analysis Time Period PM Peak Hour Project Description East/West Street: Heritage Commons Driveway INorth/South Street: Locust Grove Rd. Intersection Orientation: North-South IStudy Period (hrs): 0.25 Page 1 of 2 HC DriveWay & Locust Grove R Meridian 2005 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 75 273 0 0 236 28 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 83 303 0 0 262 31 Percent Heavy Vehicles 2 .... 0 .... Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 0 I '/ Configuration L T T R Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 16 0 42 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 17 0 46 Percent Heavy Vehicles 0 0 0 2 0 2 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 I 0 '/ Configuration L R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (vph) 83' 17 46 C (m) (vph) ~269 364 777 v/c 0.07 0.05 0.06 95% queue length 0.21 O. 15 0.'19 Control Delay 8. 0 15.4 9.9 LOS A C A Approach Delay -- - 11.4 Approach LOS - -- B file ://C :\TEMP\u2k 10.tmp 07/01/2002 Sho~ Repo~ Page 1 of 1 General Information Analyst Agency or Co. Date Performed Time Period CCW WIS 6/10/02 PM Peak Hour Volume and Timing Input SHORT REPORT Site Information Ustick Rd. and Locust Grove intersection Rd Area Type All other areas Jurisdiction Meridian Analysis Year 2012 Build EB LT TH RT Num. of Lanes Lane group L T Volume (vph) 95 309 144 % Heavy veh 2 2 2 PHF 0.85 0.85 0.85 Actuated (P/A) A- A A Startup lost time 2.0 2.0 2.0 Ext. eft. green 2.0 2.0 2.0 Arrival type 3 3 3 Unit Extension 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 80 Lane Width 12.0 12.0 12.0 Parking/Grade/Parking N 0 N Parking/hr Bus stops/hr 0 0 0 Unit ExtenSion 3.0 3.0 3.0 Phasing Excl. Left EW Perm 03 G = 12.0 G = 28.0 G = 0.0 Timing Y= 3 Y= 4 Y= 0 WB NB LT TH RT LT TH I 1 I I 1 L T R L T 180 466 35 263 260 2 2 2 2 2 0.86 0.86 0.86 0.86 0.86 A A A A A 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3 3 3 3 3 3.0 3.0 3.0 3.0 3.0 0 15 0 12.0 12.0 12.0 12.0 12.0 N 0 N N 0 0 3.0 04 G= 0.0 Y= SB RT LT TH RT 1 1 1 0 R L TR 151 21 205 117 2 2 2 2 0.86 0.89 0.89 0.89 A A A A 2.0 2.0 2.0 2.0 2.0 2.0 3 3 3 3.0 3.0 3.0 80 0 55 12.0 12.0 12.0 N N 0 N Duration of Analysis (hrs) = 0.25 Lane Group Capacity, Control Delay, and EB Adj. flow rate 112 364 75 Lane group cap. 286 522 443 v/c ratio 0.39 0. 70 O. 17 Green ratio 0.43 0.28 0.28 Unif. delay dl 21.2 32.2 27.2 Delay factor k 0.11 0.26 0.11 Increm. delay d2 0.9 ,4.1 0.2 :~ PFfactor 1.000 1.000 1.00~ Control delay 22.1 36.3 27.4: Lane group LOS C D C Apprch. delay 32.2 Approach LOS C Intersec. delay 41.9 HCS2000TM 0 0 0 0 0 0 3.0 3.0 3.0 3.0 3.0 3.0 Excl. Left NS Perm 07 G = 18.0 G = 28.0 G = 0.0 Y= 3 Y= 4 Y= 0 Cycle Length C = 100.0 Intersection LOS Copyright © 2000 University of Florida, All Rights Reserved 0 3.0 O8 G= 0.0 y= LOS Determination WB NB SB 209 542 23 306 302 83 24 300 341 522 443 498 522 443 496 503 0.61 1.04 0.05 0.61 0.58 0. 19 0.05 0.60 0.43 0.28 0.28 0.49 0.28 0.28 0.49 0.28 20.5 36.0 26.3 17.2 30.9 27.4 14.3 31.1 0.20 0.50 0.11 0.20 0.17 0.11 0.11 0.19 3.3 49.7 0.0 · 2.3 1.6 0.2 0.0 1.9 1.000 1.000 1.0001.000 1.000 1.000 1.000 1.000 23.8 85.7 26.4 19.4 32.5 27.6 t4.3 33.1 C F C B C C B C 67.2 26.1 31.7 E C 'C D Version 4. lb file://C:\TEMP\s2k55.tmp 07/01/2002 All-Way Stop Control General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID East/West Street: McMillan Rd. Volume Adjustments and Site Characteristics Approach Eastbound .Movement L T Volume 19 310 %Thrus Left Lane 50 Approach .Movement Volume %Thrus Left Lane Configuration PHF Flow Rate % Heavy Vehicles No. Lanes Geometry Group Duration, T ALL-WAY STOP CONTROL ANALYSIS Site Information Cameron Waite Intersection WG / N T Jurisdiction 6/10/02 Analysis Year PM Peak Hour INorth/South Street: Meridian Rd. L2 L '132 50 Eastbound L1 LTR 0.90 417 2 1 Saturation Headway Adjustment Worksheet 0.2 -0.6 1.7 Prop. Left-Turns 0. 1 Prop. Right-Turns 0. ~/ Prop. Heavy Vehicle O. 0 hLT-adj 0. 2 hRT-adj -0. 6 hHV-adj 1.7 hadj, computed 9. 00 Departure Headway and Service Time hd, initial value 3.20 x, initial 0.37 hd, final value 9.00 x, final value 1.04 Move-up time, m 2. 0 Service Time 7, 0 ~ Capacity and Level of Service R L 47 156 5O Eastbound L1 Capacity 417 Delay 87. 31 LOS F Approach: Delay 87. 3'/ LOS F Intersection Delay Intersection LOS Northbound T R 142 109 Westbound L1 L2 L1 L TR L TR 0.90 0.90 542 424 2 2 1 1 0.25 0.3 0.3 0.0 O. 3 0.0 0.0 0.2 0.2 0.2 -0. 6 -0. 6 -0.6 1.7 1.7 1.7 9.00 9.00 3.20 0.48 9.00 1.37 2.0 7. o I Westbound L2 L1 542 209.30 F 209. 30 F 3.20 0.38 9.00 1,06 7.0 L1 424 90.90 F 119.78 F L 13 50 Northbound 2.0 Northbound 90. 90 F L2 0.2 -0.6 1.7 file://C:\TEMP\u2k28.tmp Page 1 of 2 Meridian Rd. & McMillan Rd 2012 Build Out Westbound T R 327 6 Southbound T R 173 52 Southbound L1 L2 L TR 0.90 263 2 1 0.1 0.2 0.0 0.2 0.2 -0.6 -0.6 1.7 1.7 9.00 3.20 0.23 9.00 0.71 2.0 7. o Southb(~und L1 L2 3.71 33.32 D 33~ 32 D 07/01/2002 O. All-Way Stop Control Page 1 of 2 General Information Analyst Agency/Co. Date Performed Analysis Time Period ,Project ID East/West Street: Ustick Rd. Volume Adjustments and Site Characteristics Approach Movement Volume %Thrus Left Lane Approach Movement Volume %Thrus Left Lane Configuration PHF Flow Rate % Heavy Vehicles No. Lanes Geometry Group Duration, T ALL-WAY STOP CONTROL ANALYSIS :Site Information Cameron Waite Intersection WGINT Jurisdiction 6/10/02 Analysis Year PM Peak Hour Eastbound JNorth/South Street: Meddian Rd. L T R 93 588 139 5O NorthboUnd T R 311 85 L 189 50 Eastbound L1 LTR 0.90 910 2 1 1 Saturation Headway Adjustment Worksheet Westbound L1 L2 L1 L TR L TR 0.90 0.90 893 649 2 2 1 1 .Prop. Left-Turns 0. 1 0. 1 Prop. Right-Turns 0. 2 0. 1 Prop. Heavy Vehicle 0. 0 0. 0 hLT-adj 0.2 0.2 0.2 0.2 hRT-adj -0. 6 -0. 6 -0. 6 -0. 6 hHV-adj 1.7 1.7 1.7 1.7 hadj, computed 9. 77 9. 77 Departure Headway and Service Time hd, initial value 3.20 x, initial 0. 81 hd, final value 9. 77 x, final value 2.47 :Move-up time, m 2. 0 Service Time 7. 8 I 3.20 O. 79 9.77 2.43 2.0 7.8 I =Capacity and Level of Service L2 Eastbound L1 Capacity 910 Delay 689. 74 LOS F Approach: Delay 689. 74 LOS F Intersection Delay Intersection LOS L1 893 673. 01 F Westbound L2 0.25 L 77 50 L 54 5O Northbound L2 Usfick Rd. & Meridian Rd 2012 Build Out Westbound T 639 Southbound T 259 L1 LTR 0.90 442 2 0.3 0.1 0.1 ~2 0.0 0.0 0.2 0.2 0.2 -~6 -0.6 -0.6 '1.7 1.7 1.7 9.77 9.77 3.20 0.58 9.77 1.77 2.0 7.8 I L1 649 381.25 F 673.01 F 531.69 F Northbound L2 381.25 F R R Southbound L2 3.20 0.39 9.77 1.20 2.0 7.8 I Southbo'und L1 442 141.68 F 141.68 F 0.2 -0.6 1.7 L2 file ://C :\TEMP\u2k64.tmp 07/01/2002 Two-Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst CCW Intersection Agency/Co. WIS Jurisdiction Date Performed 6/10/02 Analysis Time Period PM Peak Hour Analysis Year Project Description East/West Street: North Site Driveway INorth/South Street: McMillan Rd. Intersection Orientation: East-West lStudy Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Movement '1 2 3 4 L T R L Volume 0 373 59 39 Peak-Hour Factor, PHF 0.95 0.95 0.95 0.95 Hourly Flow Rate, HFR 0 392 62 41 Percent Heavy Vehicles 2 .... 0 Median Type Undivided RT Channelized 0 Lanes 0 1 1 1 Configuration T R L Upstream Signal 0 Minor Street Northbound Movement 7 8 9 10 L T R L Volume 33 0 22 0 Peak-Hour Factor, PHF 0.95 0.95 0.95 0.95 Hourly Flow Rate, HFR 34 0 23 0 Percent Heavy Vehicles 2 0 0 0 Percent Grade (%) 0 Flared Approach N Storage 0 RT Channelized 0 Lanes 1 0 1 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach EB WB Northbound Movement I 4 7 8 9 Lane Configuration L L v (vph) 41 34 23 C (m) (vph) 1117 267 661 v/c O. 04 O. ~ 3 O. 03 95% queue length O. Control Delay 8.3 20.4 10.6 LOS A C B Approach Delay - -- 16. 5 Approach LOS .... C file ://C:\TEMP\u2k37.tmp Page 1 of 2 N. Driveway & McMillan Rd. Meridian 2012 Build Out Westbound 5 6 T R 481 0 O. 95 O. 95 506 0 1 T 0 Southbound 11 T 0 0.95 0 0 0 N 0 12 R 0 0.95 0 0 Southbound 10 11 12 07/01/2002 Two-Way Stop Control Page 1 of 2 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst CCW InterSection Agency/Co. WIS Jurisdiction Date Performed 6/10/02 Analysis Time Period PM Peak Hour Analysis Year Project Description East/West Street: East Site Driveway INorth/South Street: Locust Grove Rd. Intersection Orientation: North-South IStudy Period (hrs): 0.25 E. Driveway & Locust Grove R 2012 Build Out Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 42 349 0 0 340 33 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 46 387 0 0 377 36 Percent Heavy Vehicles 2 .... 0 .... Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 0 1 1 Configuration L T T R Upstream Signal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 18 0 24 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 20 0 26 Percent Heaw Vehicles 0 0 0 2 0 2 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 I 0 Configuration L R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 Lane Configuration L L v (vph) 46' 20 C (m) (vph) 1146 315 vic O. 04 O. 06 95% queue length O. 13 0.20 Control Delay 8.3 17.2 LOS A C Approach Delay - -- 13.5 Approach LOS .... B > file ://C :\TEMP\u2kD.tmp 12 R 26 670 0.04 0.12 10.6 B 07/01/2002 Two-Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst CCW intersection Agency/Co. WIS Jurisdiction Date Performed 6/10/02 Analysis Time Period PM Peak Hour Analysis Year Project Description East/West Street: Heritage Commons Driveway INorth/South Street: Locust Grove Rd. ~Study Period (hrs): 0.25 Intersection Orientation: North-South Vehicle Volumes and Adjustments Major Street Northbound Movement 1 2 3 4 L T R L Volume 97 367 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 107 407 0 0 Percent Heavy Vehicles 2 .... 0 Median Type Undivided RT Channelized 0 Lanes '/ 1 0 0 Configuration L T Upstream Signal 0 Minor Street Westbound Movement 7 8 9 10 L T R L Volume 0 0 0 21 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 23 Percent Heavy Vehicles 0 0 0 2 Percent Grade (%) 0 Flared Approach N Storage 0 RT Channelized 0 Lanes 0 0 0 1 Configuration L Delay, Queue Length, and Level of Service Approach NB SB Westbound Movement 1 4 7 8 9 Lane Configuration L v (vph) 107 C (m) (vph) 1181 v/c 0. 09 95% queue length 0.30 Control Delay 8.4 LOS A Approach Delay - - Approach LOS .... > file ://C :\TEMP\u2k 13.tmp Page 1 of 2 HC Driveway & Locust Grove R Meridian 2005 Southbound 5 6 T R 303 37 0.90 0.90 336 0 1 0 TR 0 Eastbound 11 12 T R 0 54 0.90 0.90 0 60 0 2 0 N 0 0 0 Eastbound 10 11 12 L R 23 60 253 688 0.09 0.09 0.30 0.29 20.6 10.7 C B 13.~ B 07/01/2002 All-Way Stop Control General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID East/West Street: McMillan Rd. Volume Adjustments and Site Characteristics ALL-WAY STOP CONTROL ANALYSIS Site Information Cameron Waite Intersection WGINT Jurisdiction 6/27/02 Analysis Year PM Peak Hour Approach Eastbound Movement L T Volume 17 324 %Thrus Left Lane 50 Appr(~ach Northbound Movement L T Volume 61 '~ 80 %Thrus Left Lane 50 Eastbound L1 L2 L1 Configuration L TR L PHF 0.90 1.00 0.90 Flow Rate 18 364 161 % Heavy Vehicles 2 0 2 No. Lanes 2 Geometry Group 5 Duration, T Saturation Headway Adjustment Worksheet INorth/South Street: Locust Grove Rd. R L 40 145 50 R 154 Westbound L2 TR 1.00 445 0 2 5 Page 1 of 2 0.25 Locust Grove Rd. & McMiflan Rd 2012 Build Out & Fix Westbound T R 425 20 Southbound L T R 23 168 33 50 Northbound Southbound L1 L2 L1 L2 L TR L TR 0.90 1.00 0.90 1.00 67 334 25 201 2 0 2 0 2 2 5 5 Prop. Left-Tums 1.0 0. 0 1.0 0. 0 1.0 0. 0 1.0 0. 0 Prop. Right-Turns 0. 0 0.1 0. 0 0. 0 0. 0 0. 5 0.0 0.2 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 hL%adj 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 hRT-adj -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 8.17 8.17 8.17 8.17 8.17 8.17 8.17 8.17 Departure Headway and Service Time hd, initial value 3.20 3.20 3.20 3. 20 3. 20 3.20 x, initial 0.02 0.32 O. 14 0.40 0.06 0.30 hd, final value 8.17 8.17 8.17 8.17 8.17 8.'~7 x, final value O. 04 O. 80 O. 35 O. 94 O. 15 O. 72 Move-up time, m 2. 3 2.3 2.3 Service Time 5. 9 I 5. 6 5. 9 I 5. 6 5. 9 ] 5. 6 Capacity and Level of Service 33. 52 D Northbound L1 L2 317 450 12.53 28.42 B D 25.77 D Capacity Delay LOS Approach: Delay LOS Intersection Delay Intersection LOS Eastbound L1 L2 L1 268 450 411 11.21 34.77 14.78 B D B 33. 66 D Westbound L2 471 55.24 F 44.49 E file://C:\TEMP\u2kl C.tmp 3. 20 3. 20 0.02 O. 18 8.17 8.17 0.06 0.47 2.3 5.9 I 5.6 Southbound L1 L2 275 409 12.01 18.35 B C 17:65 C 07/01/2002 All-Way Stop Control Page 1 of 2 General Information Analyst Agency/Co, Date Performed Analysis Time Period Project ID East/West Street: McMillan Rd. Volume Adjustments and Site Characteristics Approach Eastbound Movement L T Volume 19 310 %Thrus Left Lane 50 Approach Movement Volume %Thrus Left Lane Configuration PHF Flow Rate % Heavy Vehicles No. Lanes Geometry Group Duration, T ALL-WAY STOP CONTROL ANALYSIS Site Information Cameron Waite Intersection WG I N T Jurisdiction 6/27/02 Analysis Year PM Peak Hour NoAhbound T 142 L2 L 132 50 Eastbound L1 TR 0.90 396 2 Saturation Headway Adjustment Worksheet INorth/South Street: Meridian Rd. R L 47 156 50 R L 109 13 5O Northbound Westbound L1 TR 0.90 369 2 1 1 0.25 L2 L1 TR 0.90 278 2 Prop. Left-Tums 0. 0 0. 0 0. 0 Prop. Right-Tums 0. '/ 0. 0 0.4 Prop. Heaw Vehicle O, 0 0. 0 0.0 hLm-adj 0.2 0.2 0.2 0.2 0.2 hRT-adj -0. 6 -0. 6 -0. 6 -0. 6 -0. 6 hHV-adj 1.7 1.7 1.7 1.7 1.7 hadj, computed 6. 87 6. 87 6.87 Departure Headway and Service Time hd, initial value 3. 20 x, initial O. 35 hd, final value 6.87 x, final value O. 76 Move-up time, m 2. 0 Service Time 4. 9 Capacity and Level of Service 3.20 0.33 6.87 0.72 2.0 4.9 Westbound Eastbound L1 Capacity 497 Delay 28. 12 LOS D Approach: Delay 28. i2 LOS D Intersection Delay Intersection LOS 25. 84 D L1 483 25.84 D 3120 0.25 6.87 0.56 4.9 L1 437 18.82 C 23.51 C 2.0 No~hbound 18.82 C L2 0.2 -0.6 1.7 Meridian Rd. & McMillan Rd 2012 Build Out & Fix Westbound T R 327 6 Southbound T R 173 52 Southbound L1 L2 TR 0.90 249 2 1 0.0 0.2 0.0 0.2 0.2 -0. 6 -0. 6 1.7 1.7 6.87 3.20 0.22 6.87 0.51 2.0 4.9 I Southbound L1 L2 4t5 17.94 C 17~ 94 C file://C:\TEMP\u2k25.tmp 07/01/2002 All-Way Stop Control Page 1 of 2 ALL-WAY STOP CONTROL ANALYSIS General Information Analyst Agency/Co. Date Performed Analysis Time Period Project ID .East/West Street: Ustick Rd. Volume Adjustments and Site Characteristics Approach Eastbound ,Movement L T Volume 93 588 %Thrus Left Lane 50 Approach Northbound Movement L T R Volume 189 311 85 %Thrus Left Lane 50 Eastbound Westbound L1 L2 L1 L2 Configuration L TR L TR PHF 0.90 1.00 0.90 1.00 Flow Rate 103 727 85 728 % Heavy Vehicles 2 0 2 0 No. Lanes 2 2 Geometry Group 5 5 Duration, T Saturation Headway Adjustment Worksheet Site Information 'Cameron Waite Intersection WG I N T Jurisdiction 6/27/02 Analysis Year PM Peak Hour JNorth/South Street: Meridian Rd. R L 139 77 5O 0.25 L 54 50 Northbound L1 L 0.90 210 2 2 5 Usfick Rd. & Meridian Rd 2012 Build Out & Fix Westbound T R 639 89 Southbound T R 259 86 Southbound L2 L1 L2 TR L TR 1. O0 O. 90 1. O0 396 60 345 0 2 0 2 5 Prop. Left-Turns 1.0 0. 0 1.0 0. 0 1.0 0. 0 1.0 0. 0 Prop. Right-Turns 0. 0 0.2 0.0 0. 1 0. 0 0. 2 0. 0 0. 2 Prop. Heavy Vehicle 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 hLT-adj 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 hRT-adj ~0. 6 -0. 6 -0. 6 -0. 6 -0. ~ -0. 6 -0, 6 -0. 6 hHV-adj 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 hadj, computed 9. 43 9.43 9. 43 9. 43 9. 43 9.43 9.43 9. 43 Departure Headway and Service Time hd, initial value 3.20 3.20 3.20 3.20 x, initial 0.09 0.65 0.08 0.65 hd, final value 9.43 9.43 9.43 9.43 x, final value 0.27 1.83 0.22 1.85 Move-up time, rn 2. 3 2. 3 Service Time 7. f I 6. 8 7.1 J 6. 8 Capacity and Level of Service 3.20 3.20 0.19 0.35 9.43 9.43 0.55 0:99 2.3 7.1 I 6.8 Eastbound Westbound L1 L2 L1 L2 L1 Capacity 353 727 335 728 383 NoAhbound L2 399 73.65 F 56.06 F 14.84 412.41 22.89 B F C 370. 85 F 245.34 F Delay 15.58 406.08 LOS C ~: Approach: Delay 357, 62 LOS F intersection Delay Intersection LOS 3.20 3.20 0.05 0.31 9.43 9.43 O. 16 0.89 2.3 7.1 [ 6.8 Southb(~und L1 L2 3.10 389 14.16 52.16. B F 46:53 E file ://C :\TEMP\u2k61 .tmp 07/01/2002