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Traffic Impact AnalysisOVERLAND 16 SUBDIVISION TRAFFIC IMPACT ANALYSIS Prepared for Westpark Development - Overland 16 LLC P.O. Box 344 Meridian, Idaho 83642 (ailey Engineering, Inc. CML ENGINEERING I PLANNING I CADD Bailey Engineering 4242 North Brookside Drive Boise, Idaho 83714 (208) 938.0013 September 29, 2010 Prepared by: David Szplett I[] I EXECUTIVE SUMMARY ' The proposed Overland 16 subdivision is a mixed-use development located southeast of the Overland Road intersection with Locust Grove Road in Meridian, Idaho. This project is expected to include 192 apartment homes, a convenience store, 16,000 sq ft of specialty retail space and a second 11,000 sq ft of commercial space. These land uses are estimates because none of the project has been constructed. ' An earlier traffic analysis for this project included a different land use plan and a third access to Locust Grove Road. Specific users have now expressed an interest in this project and this revised traffic analysis is submitted for the formal development ' application. ACHD's initial comments suggested the deletion of the northern access on Locust Grove Road. ' The following are the principal conclusions of the traffic analysis for the Overland 16 development. 1) The proposed development is projected to generate an average daily traffic (ADT) ' volume of 9,202 vehicles of which the a.m. and p.m. peak hour traffic is 767 and 792 vehicles per hour respectively. ' 2) As a result of the site build -out, traffic on the area roadways is expected to increase in the vicinity. Traffic on Locust Grove Road may increase by 2,761 trips per day north of Overland Road and 1,380 trips per day south of Overland Road. Traffic on ' Overland Road may increase by 1,840 trips per day west of Locust Grove Road and 3,220 trips per day east of Locust Grove Road. 3) The intersection of Locust Grove Road and Overland Road is currently a signal ' controlled intersection. ACHD extended Locust Grove Road across the Interstate 84 freeway and improved the intersection with Overland Road. Both roadways provide two travel lanes and dual left turn lanes in each direction. There is an ' added right turn lane on eastbound Overland Road for southbound traffic on Locust Grove Road. This intersection currently operates at LOS C and E during the a.m. and p.m. peak hours respectively. For the Year 2015 background condition ' (i.e. regional growth but without the site -generated traffic), the intersection is forecast to operate at LOS C and F during the a.m. and p.m. peak hours. Improvements are needed to accommodate the existing or background traffic ' volumes. The addition of a westbound right turn lane will improve intersection operations to LOS C and E for the a.m. and p.m. peak hours respectively. For the Year 2015 build out condition (i.e. background regional growth plus the site - generated traffic), the intersection is forecast to operate at LOS D and E during the a.m. and p.m. peak hours with the improvements needed to mitigate the background condition. No additional improvements are needed to accommodate the build out traffic volumes. The intersection's level of service can be improved with the addition of a northbound right turn lane on Locust Grove Road abutting the project site. This improvement is not needed to support the Overland 16 development. Approximately 9.3% of the p.m. peak hour traffic volumes are attributed to the Overland 16 project. 1 Overland Road at Locust Grove Road — Draft Traffic Report alley Engineering, Inc. September 29, 2010 CML EN61N mimelftmmINOICADD 4) The site plan shows an existing site access on Overland Road, approximately 220 -ft east of Locust Grove Road. This is the west site access intersection. .This new access was constructed by ACHD as part of the Overland Road widening and is proposed for right-in/right-out operation. The driveway separation meets current ACHD policy for a 220 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS B and B during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection also meets current ACHD policy for an added eastbound right turn lane. The traffic volumes are sufficient to justify the additional improvement. ACHD has raised the potential for eliminating the existing western access on Overland Road. If the existing western intersection were closed, the right-in/right- out traffic from the western driveway would be diverted to the existing eastern site access on Overland Road. 5) The site plan shows an existing site access on Overland Road, approximately 445 -ft east of Locust Grove Road. This is the east site access intersection. This new access was constructed by ACHD as part of the Overland Road widening and is proposed for full access operation allowing left turns into and out of the project site. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS C and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet current ACHD policy for an added eastbound right turn lane. The traffic volumes do not justify the additional improvement. 6) The site plan shows an existing site access on Locust Grove Road, approximately 175 -ft south of Overland Road. ACHD has asked that this driveway be eliminated and no traffic was assigned to this access under this analysis. 7) The site plan shows a new site access on Locust Grove Road, approximately 545 -ft south of Overland Road, aligned with the existing Peacock Street to the west. This is the Peacock Street access intersection. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS B and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet current ACHD policy for an added northbound right turn lane. The traffic volumes do not justify the additional improvement. 8) The site plan shows an existing site access on Locust Grove Road, approximately 865 -ft south of Overland Road. This is the existing Puffin Street intersection. The driveway separation meets current ACHD policy. Under build out conditions the intersection will operate at LOS B and B during the a.m. and p.m. peak hours as an unsignalized intersection. 9) ACHD has requested that this traffic analysis include a site alternative that includes only one access on Overland Road. Although the developer does not support the one -access site plan alternative, the one -access alternative has the following impacts: COW -AAaHey Englnee►Ing, Inc. CMLEmawEERwa1Ftmmima CADD 2 ' Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 L] TABLE OF CONTENTS EXECUTIVESUMMARY..............................................................................................................................1 INTRODUCTION........................................................................................................................................4 PROPOSEDDEVELOPMENT....................................................................................................................4 STUDYAREA CONDITIONS......................................................................................................................5 EXISTINGCONDITIONS.............................................................................................................................7 PROJECTEDTRAFFIC................................................................................................................................9 TRAFFICANALYSIS...................................................................................................................................14 TRANSPORTATION IMPACT FEES..........................................................................................................20 CONCLUSIONS........................................................................................................................................20 Overland 16 TIS on 091510 Aley Engineering, Inc. September 29, 2010 CML ENewat 6IPLANNINO I CADD II 11 II 1 • The level of service analysis (Table 2) for the Overland Road intersection will be at acceptable levels regardless of the alternative with one or two site access intersection. • The delay calculations (Table 2 and Page- 18) show that the two access alternative will result in 84 fewer annual hours of delay. • An accident analysis (Table 4) indicates that the two -access alternative can be expected to create 4.61 accidents per year. The one access alternative can be expected to create 3.43 accidents per year. The elimination of one access on Overland Road will reduce the annual accidents by 1.18 accidents per 10) The forecast (Table 3B) build -out volumes (Year 2015) for Overland Road in the vicinity of the project site exceed the planning development thresholds without the project site traffic. The project site further increases traffic volumes on Overland Road. Locust Grove Road (north of Overland) and Overland Road do not require further expansion to accommodate the site generated traffic volumes. 11) The forecast daily build -out volumes (Year 2015) for Locust Grove Road north of the project site are less than the planning development thresholds. 12) The forecast daily build -out volumes (Year 2015) for Locust Grove Road south of the project site are greater than the planning development thresholds. Locust Grove Road (south of Overland) will require further expansion to four/five lanes to accommodate the site generated traffic volumes. This project is identified in the ACHD Capital Improvements list but is not identified for construction in the current Five Year Work Program. 13) This project is expected to generate approximately $750,000 in impact fee revenues to the Ada County Highway District under the requirements of Ordinance 208. Following are the transportation -related improvements needed to accommodate the traffic volumes generated by the Overland 16 development: • Construct a right turn lane on eastbound Overland Road at the intersection with west site access. • Construct any new access on Puffin Street a minimum of 150 -ft east of Locust Grove Road. Puffin Street functions as a collector roadway. This separation is needed to meet current ACHD policy. • Close the existing northern site driveway on Locust Grove Road. • No other traffic -related improvements have been identified with this analysis. The following improvement would increase capacity at the Overland Road / Locust Grove Road intersection but are not required by the traffic generated by the proposed development. • Construct a northbound right turn lane at the Locust Grove Road intersection with Overland Road. Only 9.3% of the p.m. peak hour traffic volumes are attributed to the Overland 16 project. This improvement does not change the forecast level of service but it does allow a revised signal timing to support other approach volumes. c coley Engineering, Inc. Cmc.Exa&Nmuno PtANMIXa1CADD 3 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 1 0 1 11 11 11 11 INTRODUCTION Bailey Engineering Inc. has been retained to prepare a traffic impact analysis for the. proposed Overland 16 development. The proposed Overland 16 subdivision is a mixed-use development site located southeast of the Overland Road intersection with Locust Grove Road in Meridian, Idaho. This project is expected to include 192 apartment homes, a convenience store, 16,000 sq ft of specialty retail space and a second 11,000 sq ft of commercial space. Figure 1 shows 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 any potentially adverse impacts of the development. This report is prepared in conformance with the Ada County Highway District's requirements of a major traffic impact study. 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 arterial roads in the project vicinity; • Impacts of the site generated traffic on the existing Locust Grove Road intersections with Overland Road plus the two new site access intersections with Locust Grove Road and Overland Road; and • Any potential transportation mitigation measures. PROPOSED DEVELOPMENT The proposed Overland 16 subdivision is a mixed-use development site located southeast of the Overland Road intersection with Locust Grove Road in Meridian, Idaho. This project is expected to include 192 apartment homes, a convenience store, 16,000 sq ft of specialty retail space and a second 11,000 sq ft of commercial space. These land uses are estimates because none of the project has been constructed. The proposed preliminary site plan for the project is shown in Figure 2. This transportation analysis assumes the development will be completed by the Year 2015. Overland Road at Locust Grove Road — Draft Traffic Report e—AAailey Engineering, Inc. September 29, 2010 CrvaEwmmunalPumwo CARD 1 " = 1 Mile Overbnd 16 01-1 Westpork Development 0�(AIM Englneerlllg, Inc. Site Vicinity Mop Figure 1 CryrL EWMEERIINQ J PwrnluNG1 CADD s cWv���c Overland Road at Locust Grove Road — Draft Traffic Report tHey Engineering, Inc. September 29, 2010 CmL Ermmmmrw jAmmmICADD OVERLAND RD 1 0O O 000 00, I�00000000000000• 00000000000000� 000000000000000' O O O O O O O 0 0 0 0 0 0 0 0 N 0 0p0p0p0p0 0 0 0 000000000000000 00 ox I�000000000000000000 00000000000000000 00000000000000000` 000000000000000000 o 0 0 0 0 0 0 0 0 O O O O O O O O :00000000000. Cif ro0000000000000000000000000000bi• No 0000000000000000004, --~ v~i l00000000000000000000 U — — — — — O I — J Overland 16 1 " = 200' Westpark Development t/alley Engineering, Inc. Proposed Site Plan Figure 2 CML ENOMEERINGI Pt,n waj CADD 6 Overland Road at Locust Grove Road — Draft Traffic Report ailey Engineering, Inc. September 29, 2010 CML Ex61xFDnxOIPuxxim I CADD STUDY AREA CONDITIONS. Study Area The area of influence will be the south-central region of Ada County. The area of primary impact will be along Locust Grove Road and Overland Road in the project vicinity. The intersections considered for impacts are the existing Overland Road / Locust Grove Road intersection, and the four new site access intersections. Land Use The project area is currently vacant but has been zoned as a commercial development with the City of Meridian. The site is proposed for multi -family residential and commercial uses in accordance with the Meridian Comprehensive Plan. EXISTING CONDITIONS Traffic Volumes Existing average daily traffic (ADT) volumes and a.m. and p.m. peak hour turning movement volumes were obtained from the Ada County Highway District (see Appendix). The existing daily and peak hour traffic counts near the site are summarized in Figure 3. Road System The road system in the site vicinity is described below: • Overland Road is an east -west, four -lane facility classified as a principal arterial by COMPASS. The roadway provides a continuous center turn lane and is fully improved with curb, gutter and sidewalk abutting the project site. The posted speed limit is 40 MPH adjacent to the project site. • Locust Grove Road is a north -south, two-lane facility classified as a minor arterial by COMPASS. The posted speed limit is 40 MPH at the project site. The intersections in the site vicinity are described below: • The intersection of Locust Grove Road and Overland Road is currently a signal controlled intersection. ACHD recently extended Locust Grove Road across the Interstate 84 freeway and improved the intersection with Overland Road. Both roadways provide two travel lanes and dual left turn lanes in each direction. There is an added right turn lane on eastbound Overland Road for southbound traffic on Locust Grove Road. 7 Overland Road at Locust Grove Road — Draft Traffic Report e-AlValley Engineering, Inc. September 29, 2010 Cmi ExaiNEFA xa I Puxxixo I CARD OVERLAND RD I No Scale 4� O r - a0 � M 155/136) t. 175/295 590/389- {---4-. 239/1106 55/85 7 j 40/236 r 'r no � � N Overland 16 Westpark Development alley EngineerinM Inc. Existing Traffic Counts Figure 3 CML ENWINEERINGI PwwaI CADD s Overland Road at Locust Grove Road — Draft Traffic Report a0ey Engineering, Inc. September 29, 2010 CML Exexmxxe l Pwxm xa I CADD LEGEND KEY 123/456 AMPH = 123 PMPH = 456 ADT VOL. = 789 No Scale 4� O r - a0 � M 155/136) t. 175/295 590/389- {---4-. 239/1106 55/85 7 j 40/236 r 'r no � � N Overland 16 Westpark Development alley EngineerinM Inc. Existing Traffic Counts Figure 3 CML ENWINEERINGI PwwaI CADD s Overland Road at Locust Grove Road — Draft Traffic Report a0ey Engineering, Inc. September 29, 2010 CML Exexmxxe l Pwxm xa I CADD STUDY PERIOD The build -out year for this study will be 2015. This date was selected to allow for project approval, engineering, construction, and full development of the site. The weekday a.m. and p.m. peak hour periods were analyzed for site impacts. Typically the a.m. peak hour occurs between 6:30 a.m. and 8:30 a.m. The p.m. peak hour occurs between 4:00 p.m. and 6:00 p.m. PROJECTED TRAFFIC Site Traffic Trip Generation Site traffic generation is normally estimated by procedures recommended in the latest edition of the Trip Generation Manual (7th Ed) published by the Institute of Transportation Engineers (ITE). 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 each of the uses of the site development. Table 1 presents the summary of the site trip generation used in this report. The proposed development is projected to generate an ADT of 9,202 vehicles per day, of which the a.m. and p.m. peak hour traffic is 767 and 792 vehicles per hour respectively. Trip Distribution Once the generated trips are estimated, they are distributed to their geographic origins or destinations and assigned to particular segments of the encompassed transportation network. The trip distribution along the roadway network and turning movement percentages were based on both the existing traffic movement data and engineering judgment. The distribution of the site traffic along the roadway network is given in Figure 4 in the form of percentages of total generated traffic for the site. Figure 5 illustrates the rounded internal site traffic distribution. Figure 6 present the forecast site traffic on the external network. rt �Overland Road at Locust Grove Road - Draft Traffic Report tJc/alley Englneering, Inc. September 29, 2010 Clai EwNa7axal Pmovial CADD 11 11 11 11 n 11 11 11 11 11 11 11 n 11 11 11 11 11 11 Table 1: Trip Generation S:urnmary Category_ Apartments Convenience -Store Gas;Station Car Wash / Lube Center Specialty Retail, (North<Porceq' Specialty RefaU (South l'arcen. i "Total Trips: Miand Use Code 814. 814 Number of Units 192 Sq. Ft of Building Area 5,800 13,500 16,000 11,000 Trip Generation Rate 24 -hr daily rate 9.57 737.99 116.40 56.02 56.02 am peak hour rate 0.75 89.95 5.82 0.84 0.84 pm peak hour rate 1.01 52.41 11.64 5.06 5.06 Total Trips Generated 24 -hr daily rate 1,837 4,280 1,571 896 616 9,202 am peak hour trips 144 522 79 13 9 767 pm peak hour rate 1 194 304 157 81 1 56 1 792 Source: Trio Genernfion. Institute of Tronsnortotion Fnoineers. Rth Frfition. The site trip generation is obtained by applying the trip rates from the Trip Generation Manual to each of the uses of the site development. Table 1 presents the summary of the site trip generation used in this report. The proposed development is projected to generate an ADT of 9,202 vehicles per day, of which the a.m. and p.m. peak hour traffic is 767 and 792 vehicles per hour respectively. Trip Distribution Once the generated trips are estimated, they are distributed to their geographic origins or destinations and assigned to particular segments of the encompassed transportation network. The trip distribution along the roadway network and turning movement percentages were based on both the existing traffic movement data and engineering judgment. The distribution of the site traffic along the roadway network is given in Figure 4 in the form of percentages of total generated traffic for the site. Figure 5 illustrates the rounded internal site traffic distribution. Figure 6 present the forecast site traffic on the external network. rt �Overland Road at Locust Grove Road - Draft Traffic Report tJc/alley Englneering, Inc. September 29, 2010 Clai EwNa7axal Pmovial CADD 11 11 11 11 n 11 11 11 11 11 11 11 n 11 11 11 11 11 11 OVERLAND Overland 16 No Scale Westpark DevelopmentnTCIVIL lley Engineering, Inc. Site Traffic Distribution Figure 4 INEERINGI PLaNmmI CADD io Overland Road at Locust Grove Road — Draft Traffic Report alley Engineering, Inc. September 29, 2010 Cm►E*wmEm xotPtmmiNojCADD HtD H N i 1841 220 OVERLAND RD I2090 908 ' ■ t ■ I • �- o • — ; JCC'41 ■ t ■ 1 � I 1 0.' W p 923 Oi H,3 KEY LEGE KEY 123/456 AMPH = 123 PMPH = 456 ADT VOL. = 789 No Scale Overland 16 O AQ westpark Development alley Engineering, Inc. Internal Site Traffic, ADT Figure 5 CML BeiNEERNGI PLANNipeI CADD 11 Overland Road at Locust Grove Road — Draft Traffic Report Eley Engineering, Inc. September 29, 2010 CML Euaixmaxa j Puwrixa j CADD 1841 PEACOCK ST � r m� rn \N O 41/39 0/0 72/81 7 T r 126/14 rn � M \ \_ (Y 0 220 OVERLAND RD • 36/40 41/39 90/101 z T r o/o • �, r' n ■ • Co O 70/�O�J� �� C4 o n n ■ t 143/136 • t o 0-0/0..�--� -... 0/0-- / ■ 0/0 41/39 1 I 0/0 o > o\g \ o 0 ; O M ; Z) PUFFIN ST. U 01 i ar o No Scale Overland 16 M N .f 1(� t 20/19 20/19 ter O M Wes ark Development Peak Hour Site Traffic Figure 6 cWtHeyEnglneering, Inc. Cmr ENa imEEmw 1 Pum Nina 1 CADD KEY 123/456 AMPH = 123 PMPH = 456 0;;. �� = 789 \t\p N ' 1 0/0 ! 54/61--+--�— t 20/19 20/19 IN 18/20 z 0/0 1841 PEACOCK ST � r m� rn \N O 41/39 0/0 72/81 7 T r 126/14 rn � M \ \_ (Y 0 220 OVERLAND RD • 36/40 41/39 90/101 z T r o/o • �, r' n ■ • Co O 70/�O�J� �� C4 o n n ■ t 143/136 • t o 0-0/0..�--� -... 0/0-- / ■ 0/0 41/39 1 I 0/0 o > o\g \ o 0 ; O M ; Z) PUFFIN ST. U 01 i ar o No Scale Overland 16 M N .f 1(� t 20/19 20/19 ter O M Wes ark Development Peak Hour Site Traffic Figure 6 cWtHeyEnglneering, Inc. Cmr ENa imEEmw 1 Pum Nina 1 CADD KEY 123/456 AMPH = 123 PMPH = 456 ADT VOL. = 789 Inc.l CML DMINERM01 PuuNinj CADD 12 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 PEACOCK ST No Scale \\ \ M CIA t ow `. O j 179/158/ I t. 223/361 1378/845 --o �- 527/1897 738/512-►--+-�- 297/1302 72/81 Z T j 126/141 p> ! 81/119 3 j 56/286 i a Orn M m M toM \ ^ �N 4,227 a '" - --- -� - ,.�.�, .. OVERLAND RD ■ ' ` J 1409/887► 567/1935 I90/101 Z T j o/o -- • ! 1 p M O p .h ■ 0 • rod 0 \N to PI) • O O ■ 18/4 J Ij t 143/13 5 • t 0/0 0/0 -►- �- -� 0/0 �--- 5/1 Z j 41/39 , j 0/0 ■ hcli i �'' • t (t' .'' r Dcr ■ \son • o 0 ■ ■ CID ---- - � � PUFFIN ST. - - — - ---- - — U 01 Overland 16 t 23/27 j 22/22 t Wes ark Development Peak Hour Traffic Build—Out Figure 7 e--W.11ey Engineering, Inc. CMLEwmEEFueolPunr.e CADD KEY 123/456 AMPH = 123 PMPH = 456 ADT VOL. = F78--91 Inc. Cra FAMNEEM011 PLmNinj CADD 13 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 IBackground Traffic The background (no -build) traffic volumes are calculated to account for the increase ' in traffic on the vicinity roadways due to development and the natural growth in traffic. The background traffic volumes were assumed to increase by 3% per year. The traffic generated from the adjacent project is also included in the peak hour and daily background traffic numbers. The background traffic numbers are used for the Background Year 2015 analysis. The 2030 forecast ADT volumes were also acquired from COMPASS (see Appendix). Total Traffic The site traffic is added to the background traffic to obtain the total build -out traffic for the Year 2015. The combined volumes for the 2015 background a.m. and p.m. peak hours were added to the forecast a.m. and p.m. peak hour traffic volumes generated by the project site and are shown in Figure 7. TRAFFIC ANALYSIS 1 11 11 Capacity Analysis and Level -of -Service An intersection capacity analysis was performed existing, 2015 background, and 2015 build -out conditions using the Highway Capacity Software (HCS+) based on the 2000 edition of the Highway Capacity Manual. The existing traffic control was assumed to be in place for Year 2015 conditions. The results of the area's capacity analysis are summarized below in Table 2. Table 2: Intersection Capacity Analvsis Summary The LOS for a two-way stop references the minor street approach. The Can Ada Road (major street) does not stop. (1) The improvement includes adding a westbound and a northbound right turn lane. ow tJtlailey Engineering, Inc. CML Eee1NEEmNeI raa+MlaaICADD 14 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 201 tr Ezistn :`=2015 Bdc round 3015 Bulld Out. Intersection _ PeakxHour ° Traffic Control Del T4s �+ pelyy (s)` 4 LOSS: ��©ela s �Q Overland Road at Locust AM 31.7 C 34.4 C �� Grove Road Signal PM 57.6 E 95.1 F AM 2.* `: 34.0 C 37.0 D Signal Improved (1) E 55.9 E PM 58.8 Eastern Site Access on AM k 'ar z . v 20.9 C Overland Rd Two -Way Stop PM ter,'" ;'.' s„ 18.0 C AM Two -Way Stop _ 21.5 C PM .� _,, .._. r�; a , ,. �r,t 17.3 C w/o Western Access Western Site Access on AM x* 14.5 B Overland Rd Two -Way Stop PM _ ��,� � E'.�"�"r� ,� 1 1 5 B�" Northern Site Access on AM � Locust Grove Rd Two-WayStop�'� gip_. 13.0 t B PM Peacock Street Access AM Two -Way -Stop PM 3� .. � 16.5 C on Locust Grove Rd Puffin Street Access on AM w 12.6 B Two -Way Stop PM 10.5 B Locust Grove Rd The LOS for a two-way stop references the minor street approach. The Can Ada Road (major street) does not stop. (1) The improvement includes adding a westbound and a northbound right turn lane. ow tJtlailey Engineering, Inc. CML Eee1NEEmNeI raa+MlaaICADD 14 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 The intersection of Locust Grove Road and Overland Road is currently a signal controlled intersection. ACHD extended Locust Grove Road across the Interstate 84 freeway and improved the intersection with Overland Road. Both roadways provide two travel lanes and dual left turn lanes in each direction. There is an added right turn lane on eastbound Overland Road for southbound traffic on Locust Grove Road. This intersection currently operates at LOS C and E during the a.m. and p.m. peak hours respectively. For the Year 2015 background condition (i.e. regional growth but without the site -generated traffic), the intersection is forecast to operate at LOS C and F during the a.m. and p.m. peak hours. Improvements are needed to accommodate the existing or background traffic volumes. The addition of a westbound right turn lane will improve intersection operations to LOS C and E for the a.m. and p.m. peak hours respectively. For the Year 2015 build out condition (i.e. background regional growth plus the site - generated traffic), the intersection is forecast to operate at LOS D and E during the a.m. and p.m. peak hours with the improvements needed to mitigate the background condition. No additional improvements are needed to accommodate the build out traffic volumes. The intersection's level of service can be improved with the addition of a northbound right turn lane on Locust Grove Road abutting the project site. This improvement is not needed to support the Overland 16 development. Approximately 9.3% of the p.m. peak hour traffic volumes are attributed to the Overland 16 project. The site plan shows an existing site access on Overland Road, approximately 220 -ft east of Locust Grove Road. This is the west site access intersection. This new access was constructed by ACHD as part of the Overland Road widening and is proposed for right-in/right-out operation. The driveway separation meets current ACHD policy for a 220 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS B and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection also meets current ACHD policy for an added eastbound right turn lane. The traffic volumes are sufficient to justify the additional improvement. ACHD has raised the potential for eliminating the existing western access on Overland Road. If the existing western were closed, the right-in/right-out traffic from the western driveway would be diverted to the existing eastern site access on Overland Road. Under build out conditions the intersection will operate at LOS C and E during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection also meets current ACHD policy for an added eastbound right turn lane. The traffic volumes are sufficient to justify the additional improvement. The site plan shows an existing site access on Overland Road, approximately 445 -ft east of Locust Grove Road. This is the east site access intersection. This new access was constructed by ACHD as part of the Overland Road widening and is proposed for full access operation allowing left turns into and out of the project site. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS C and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet 15 OW Overland Road at Locust Grove Road - Draft Traffic Report e-AtRalley Engineering, Inc. September 29, 2010 CML Ewmmsum I PuwmnelCARD current ACHD policy for an added eastbound right turn lane. The traffic volumes do not justify the additional improvement. ' The site plan shows an existing site access on Locust Grove Road, approximately 175 -ft south of Overland Road. This is the north site access intersection. ACHD has asked that*this driveway be eliminated. Under build out conditions the intersection will operate at LOS B and A during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet current ACHD policy for an added northbound right turn lane. The traffic volumes are sufficient do not justify the additional improvement.. The site plan shows a new site access on Locust Grove Road, approximately 545 -ft ' south of Overland Road, aligned with the existing Peacock Street to the west. This is the Peacock Street access intersection. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. ' Under build out conditions the intersection will operate at LOS B and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet current ACHD policy for an added northbound right turn lane. The traffic volumes do ' not justify the additional improvement. The site plan shows an existing site access on Locust Grove Road, approximately 865 -ft ' south of Overland Road. This is the existing Puffin Street intersection. The driveway separation meets current ACHD policy. Under build out conditions the intersection will operate at LOS B and B during the a.m. ' and p.m. peak hours as an unsignalized intersection. The forecast daily build -out volumes (Year 2015) for Overland Road and Locust Grove ' Road north of the project site in the vicinity of the project are lower than the planning development thresholds. Locust Grove Road (north of Overland) and Overland Road do not require further expansion to accommodate the site generated traffic volumes. t The forecast daily build -out volumes (Year 2015) for Locust Grove Road south of the project site are greater than the planning development thresholds. Locust Grove Road (south of Overland) will require further expansion to four/five lanes to accommodate ' the site generated traffic volumes. This project is identified in the ACHD Capital Improvements list but is not identified for construction in the current Five Year Work Program. ' RoadwayCapacity A fY ' The planning development thresholds for arterial streets are as follows: • A 2 -lane arterial road (Locust Grove Road south of Overland Road) is 800 ' vehicles per hour at LOS D and 880 at LOS E. • A 4 -lane arterial road (Overland Road and Locust Grove Road north of Overland Road) is 1,600 vehicles per hour at LOS D and 1,770 at LOS E. ' Tables 3A 3B summarizes the future daily traffic projections and daily capacity requirements on roadways within the vicinity of the site. The 2030 forecast ADT was ' acquired from COMPASS (see Appendix). 16 Overland Road at Locust Grove Road — Draft Traffic Report CVa11ey Engineering, Inc. September 29, 2010 ' CmiEMINEEMnaIPu NINGICADD 11 The forecast daily build -out volumes (Year 2015) for Locust Grove Road south of the project site are greater than the planning development thresholds. Locust Grove Road (south of Overland) will require further expansion to four/five lanes to accommodate the site generated traffic volumes. This project is identified in the ACHD Capital Improvements list but is not identified for construction in the current Five Year Work Program. Table 3A: Dailv Existina and Future Traffic Protections on Vicinitv Roadways Roadway Location Travel 2009 Tial 2010 Traffic Table 3B: PM Peak Hour Existina and Future Traffic Proiections on Vicinitv Roadways Roadway,. Loca4on 2015`, Travel 2Q094� M 2010Troffic ;Background Direction �A07 ;ADT; , 2015-d ' Vdr�xrte Project Traffic' 2015 BU Otil Volume Planning Threshold Planning Ttireshokl 2030 COMPASS' . (L"OS D - 5' 'Lane) r (LOS E - 2 Lane) ' Model Overland Road e/ Locust Grove Two-wayr3y- x4.I 26 746 31 006 3 221 34 227 32 000 35 000 33,300 w/ Locust Grove Two-way> '�'•" 17 260 20 009 1840 21849 32,000 36,000 30 400 Locust Grove Road r✓ Overland - Two-way14,329 14,759 17,110 2 761 19 870 32,000 35 000 15100 1,980 s/ Overland Two-way 11,516 11,861 13,751 1 380 15131 32 000 35 000 11 900 Table 3B: PM Peak Hour Existina and Future Traffic Proiections on Vicinitv Roadways Roadway,. Loca4on 2015`, Travel 2Q094� M 2010Troffic ;Background Project' 2015 ;Build PlamingThreshold PlannirgThreshold '2036COPASS Direction Peak FTourr Peak Hour Volume'. Traffic' Out Volume '(LOS D 5 Lane) (LOS E - 2 Lane) Madel Overland Road e/ Locust Grove EB 803 931 136 1,067 1,600 1,770 1,320 WB ; ➢, gyro 1,784 2,068 141 2,209 1,600 1,770 1,980 w/ Locust Grove EB x;�, > 575 667 81 748 1.600 1.770 1,200 WB _... '_;_. 1,347 1,562 116 1,678 1,600 1.770 1.800 Locust Grove Road n/ Overland NB 671 691 801 116 917 1 600 1,770 600 SB 833 858 995 121 1,116 1,600 1,770 900 s/ Overland NB 485 500 579 59 638 800 885 480 SB 675 695 806 59 865 800 885 720 Based on peak hour traffic counts. • The COMPASS model output is shown in the Appendix. Overland Road Intersection Delay Calculations — Two Site Intersections VS One Site Intersection ACHD has requested that this traffic analysis include a site alternative that includes only one access on Overland Road. Although the developer does not support the one -access site plan alternative, the delay calculations of the two alternatives have the following impacts: • The elimination of one driveway impacts the travel delay only for the northbound right turning traffic. The level of service analysis (Table 2) details the travel delay calculations for the northbound right turn lanes at the two intersections on Overland Road. • The following table show that the two access alternative will result in 84 fewer annual hours of delay. This occurs because the through traffic on Overland Road does not experience any travel delay but the one -driveway alternative results in increased travel delay for the northbound right turning traffic. 17 Overland Road at Locust Grove Road — Draft Traffic Report alley Engineering, Inc. September 29, 2010 Cmi Eamxmaaa I Pwarna t CAD 0 1 n Delay Calculations Northbound Right Turning Traffic Only AM Peak Hour Two Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 15.2 41 619.3 east access 17.3 102 1762.3 Total 143 2381.6 One Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 0 0 0.0 east access 19.4 143 2766.6 Total 143 2766.6 PM Peak Hour Two Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 11.5 39 445.9 east access 12.4 97 1202.0 Total 136 1647.9 One Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 0 0 0.0 east access 13 136 1764.2 Total 136 1764.2 Increased Peak Hour Delay With One Site Intersection Vehicle Delay (secs) AM Peak Hour 385.0 PM Peak Hour 116.3 Reduced Delay With Existing Two Intersections Vehicle Delay (secs) Vehicle Delay (mins) AM Peak Hour Delay Reduction 385 6 PM Peak Hour Delay Reduction 116 2 Daily Delay Reduction (four peak hours) 1,003 17 Weekly Delay Reduction (six peak days) 6,016 100 Annual Delay Reduction (50 peak weeks) 300,823 5,014 ' Overland Road Accident Analysis - Two Site Intersections VS One Site Intersection ' ACHD has requested that this traffic analysis include a site alternative that includes only one access on Overland Road. Although the developer does not support the one -access site plan alternative, the accident analysis of the two alternatives has the following impacts: • The elimination of one driveway impacts both the traffic on Overland Road and the site -generated traffic. The site driveways are not operational and there is no observed accident rates information. Generic accident rates were taken from local ACHD planning studies. ' • The following table (Table 4) shows that the one access alternative will result in 1.18 fewer accidents per year. This occurs because the through traffic on Overland Road is exposed at only one intersection instead of two locations. ' 18 01-0 all Engineering, Inc.Overland Road at Locust Grove Road - Draft Traffic Report eY gl g. September 29, 2010 I CML rawwmuta I ft mi ma ICADD Accident Calculation Parameter Table 4 '-Overland Road Accident Ana tis cc ne (Annual Data) O,Access Alt ' T:.wo;Aess A11 West Access East -Access I I West Access I Uif' ccess Entering Vehicles - Daily Entering Vehicles - Annual Accident Rate (per MVM) Note 1 Annual Accidents Site Driveway Total (Annual) Note 1: Accident rates per 100 million vehicles Site Access and Circulation 34,227 40,225 11,123,775 13,073,125 1.26 25.18 0.14 3.29 3.43 accidents per year for one access 36,317 38,135 11, 803,025 12,393,875 12.6 25.18 1.49 3.12 4.61 accidents per year for two accesses There are no public streets planned for this project. Four site access driveways are planned for the project. The site plan shows an existing site access on Overland Road, approximately 220 -ft east of Locust Grove Road. This is the west site access intersection. This new access was constructed by ACHD as part of the Overland Road widening and is proposed for right-in/right-out operation. The driveway separation meets current ACHD policy for a 220 -ft separation from a signalized intersection. The analysis shows that an added eastbound right turn lane is needed at this location. The site plan shows an existing site access on Overland Road, approximately 445 -ft east of Locust Grove Road. This is the east site access intersection. This new access was constructed by ACHD as part of the Overland Road widening and is proposed for full access operation allowing left turns into and out of the project site. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. ACHD has raised the potential for eliminating the existing western access on Overland Road. If the existing western were closed, the right-in/right-out traffic from the western driveway would be diverted to the existing eastern site access on Overland Road. Under build out conditions the intersection will operate at LOS C and E during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection also meets current ACHD policy for an added eastbound right turn lane. The traffic volumes are sufficient to justify the additional improvement. The site plan shows an existing site access on Locust Grove Road, approximately 175 -ft south of Overland Road. This is the north site access intersection. ACHD has asked that this driveway be eliminated. The site plan shows a new site access on Locust Grove Road, approximately 545 -ft south of Overland Road, aligned with the existing Peacock Street to the west. This is the Peacock Street access intersection. The driveway separation meets current ACHD policy for a 220 -ft separation from a signalized intersection. Additional driveway access is planned for Puffin Street on the southern boundary of the project site. Puffin Street is a public street that also serves the adjacent high school OW Overland Road at Locust Grove Road — Draft Traffic Report e_.AcAsiley Engneering, Inc. September 29, 2010 Cm► Enaimmuha i ftmNiNa I CADD [1 1 I I ' property. Puffin Street has no front -on housing and functions as a commercial collector roadway. TRANSPORTATION IMPACT FEES ' This project is expected to generate approximately $750,000 in impact fee revenues to the Ada County Highway District under the requirements of Ordinance 208. Table 5 illustrates the impact fee calculation. CONCLUSIONS Table 5: Calculation of ACHD Impact Fees Landr Use Amount Fee Adle' Impact Fee Specialty Retail 16,000 $6,074 $97,000 Specialty Retail 11,000 $6,074 $67,000 Convenience Store 5,800 $17,373 $101,000 Car Wash 13,500 $6,074 $82,000 Apartments 1 192 $2,105 $404,000 Based upon Ordinance 208 $750,000 ' The following are the principal conclusions of the traffic analysis for the Overland 16 development. ' 14) The proposed development is projected to generate an average daily traffic (ADT) volume of 9,202 vehicles of which the a.m. and p.m. peak hour traffic is 767 and 792 vehicles per hour respectively. ' 15) As a result of the site build -out, traffic on the area roadways is expected to increase in the vicinity. Traffic on Locust Grove Road may increase by 2,761 trips per day north of Overland Road and 1,380 trips per day south of Overland Road. Traffic on ' Overland Road may increase by 1,840 trips per day west of Locust Grove Road and 2,761 trips per day east of Locust Grove Road. ' 16) The intersection of Locust Grove Road and Overland Road is currently a signal controlled intersection. ACHD extended Locust Grove Road across the Interstate 84 freeway and improved the intersection with Overland Road. Both roadways ' provide two travel lanes and dual left turn lanes in each direction. There is an added right turn lane on eastbound Overland Road for southbound traffic on Locust Grove Road. This intersection currently operates at LOS C and E during the ' a.m. and p.m. peak hours respectively. For the Year 2015 background condition (i.e. regional growth but without the site -generated traffic), the intersection is forecast to operate at LOS C and F during the a.m. and p.m. peak hours. ' Improvements are needed to accommodate the existing or background traffic volumes. The addition of a westbound right turn lane will improve intersection operations to LOS C and E for the a.m. and p.m. peak hours respectively. 7 For the Year 2015 build out condition (i.e. background regional growth plus the site - generated traffic), the intersection is forecast to operate at LOS D and E during the a.m. and p.m. peak hours with the improvements needed to mitigate the background condition. No additional improvements are needed to accommodate the build out traffic volumes. The intersection's level of service can be improved with the addition of a northbound right turn lane on Locust Grove Road abutting the project site. This improvement is not needed to support the Overland 16 development. Approximately 6% of the p.m. peak hour traffic volumes are attributed to the Overland l 6project. OW e-Aaailey Engineering, Inc. CML EmGwEEmw I PimNrNa 1CADD 20 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 17) The site plan shows an existing site access on Overland Road, approximately 220 -ft east of Locust Grove Road. This is the west site access intersection. This new access was constructed. by ACHD as part of the Overland Road widening and is proposed for right-in/right-out operation. The driveway separation meets current ACHD policy for a 220 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS B and B during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection also meets current ACHD policy for an added eastbound right turn lane. The traffic volumes are sufficient to justify the additional improvement. ACHD has raised the potential for eliminating the existing western access on Overland Road. If the existing western intersection were closed, the right-in/right- out traffic from the western driveway would be diverted to the existing eastern site access on Overland Road. 18) The site plan shows an existing site access on Overland Road, approximately 445 -ft east of Locust Grove Road. This is the east site access intersection. This new access was constructed by ACHD as part of the Overland Road widening and is proposed for full access operation allowing left turns into and out of the project site. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS C and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet current ACHD policy for an added eastbound right turn lane. The traffic volumes do not justify the additional improvement. 19) The site plan shows an existing site access on Locust Grove Road, approximately 175 -ft south of Overland Road. This is the north site access intersection. ACHD has asked that this driveway be eliminated. The site plan shows a new site access on Locust Grove Road, approximately 545 -ft south of Overland Road, aligned with the existing Peacock Street to the west. This is the Peacock Street access intersection. The driveway separation meets current ACHD policy for a 440 -ft separation from a signalized intersection. Under build out conditions the intersection will operate at LOS B and C during the a.m. and p.m. peak hours as an unsignalized intersection. This intersection does not meet current ACHD policy for an added northbound right turn lane. The traffic volumes do not justify the additional improvement. 20) The site plan shows an existing site access on Locust Grove Road, approximately 865 -ft south of Overland Road. This is the existing Puffin Street intersection. The driveway separation meets current ACHD policy. Under build out conditions the intersection will operate at LOS B and B during the a.m. and p.m. peak hours as an unsignalized intersection. 21) ACHD has requested that this traffic analysis include a site alternative that includes only one access on Overland Road. Although the developer does not support the one -access site plan alternative, the one -access alternative has the following impacts: 21 Overland Road at Locust Grove Road - Draft Traffic Report a8ey Engineering, Inc. September 29, 2010 CML ENeiNEEraNcIPUNmmaICADD 7 I I • The level of service analysis (Table 2) for the Overland Road intersection will be at acceptable levels regardless of the alternative with one or two site access intersection. ' • The delay calculations (Table 2 and Page 18) show that the two access alternative will result in 84 fewer annual hours of delay. ' • An accident analysis (Table 4) indicates that the two -access alternative can be expected to create 4.61 accidents per year. The one access alternative can be expected to create 3.43 accidents per year. The elimination of one access ' on Overland Road will reduce the annual accidents by 1.18 accidents per 22) The forecast (Table 313) build -out volumes (Year 2015) for Overland Road in the ' vicinity of the project site exceed the planning development thresholds without the project site traffic. The project site further increases traffic volumes on Overland Road. Locust Grove Road (north of Overland) and Overland Road do not require ' further expansion to accommodate the site generated traffic volumes. 23) The forecast daily build -out volumes (Year 2015) for Locust Grove Road north of the project site are less than the planning development thresholds. ' 24) The forecast daily build -out volumes (Year 2015) for Locust Grove Road south of the project site are greater than the planning development thresholds. Locust Grove ' Road (south of Overland) will require further expansion to four/five lanes to accommodate the site generated traffic volumes. This project is identified in the ACHD Capital Improvements list but isnot identified for construction in the current Five Year Work Program. ' 25) This project is expected to generate approximately $750,000 in impact fee revenues to the Ada County Highway District under the requirements of Ordinance 208. Following are the transportation -related improvements needed to accommodate the traffic volumes generated by the Overland 16 development: • Construct a right turn lane on eastbound Overland Road at the intersection with ' west site access. • Close the existing northern site driveway on Locust Grove Road. ' • Construct any new access on Puffin Street a minimum of 150 -ft east of Locust Grove Road. Puffin Street functions as a collector roadway. This separation is needed to meet current ACHD policy. • No other traffic -related improvements have been identified with this analysis. The following improvement would increase capacity at the Overland Road / Locust ' Grove Road intersection but are not required by the traffic generated by the proposed development. 11 11 • Construct a northbound right turn lane at the Locust Grove Road intersection with Overland Road. Only 9.3% of the p.m. peak hour traffic volumes are attributed to the Overland 16 project. This improvement does not change the t/t/aHey Engineering, Inc. C•aEumnmmumIPL muuaICADD 22 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 forecast level of service but it does allow a revised signal timing to support other approach volumes. REFERENCES "Trip Generation 8th Edition," by Institute of Transportation Engineers, Washington D.C., 2003. "Highway Capacity Manual 2000," Transportation Research Board, Washington D.C. "Development Policy Manual," City of Meridian. "Development Policy Manual," Ada County Highway District, July 2003. "NCHRP 279, Intersection Channelization Guide," Transportation Research Board. 2002 23 Overland Road at Locust Grove Road — Draft Traffic Report ailey Engineering, Inc. September 29, 2010 CmiLEnmxmnna Punnne CARD 1 11 jF1Nwy awnwinm Inc. C%&aimmmlftmmwICARO APPENDIX 24 Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 I I I I I I I I I I I I I 17� I I L, 1 CAPACITY ANALYSIS OF EXISTING TRAFFIC VOLUMES 25 4W�J/ Overland Road at Locust Grove Road — Draft Traffic Report .1ley Englneering, Inc. September 29, 2010 CML Exammum t Puanaa I CAD D Full Report Page 1 of 5 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k4E.tmp 9/15/2010 FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period AM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2010 Existing Intersection Geometry 0 Grade = 0 2 2 -w 1 Grade= 0 2 2 Al 2 2 0 Grade = 0 0 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume (vph) 155 590 55 40 239 175 98 288 252 311 106 84 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated (P/A) P P P P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 20 10 10 5 10 10 5 10 10 5 Lane Width 12.0 11.0 12.0 12.0 11.0 12.0 15.0 12.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 1 0 0 0 d0 0 0 0 0 Pedestrian Timing 3.3 3.3 3.3 3.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k4E.tmp 9/15/2010 I Full Report 11 11 11 l'. Page 3 of 5 VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume 155 590 55 40 239 175 98 288 252 311 106 84 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 172 656 39 44 266 189 109 320 274 346 118 88 Lane Group L T R L TR L TR L TR Adjusted Flow Rate 172 656 39 44 455 109 594 346 206 Proportion of LT or RT 1.000 -- 11-000 1.000 -- 0.415 1.000 -- 0.461 1.000 - 0.427 Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 0 2 2 0 2 2 0 fw 1.000 0.967 1.000 1.000 0.967 1.000 1.100 1.000 1.100 fHv 0.952 0.952 0.952 0.952 0.952 0.926 0.926 0.926 0.926 f 9 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f P 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fbb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT -- fRT -- 1.000 0.850 -- 0.938 -- 0.931 -- 0.936 fLPb 1.000 1.000 -- 1.000 1.000 -- 1.000 1.000 -- 1.000 1.000 -- fRPb -- 1.000 0.972 -- 0.987 -- 0.987 -- 0.988 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k4E.tmp 9/15/2010 Full Report Page 4 of 5 Adjusted Satflow 3338 3323 11495 3338 13075 13246 3385 13246 3407 Secondary Adjusted Satflow file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k4E.tmp 9/15/2010 Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Capacity Analysis EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 172 656 39 44 455 109 594 346 206 Satflow Rate 3338 3323 1495 3338 3075 3246 3385 3246 3407 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green Ratio 0.08 0.25 0.46 0.08 0.25 0.16 0.31 0.16 0.31 Lane Group Capacity 255 847 688 255 784 503 1062 503 1069 We Ratio 0.67 0.77 0.06 0.17 0.58 0.22 0.56 0.69 0.19 Flow Ratio 0.05 0.20 0.03 0.01 0.15 0.03 0.18 0.11 0.06 Critical Lane Group Y Y N N N N Y Y N Sum Flow Ratios 0.53 Lost Time/Cycle 16.00 Critical We Ratio 0.66 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 172 656 39 44 455 109 594 346 206 Lane Group Capacity 255 847 688 1255 784 503 1062 503 1069 We Ratio 0.67 0.77 0.06 0.17 0.58 0.22 0.56 10.69 0.19 Green Ratio 0.08 0.25 0.46 0.08 0.25 0.16 0.31 0.16 0.31 Uniform Delay d1 36.0 27.7 12.0 34.6 26.1 29.6 22.8 32.0 20.0 Delay Factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental Delay d2 13.4 6.8 0.2 1.5 3.1 1 1.0 12.1 1 7.5 0.4 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 49.4 34.5 12.1 36.1 29.2 30.5 25.0 39.5 20.5 Lane Group LOS D C 8 D C C C D C Approach Delay 36.4 29.8 125.8 132.4 Approach LOS D C C C Intersection Delay 31.5 Intersection LOS C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file:HC:\Documents and Settings\dszplett\Local Settings\Temp\s2k4E.tmp Generated: 9/15/2010 1:02 PM 9/15/2010 Full Report Page 1 of 5 11 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k72.tmp 9/15/2010 F� �I i L FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period PM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2010 Existing Intersection Geometry Grade = 0 0 2 2 1 Grade= 0 2 2 Al 2 2 0 Grade = 0 0 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume (vph) 136 389 85 236 1106 295 73 178 84 221 335 208 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated (P/A) A A A A A A A A A A A A Startup Lost Time 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 20 10 10 5 10 10 5 10 10 5 Lane Width 12.0 11.0 12.0 12.0 11.0 12.0 15.0 12.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 Pedestrian Timing 3.3 3.3 3.3 3.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k72.tmp 9/15/2010 F� �I i L I I Full Report Page 2 of 5 n n 11 11 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k72.tmp 9/15/2010 Full Report Page 3 of 5 ' VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume 136 389 85 236 1106 295 73 178 84 221 335 208 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 151 432 72 262 1229 322 81 198 88 246 372 226 Lane Group L T R L TR L TR L TR Adjusted Flow Rate 151 432 1 72 262 1551 81 286 246 598 Proportion of LT or RT 1.000 -- 11.000 1.000 -- 0.208 1.000 -- 0.308 1.000 -- 0.378 Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 0 2 2 0 2 2 0 f w 1.000 0.967 1.000 1.000 0.967 1.000 1.100 1.000 1.100 fHv 0.952 0.952 0.952 0.952 0.952 0.926 0.926 0.926 0.926 f 9 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f P 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fbb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT -- -- -- -- 1.000 0.850 0.969 0.954 0.943 fLpb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fRPb -- 1.000 0.979 -- 0.995 -- 0.987 -- 0.984 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k72.tmp 9/15/2010 I I Full Report Page 4 of 5 11 I I 1 1 Adjusted Satflow 3338 3323 11505 3338 13205 13246 3468 13246 3420 Secondary Adjusted I Satflow A -- -- -- -- file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k72.tmp 9/15/2010 Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Capacity Analysis EB . WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 151 432 72 262 1551 81 286 246 598 Satflow Rate 3338 3323 1505 3338 3205 3246 3468 3246 3420 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green Ratio 0.08 0.49 0.61 0.08 0.49 0.07 0.17 0.07 0.17 Lane Group Capacity 261 1621 918 261 1563 238 575 238 567 We Ratio 0.58 0.27 0.08 1.00 0.99 0.34 0.50 1.03 1.05 Flow Ratio 0.05 0.13 0.05 0.08 0.48 0.02 0.08 0.08 0.17 Critical Lane Group N N N Y Y N N Y Y Sum Flow Ratios 0.81 Lost Time/Cycle 16.00 Critical We Ratio 1.01 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 151 432 72 262 1551 81 286 246 598 Lane Group Capacity 261 1621 918 281 1563 238 575 238 567 We Ratio 0.58 0.27 0.08 1.00 0.99 0.34 0.50 1.03 1.05 Green Ratio 0.08 0.49 0.61 0.08 0.49 0.07 0.17 0.07 0.17 Uniform Delay d1 36.5 12.4 6.6 37.8 20.8 36.1 31.1 38.0 34.2 Delay Factor k 0.17 0.11 0.11 10.50 0.49 0.11 10.11 0.50 0.50 Incremental Delay d2 3.2 0.1 0.0 56.7 20.9 0.9 0.7 67.4 53.0 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 39.7 12.5 1 6.6 94.5 141.7 37.0 31.8 105.4 87.2 Lane Group LOS D 8 A F D D C F F Approach Delay 18.1 49.4 32.9 92.5 Approach LOS 8 D C F Intersection Delay 52.0 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k72.tmp Generated: 9/15/2010 1:05 PM 9/15/2010 11 n n n I CAPACITY ANALYSIS OF BACKGROUND TRAFFIC VOLUMES n 26 Overland Road at Locust Grove Road — Draft Traffic Report ailey Engineering, Inc. September 29, 2010 CML ENa1NmumajPtmNINGj CADD Full Report Page 1 of 5 file://CADocuments and Settings\dszplett\Local Settings\Temp\s2k87.tmp 9/15/2010 FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period AM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2015 Background Intersection Geometry Grade = 0 0 2 2 1 Grade= 0 2 2 2 2 0 Grade = 0 0 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume (vph) 179 684 63 47 277 203 113 334 293 361 123 98 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 jago Actuated (P/A) P P P P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 12.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 1 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 20 10 10 65 10 10 5 10 10 5 Lane Width 12.0 11.0 12.0 12.0 11.0 12.0 15.0 12.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 Pedestrian Timing 3.3 3.3 3.3 3.3 file://CADocuments and Settings\dszplett\Local Settings\Temp\s2k87.tmp 9/15/2010 Full Report Page 2 of 5 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k87.tmp 9/15/2010 Excl. Left Thru & RT 03 04 Excl. Left Thru & RT 07 08 Timing G= 6.1 IY= G= 17.0 G= G= G= 11.4 G= 19.5 G= G= 4 Y= 4 Y= Y= Y= 4 Y= 4 Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C = 70.0 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k87.tmp 9/15/2010 Full Report Page 3 of 5 11 VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume 179 684 63 47 277 203 113 334 293 361 123 98 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 199 760 48 52 308 153 126 371 320 401 137 103 Lane Group L T R L TR L TR L TR Adjusted Flow Rate 199 760 48 52 461 126d691 401 240Proportion of LT or RT 1.000 - 1.000 1.000 -- 0.332 1.00 -- 10.463 11.000 - 0.429 Saturation Flow Rate Base Satflow 1900 1900 11900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 0 2 2 0 2 2 0 f w 1.000 0.967 1.000 1.000 0.967 1.000 1.100 1.000 1.100 fHv 0.952 0.952 0.952 0.952 0.952 0.926 0.926 0.926 0.926 f 9 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f P 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fnb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT -- -- -- -- fRT -- 1.000 0.850 -- 0.950 -- 0.931 -- 0.936 fLpb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fRpb -- 1.000 10.971 10.989 -- -- 0.986 -- 0.987 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k87.tmp 9/15/2010 I I Full Report Page 4 of 5 Adjusted Satflow 3338 3323 11494 3338 13123 13246 3381 13246 3403 Secondary Adjusted Satflow -- -- -- -- file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k87.tmp 9/15/2010 Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Capacity Analysis EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 199 760 48 52 461 126 691 401 240 Satflow Rate 3338 3323 1494 3338 3123 3246 3381 3246 3403 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green Ratio 0.09 0.24 0.46 0.09 0.24 0.16 0.28 0.16 0.28 Lane Group Capacity 291 807 692 291 758 529 942 529 948 We Ratio 0.68 0.94 0.07 0.18 0.61 0.24 0.73 0.76 10.25 Flow Ratio 0.06 0.23 0.03 0.02 0.15 0.04 0.20 0.12 0.07 Critical Lane Group Y Y N N N N Y Y N Sum Flow Ratios 0.62 Lost Time/Cycle 16.00 Critical We Ratio 0.80 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 199 760 48 52 461 126 691 401 240 Lane Group Capacity 291 807 692 291 758 529 942 529 948 We Ratio 0.68 0.94 10.07 0.18 10.61 10.24 0.73 0.76 0.25 Green Ratio 0.09 0.24 0.46 0.09 0.24 0.16 0.28 0.16 0.28 Uniform Delay d1 31.0 26.0 10.4 29.6 23.5 25.5 22.9 28.0 19.6 Delay Factor k 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 Incremental Delay d2 12.3 20.3 0.2 1.3 3.6 1.1 5.0 9.8 0.6 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 43.3 46.3 10.6 31.0 27.2 126.6 127.9 37.8 20.2 Lane Group LOS D D B C C C I C D C Approach Delay 44.0 27.5 27.7 31.2 Approach LOS D C C C Intersection Delay 34.0 Intersection LOS C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k87.tmp Generated: 9/15/2010 1:09 PM 9/15/2010 1 Full Report 0 I I I I I I I I I I I I Page 1 of 5 file://CADocuments and Settings\dszplett\Local Settings\Temp\s2k9A.tmp 9/15/2010 FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period PM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2015 Background Intersection Geometry Grade = 0 0 2 2 - 1 Grade= 0 2 2 Al 2 2 0 Grade = 0 0 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH I RT LT TH RT LT TH RT Volume (vph) 158 1451 99 273 1282 341 85 207 98 257 388 241 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated (P/A) P P P P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 12.0 2.0 2.0 2.0 12.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 1 3 3 3 Unit Extension 3.0 13.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 20 10 10 5 10 10 5 10 10 5 Lane Width 12.0 11.0 12.0 12.0 11.0 12.0 15.0 12.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 Pedestrian Timing 3.3L!�-j 3.3 3.3 3.3 file://CADocuments and Settings\dszplett\Local Settings\Temp\s2k9A.tmp 9/15/2010 Full Report Page 2 of 5 ' file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k9A.tmp 9/15/2010 Excl. Left Thru & RT 03 04 Excl. Left Thru & RT 07 08 Timing G= 6.6 IY= G= 43.9 G= G= G= 6.4 G= 17.1 G= G= 4 Y= 4 Y= Y= Y= 4 Y= 4 Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C = 90.0 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k9A.tmp 9/15/2010 IFull Report 1 0 0 1 0 11 Page 3 of 5 VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume 158 451 99 273 1282 341 85 207 98 257 388 241 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 176 501 88 303 1424 373 94 230 103 286 431 262 Lane Group L T R L TR L TR L TR Adjusted Flow Rate 176 501 88 303 1797 94 333 286 693 Proportion of LT or RT 1.000 -- 1.0001.000 -- 10.208 11.000 -- 0.309 1.000 - 0.378 Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 0 2 2 0 2 2 0 fw 1.000 0.967 1.000 1.000 0.967 1.000 1.100 1.000 1.100 fHv 0.952 0.952 0.952 0.952 0.952 0.926 0.926 0.926 0.926 f s 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f P 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fbn 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 11.000 0.950 1.000 0.950 1.000 Secondary fLT fRT -- 1.000 0.850 -- 0.969 -- 0.954 -- 0.943 fLPb 1.000 1.000 -- 1.000 1.000 11.000 -- 1.000 -- 1.000 1.000 -- fRPb -- 1.000 0.978 -- 0.995 -- 0.988 -- 0.985 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k9A.tmp 9/15/2010 Full Report Page 4 of 5 Adjusted Satflow 3338 3323 11505 3338 13205 13246 3472 13246 3425 Secondary Adjusted Satflow file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k9A.tmp 9/15/2010 I Long Report Page 3 of 10 iL VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Improved w WBRT Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume 179 738 81 47 297 223 175 436 293 433 159 98 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 199 820 68 52 330 242 194 484 320 481 177 103 Lane Group L T R L T R L TR L TR Adjusted Flow Rate 199 820 68 52 330 242194 804 481 280 Proportion of LT or RT 1.000 - 1.000 1.000 -- 1.00d1.000 - 0.398 11.000 - 10.368. Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 1 2 2 0 2 2 0 fw 1.000 0.967 1.000 1.000 0.967 1.000 1.000 1.100 1.000 1.100 fHv 0.952 0.952 0.952 0.952 0.952 0.952 0.926 0.926 0.926 0.926 f 9 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f P 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fbb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 1.000 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT -- -- -- -- fRT -- 1.000 0.850 -- 1.000 0.850 -- 0.940 -- 0.945 fLpb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fRpb -- 1.000 0.972 -- 1.000 0.968 -- 10.988 - 10.989 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 Long Report Page 2 of 10 Timing Y= 4 Y= 4 Y= 1 Y= IY= 4 Y= 4 1 IY= IY= Duration of Analysis (hrs) = 0.25 Cycle Length C = 76.9 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kl23.tmp 9/15/2010 1 Fj' 1 Long Report Page 1 of 10 fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 LONG REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period AM Peak Hour Intersection Overland at Locust Grove Area Type All other areas Jurisdiction Analysis Year 2015 Build Out Intersection Geometry Grade = 0 2 2 -i 1 Grade= 0 0 2 2 2 2 0 Grade = 0 1 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume (vph) 179 738 81 47 297 223 175 436 293 433 159 98 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated (P/A) P P P P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 ExtenSion of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 1 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 110 Ped/Bike/RTOR Volume 10 110 20 10 10 5 10 10 5 10 5 Lane Width 12.0 11.0 12.0 12.0 11.0 12.0 12.0 15.0 112.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus tops/ our 0 0 0 0 0 0 0 0 0 0 Pedestrian Timing 3.3 3.3 3.3 3.3 Excl. Left I Thru & RT 03 04 1 Excl. Left I Thru & RT 07 08 G= 6.3 IG= 19.6 IG= I G= IG= 12.3 IG= 22.7 IG= IG= fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 CAPACITY ANALYSIS OF BUILD OUT TRAFFIC VOLUMES 27 �ailey Engineering, Inc. Overland Road at Locust Grove Road — Draft Traffic Report September 29, 2010 CMLEnolnmono i PunnmoiCADD 11 E J Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Improved w WBRT Capacity Analysis EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 176 501 88 303 1424 373 94 333 286 693 Satflow Rate 3338 3323 1505 3338 3323 1503 3246 3471 3246 3424 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green Ratio 0.09 0.48 0.59 0.09 0.48 0.48 0.07 0.19 0.07 0.19 Lane Group Capacity 301 1585 890 301 1585 717 228 648 228 640 v/c Ratio 0.58 0.32 0.10 1.01 0.90 0.52 0.41 0.51 1.25 1.08 Flow Ratio 0.05 0.15 0.06 0.09 0.43 0.25 0.03 0.10 0.09 0.20 Critical Lane Group N N N Y Y N N N Y Y Sum Flow Ratios 0.81 Lost Time/Cycle 16.00 Critical v/c Ratio 0.98 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 176 501 88 303 1424 373 94 333 286 693 Lane Group Capacity 301 1585 890 301 1585 717 228 648 228 640 v/c Ratio 0.58 0.32 0.10 1.01 0.90 0.52 10.41 0.51 1.25 1.08 Green Ratio 0.09 0.48 0.59 0.09 0.48 0.48 0.07 0.19 0.07 0.19 Uniform Delay d1 39.8 14.7 8.1 41.4 21.8 16.6 40.5 133.3 42.3 37.0 Delay Factor k 0.50 0.50 0.50 0.50 0.50 10.50 0.50 0.50 10.50 0.50 Incremental Delay d2 8.1 0.5 0.2 53.6 8.5 2.7 5.4 2.9 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 .000Control Delay 47.8 15.2 8.3 95.0 30.3 19.2 45.9 36.2 d5.260.1 97.1 Lane Group LOS D B A F C B D D F Approach Delay 21.9 37.6 38.3 123.5 Approach LOS I C D D F Intersection Delay 1 54.6 Intersection LOS D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kC0.tmp Generated: 9/15/2010 1:12 PM 9/15/2010 Full Report Page 4 of 5 Adjusted Satflow 3338 3323 11505 3338 13323 1503 13246 3471 3246 3424 Secondary Adjusted Satflow -- -- -� -� file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kC0.tmp 9/15/2010 Full Report Page 3 of 5 11 VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Improved w WBRT Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT 185 TH RT LT TH RT Volume 158 451 99 273 1282 341 207 98 257 388 241 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 176 501 88 303 1424 373 94 230 103 286 431 262 Lane Group L T R L T R L TR L TR Adjusted Flow Rate 176 501 88 303 1424 373 94 333 286 693 Proportion of LT or RT 1.000 -- 1.000 1.000 -- 1.000 1.000 - 0.309 1.000 -- 0.378 Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 1 2 2 0 2 2 0 fw 1.000 0.967 1.000 1.000 0.967 1.000 1.000 1.100 1.000 1.100 ft -iv 0.952 0.952 10.952 0.952 10.952 0.952 0.926 0.926 0.926 0.926 f 9 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f p 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fbb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 1.000 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT -- -- -- -- 1.000 0.850 11.000 0.850 0.954 0.943 fLpb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fRPb -- 1.000 10.978 -- 1.000 0.978 -- 0.988 -- 0.985 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kC0.tmp 9/15/2010 11 11 n n n n Full Report Page 2 of 5 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kC0.tmp 9/15/2010 Excl. Left Thru & RT 03 04 Excl. Left Thru & RT 07 08 Timing G= 8.2 IY= G= 43.4 G= G= G= 6.4 G= 17.0 G= G= 4 Y= 4 Y= Y= Y= 4 Y= 4 Y= Y= Duration of Analysis hrs = 0.25 Cycle Length C = 91.0 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kC0.tmp 9/15/2010 Full Report Page 1 of 5 11 fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2kC0.tmp 9/15/2010 FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period PM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2015 Background Intersection Geometry 0 Grade = 0 2 2 1 Grade = 0 2 2 Al 2 2 0 Grade = 0 1 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Volume (vph) 158 451 99 273 1282 341 85 207 98 257 388 241 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated (P/A) P P P P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 12.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 20 10- 10 5 10 10 5 10 10 5 Lane Width 12.0 11.0 12.0 12.0 11.0 12.0 12.0 15.0 12.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 1 0 0 Pedestrian Timing 3.3 3.3 3.3 3.3 fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2kC0.tmp 9/15/2010 Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Improved w WBRT Capacity Analysis EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 199 760 48 52 308 153 126 691 401 240 Satflow Rate 3338 3323 1494 3338 3323 1487 3246 3381 3246 3403 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green'Ratio 0.09 0.24 0.46 0.09 0.24 0.24 0.16 0.28 0.16 0.28 Lane Group Capacity 291 807 692 291 807 361 529 942 529 948 v/c Ratio 0.68 0.94 0.07 0.18 0.38 0.42 0.24 0.73 0.76 0.25 Flow Ratio 0.06 0.23 0.03 0.02 0.09 0.10 0.04 0.20 10.12 0.07 Critical Lane Group y y N N N N N y y N Sum Flow Ratios 0.62 Lost Time/Cycle 16.00 Critical v/c Ratio 0.80 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 199 760 48 52 308 153 126 691 401 240 Lane Group Capacity 291 807 692 291 807 361 529 942 529 948 v/c Ratio 0.68 10.94 0.07 0.18 0.38 0.42 0.24 0.73 0.76 0.25 Green Ratio 0.09 0.24 0.46 0.09 0.24 0.24 0.16 0.28 0.16 0.28 Uniform Delay d1 31.0 26.0 10.4 29.6 22.1 22.4 25.5 22.9 28.0 19.6 Delay Factor k 0.50 0.50 0.50 a50 0.50 0.50 a50 0.50 0.50 0.50 Incremental Delay d2 12.3 20.3 0.2 1.3 1 1.4 3.6 1.1 1 5.0 9.8 0.6 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 43.3 46.3 10.6 31.0 23.5 26.0 26.6 27.9 37.8 20.2 Lane Group LOS D D B C C C C C D C Approach Delay 44.0 25.0 27.7 31.2 Approach LOS D C C C Intersection Delay 33.5 Intersection LOS C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2kAD.tmp Generated: 9/15/2010 1:11 PM 9/15/2010 Full Report Page 4 of 5 Adjusted Satflow 3338 3323 11494 3338 13323 1487 3246 13381 3246 3403 Secondary Adjusted Satflow �- -- -- file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kAD.tmp 9/15/2010 I Full Report Page 3 of 5 1 'I VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Improved w WBRT Volume Adjustment EB WB NB SB LT7 TH RT LT TH RT LT TH RT LT TH RT Volume 179 684 63 47 277 203 113 334 293 361 123 98 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 199 760 48 52 308 153 126 371 320 401 137 103 Lane Group L T R L T R L TR L TR Adjusted Flow Rate 199 760 48 52 308 153 126 691 401 240 Proportion of LT or RT 1.000 - 11-000 1.000 1 -- 11.000 11.000 1 -- 10.463 11.000 - 0.429 Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 1 2 2 0 2 2 0 fw 1.000 10.967 1.000 1.000 0.967 1.000 1.000 1.100 1.000 1.100 fHv 0.952 0.952 0.952 0.952 0.952 0.952 0.926 0.926 0.926 0.926 f9 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fp 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fbb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 fa 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 1.000 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT f RT -- 1.000 0.850 -- 1.000 0.850 -- 0.931 -- 0.936 fLpb 1.000 1.000 -- 1.000 1.000 -- 1.000 1.000 -- 1.000 1.000 fRpb-- -- 1.000 0.971 -- 1.000 0.967 10.986 -- 10.987 -- file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kAD.trnp 9/15/2010 Full Report Page 2 of 5 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kAD.tmp 9/15/2010 Full Report Page 1 of 5 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kAD.tmp 9/15/2010 FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period AM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2015 Background Intersection Geometry Grade = 0 0 2 2 1 Grade = 0 2 2 Al 2 2 0 Grade = 0 1 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH I RT LT TH RT LT TH RT Volume (vph) 179 684 63 47 277 203 113 334 293 361 123 98 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 10.90 0.90 10.90 0.90 0.90 0.90 Actuated (P/A) P P P P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 13.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 20 10 10 65 10 10 5 10 10 5 Lane Width 12.0 11.0 12.0 112.0 11.0 112.0 12.0 115.0 112.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 0 Pedestrian Timing 3.3 3.3 3.3 3.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kAD.tmp 9/15/2010 Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Capacity Analysis EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 176 501 88 303 1797 94 333 286 693 Satflow Rate 3338 3323 1505 3338 3205 3246 3472 3246 3425 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green Ratio 0.07 0.49 0.60 0.07 0.49 0.07 0.19 0.07 0.19 Lane Group Capacity 245 1621 908 245 1563 231 660 231 651 We Ratio 0.72 0.31 0.10 1.24 1.15 0.41 0.50 1.24 1.06 Flow Ratio 0.05 0.15 0.06 0.09 0.56 0.03 0.10 0.09 0.20 Critical Lane Group N N N y y N N y y Sum Flow Ratios 0.94 Lost Time/Cycle 16.00 Critical We Ratio 1.15 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L TR L TR L TR Adjusted Flow Rate 176 - 501 88 303 1797 94 333 286 693 Lane Group Capacity 245 1621 908 245 1563 231 660 231 651 We Ratio 0.72 0.31 0.10 1.24 1.15 0.41 0.50 1.24 1.06 Green Ratio 0.07 0.49 0.60 0.07 0.49 0.07 0.19 0.07 0.19 Uniform Delay d1 40.8 13.9 7.5 41.7 23.0 40.0 32.7 41.8 36.5 Delay Factor k 0.50 0.50 0.50 0.50 0.50 0.50 10.50 10.50 0.50 Incremental Delay d2 16.6 0.5 0.2 136.5 75.3 5.2 2.7 138.5 53.7 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 57.4 14. 1 7.7 178.2 98.3 45.2 35.4 180.3 90.1 Lane Group LOS E 8 A F F D I D F F Approach Delay 23.5 109.9 37.6 116.5 Approach LOS C F D F Intersection Delay 88.7 Intersection LOS F Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k9A.tmp Generated: 9/15/2010 1:10 PM 9/15/2010 I I Long Report Page 4 of 10 II 11 n n n 1 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 Long Report Page 5 of 10 11 CAPACITY AND LOS WORKSHEET General Information Project Description Capacity Analysis EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 199 820 68 52 330 242 194 804 481 280 Satflow Rate 3338 3323 1495 3338 3323 1489 3246 3424 13246 3444 Lost Time 2.0 2.0 12.0 2.0 12.0 2.0 2.0 12.0 2.0 2.0 Green Ratio 0.08 0.25 0.47 0.08 0.25 0.25 0.16 0.30 0.16 0.30 Lane Group Capacity 273 847 698 273 847 380 519 1011 519 1017 v/c Ratio 0.73 0.97 0.10 0.19 0.39 0.64 0.37 0.80 10.93 0.28 Flow Ratio 0.06 10.25 10.05 10.02 0.10 0.16 0.06 a23 0.15 0.08 Critical Lane Group Y Y N N N N N Y Y N Sum Flow Ratios 0.69 Lost Time/Cycle 116.00 Critical v/c Ratio 0.87 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 199 820 68 52 330 242 194 804 481 280 Lane Group Capacity 273 847 698 273 847 380 519 1011 519 1017 v/c Ratio 0.73 0.97 0.10 0.19 0.39 0.64 0.37 0.80 0.93 0.28 Green Ratio 0.08 0.25 a47 0.08 0.25 0.25 0.16 0.30 10.16 0.30 Uniform Delay di 34.5 28.3 11.5 32.9 23.7 25.5 28.9 25.0 31.9 20.8 Delay Factor k 0.50 0.50 0.50 0.50 0.50 a50 0.50 a50 0.50 0.50 Incremental Delay d2 15.7 24.1 0.3 1.5 1.3 7.9 2.1 6.5 25.0 0.7 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 50.2 52.4 11.7 34.5 25.1 33.4 30.9 31.4 56.8 21.5 Lane Group LOS D D B C C C C C E C Approach Delay 49.5 29.1 31.3 43.8 file://C;\Documents and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 11 11 1 n L Long Report Page 6 of 10 Approach LOS D C C D Intersection Delay 39.3 Intersection LOS D file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 Long Report Page 7 of 1.0 SUPPLEMENTAL UNIFORM DELAY WORKSHEET FOR LEFT TURNS FROM EXCLUSIVE LANES WITH PROTECTED AND PERMITTED PHASES General Information Project Description Improved w WBRT v/c Ratio Computation EB WB NB SB Cycle Length, C (s) 76.9 Prot. Phase Eff. Green Interval, g (s) Opposed Queue Eff. Green Interval, gq (s) Unopposed green interval, gu (s) Red Time, r(s) Arrival Rate, qa (veh/s) Protected Phase Departure Rate, sp (veh/s) Perm. Phase Departure Rate, ss (veh/s) Xperm Xprot (N/A for Lagging Left -turns) Uniform Queue Size and Delay Computations Queue at Start of Green Arrow, Qa Queue at Start of Unsaturated Green, u Residual Queue, Qr Uniform Delay, di Uniform Queue Size and Delay Equations Case Qa Qu Qr di If Xperm <= 1.0 & Xprot <= 1.0 1 qar gagq 0 0.5/(gaC)][rQa + Qa21(Sp-qs)+ggQu+ Qu2/(Ss a) If Xperm <= 1.0 & Xprot > 1.0 2 Clar Qr +gagq Qa - g(Sp - qa) [0.5/(gaC)][rQa + g(Qa + Qr) +gq (Qr + Qu) + u2y(Ss-qa) If Xperm > 1.0 & Xprot <= 1.0 3 Qr + qar gagq Qu - gu(Ss - qa) [0.5/(gaC)][ggQu + gu(Qa + Qr) + r(Qr + Qa) + Qa2J(Sp - qa) file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 I Long Report i n Page 9 of 10 BACK -OF -QUEUE WORKSHEET General Information Project Description Improved w WBRT Average Back of Queue EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Lane Group L T R L T R L TR L TR Initial Queue/Lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow Rate/Lane 199 820 68 52 330 242 194 804 481 280 Satflow/Lane 1719 1748 1495 1719 1748 1489 1671 1798 1671 1808 Capacity/Lane 273 847 698 273 847 380 519 1011 519 1017 10.1 Flow Ratio 0.1 0.2 0.0 0.0 0.1 0.2 0.1 0.2 0.1 v/c Ratio 0.73 0.97 0.10 0.19 0.39 10.64 0.37 10.80 0.93 0.28 1 Factor 1.000 1.000 1.000 000 V 1.000 1.000.000 1.000 1.000 .000 Arrival Type 3 3 3 3 3 3 3 3 3 3 Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PF Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Q1 2.1 9.1 0.8 0.5 3.1 4.6 1.9 8.3 5.2 2.4 kB 0.3 0.6 0.8 0.3 0.6 0.5 0.4 0.7 0.4 0.7 Q2 0.6 4.8 0.1 0.1 0.4 0.9 0.2 2.2 2.5 0.2 Q Average 2.7 13.9 0.9 0.6 3.4 5.5 2.1 10.5 7.7 2.7 Percentile Back of Queue (95th percentile) fB% 2.2 1.7 2.4 2.5 2.1 1.9 2.3 1.7 1.8 2.2 BOQ, Q% 6.0 23.1 2.2 1.4 7.2 10.6 4.8 18.1 14.0 5.8 Queue Storage Ratio Q Spacing 25.0 24.9 25.0 25.0 24.9 25.0 25.0 24.9 25.0 24.9 Q Storage 0 0 0 0 0 0 0 0 0 0 Average RQ 95% RQ% fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2k123.tmp 9/15/2010 Full Report Pagel of 5 fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2k138.tmp 9/15/2010 FULL REPORT General Information Site Information Analyst DBS Agency or Co. Date Performed 05/09/2010 Time Period PM Peak Hour Intersection Area Type Jurisdiction Analysis Year Overland at Locust Grove All other areas 2015 Build Out Intersection Geometry Grade = 0 0 2 2 1 Grade= 0 2 2 Al 2 2 0 Grade = 0 1 2 2 Grade = 0 Volume and Timing Input EB WB NB SB LT TH RT LT TH I RT LT TH RT LT TH RT Volume (vph) 158 512 119 273 1302 361 143 304 98 338 428 241 % Heavy Veh 5 5 5 5 5 5 8 8 8 8 8 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Actuated (P/A) P P A P P P P P P P P P Startup Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of Effective Green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 35 10 10 100 10 10 5 10 .10 5 Lane Width 12.0 11.0 12.0 112.0 11.0 12.0 12.0 115.0 112.0 15.0 Parking (Y or N) N N N N N N N N Parking/Hour Bus Stops/Hour 0 0 0 0 0 0 0 0 0 1 0 Pedestrian Timing 3.3 3.3 3.3 3.3 fileWCADocuments and Settings\dszplett\Local Settings\Temp\s2k138.tmp 9/15/2010 Full Report Page 2 of 5 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kl38.tmp 9/15/2010 EW Perm Thru & RT 03 04 Excl. Left Thru & RT 07 08 Timing G= 9.2 IY= G= 45.6 G= G= G= 11.4 G= 23.8 G= G= 4 Y= 4 Y= Y= Y= 4 Y= 4 Y= Y= Duration of Analysis hrs = 0.25 Cycle Len th C = 106.0 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kl38.tmp 9/15/2010 Full Report Page 3 of 5 11 VOLUME ADJUSTMENT AND SATURATION FLOW RATE WORKSHEET General Information Project Description Improved w WBRT Volume Adjustment EB WB NB SB LT TH RT LT TH RT LT TH RT LT. TH RT Volume 158 512 119 273 1302 361 143 304 98 338 428 241 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adjusted Flow Rate 176 569 93 303 1447 290 159 338 103 376 476 262 Lane Group L T R L T R L TR L TR Adjusted Flow Rate 176 569 93 303 1447 290 159 441 376 738 Proportion of LT or RT 1.000 -- 1.000 1.000 -- 1.000 1.000 -- 10.234 11.000 - 0.355 Saturation Flow Rate Base Satflow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Number of Lanes 2 2 1 2 2 1 2 2 0 2 2 0 f w 1.000 0.967 1.000 1.000 0.967 1.000 1.000 1.100 1.000 1.100 fHV 0.952 0.952 0.952 0.952 10.952 0.952 10.926 0.926 0.926 0.926 f s 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f P 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 ftb 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 f a 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 feu 0.971 0.950 1.000 0.971 0.950 1.000 0.971 0.952 0.971 0.952 fLT 0.950 1.000 0.950 1.000 0.950 1.000 0.950 1.000 Secondary fLT -- -- -- -- fRT -- 1.000 0.850 -- 1.000 0.850 -- 0.965 -- 0.947 fLpb 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 1..000 0.978 11.000 0.978 0.992 0.988 file:HC:\Documents and Settings\dszplett\Local Settings\Temp\s2kl38.tmp 9/15/2010 11 n n n 11 11 n Full Report Page 4 of 5 Adjusted Satflow 3338 3323 11505 3338 3323 11503 3246 3527 13246 3445 Secondary Adjusted Satflow -- -- �- file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2kl38.tmp 9/15/2010 Full Report Page 5 of 5 CAPACITY AND LOS WORKSHEET General Information Project Description Improved w WBRT Capacity Analysis EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 176 569 93 303 1447 290 159 441 376 738 Satflow Rate 3338 3323 1505 3338 3323 1503 3246 3527 3246 3445 Lost Time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Green Ratio 0.09 0.43 0.70 0.09 0.43 0.58 0.11 0.22 0.11 0.22 Lane Group Capacity 290 1430 1053 290 1430 865 349 792 349 773 v/c Ratio 0.61 0.40 0.09 1.04 1.01 0.34 0.46 0.56 1.08 0.95 Flow Ratio 0.05 0.17 0.06 0.09 0.44 0.19 0.05 0.13 0.12 0.21 Critical Lane Group N N N Y Y N N N j j Y Y Sum Flow Ratios 0.86 Lost Time/Cycle 16.00 Critical We Ratio 1.01 Lane Group Capacity, Control Delay, and LOS Determination EB WB NB SB Lane Group L T R L T R L TR L TR Adjusted Flow Rate 176 569 93 303 1447 290 159 441 376 738 Lane Group Capacity 290 1430 1053 290 1430 865 349 792 349 773 v/c Ratio 0.61 0.40 0.09 1.04 1.01 0.34 0.46 0.56 1.08 0.95 Green Ratio 0.09 0.43 0.70 0.09 0.43 0.58 0.11 0.22 0.11 0.22 Uniform Delay d1 46.7 20.8 5.1 48.4 30.2 11.8 44.4 36.4 47.3 40.6 Delay Factor k 0.50 0.50 10.11 0.50 0.50 10.50 0.50 10.50 10.50 0.50 Incremental Delay d2 9.1 0.8 0.0 65.0 26.8 1.0 4.2 2.8 70.4 23.0 PF Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control Delay 55.8 21.6 5.1 113.4 57.0 12.9 48.6 39.2 117.7 63.6 Lane Group LOS E C I A F E B D ID F E Approach Delay 26.9 59.1 41.7 81.9 Approach LOS C E D F Intersection Delay 56.5 Intersection LOS E Copyright © 2007 University of Florida, All Rights Reserved HCS+7M Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\s2k138.tmp Generated: 9/15/2010 1:28 PM 9/15/2010 Two -Way Stop Control Page 1 of 1 Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:33 PM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2k143.tmp 9/15/2010 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DBS Intersection Overland and West Drivewa Agency/Co. Jurisdiction Date Performed 4/9/2010 Analysis Year 2015 Buildout Analysis Time Period AM Peak Hour Project Description East/West Street: Overland Road North/South Street: West Driveway Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 1409 90 567 Peak -Hour Factor, PHF 1.00 0.90 0.90 1.00 0.90 1.00 Hourly Flow Rate, HFR veh/h 0 1565 100 0 630 0 Percent Heavy Vehicles 0 — — 0 — — Median Type Raised curb RT Channelized 0 0 Lanes 0 2 1 0 2 0 Configuration T R T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R olume veh/h 41 Peak -Hour Factor, PHF 1.00 1.00 0.90 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 0 0 45 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 0 0 Configuration I R Delay,Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R (veh/h) 45 C (m) (veh/h) 397 /c 0.11 95% queue length 0.38 Control Delay (s/veh) 15.2 LOS C Approach Delay (s/veh) -- -- 15.2 [Approach LOS -- -- C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:33 PM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2k143.tmp 9/15/2010 Two -Way Stop Control Page 1 of 1 Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:35 PM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kl48.tmp 9/15/2010 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DBS Intersection Overland and West Driveway Agency/Co. Jurisdiction Date Performed 4/9/2010 Analysis Year 2015 Buildout Analysis Time Period PM Peak Hour Project Description East/West Street: Overland Road North/South Street: West Driveway Intersection Orientation: East-West[Study Periodhrs . 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 887 101 1936 Peak -Hour Factor, PHF 1.00 0.90 0.90 1.00 0.90 1.00 Hourly Flow Rate, HFR veh/h 0 985 112 0 2151 0 Percent Heavy Vehicles 0 — — 0 — — Median Type Raised curb RT Channelized 0 0 Lanes 0 2 1 0 2 1 0 Configuration T R T Upstream Si nal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 39 Peak -Hour Factor, PHF 1.00 1.00 0.90 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 0 0 43 0 0 0 Percent Heavy Vehicles 0 0 0 0 1 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 0 0 Configuration I I R Delay,Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration R (veh/h) 43 C (m) (veh/h) 581 /C 0.07 95% queue length 0.24 Control Delay (s/veh) 11.7 LOS B Approach Delay (s/veh) -- -- 11.7 Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:35 PM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kl48.tmp 9/15/2010 I' 1 1 1 1 1 1 1 1 1 1 1 Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information ISite Information Page 1 of 1 nal st BS Intersection Overland and East Drivewa enc /Co. Jurisdiction 15/2010 Date Performed I'M Analysis Year 2015 Buildout nal sis Time Period Peak Hour IStudy Period hrs : 0.25 East/West Street: Overland -Road North/South Street: East Driveway Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 1378 72 126 527 Peak -Hour Factor, PHF 1.00 0.90 0.90 1.00 0.90 1.00 Hourly Flow Rate, HFR veh/h 0 1531 80 126 585 0 Percent Heavy Vehicles 0— Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 2 1 1 2 0 Configuration T R L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 41 102 Peak -Hour Factor, PHF 1.00 1.00 0.90 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 41 0 113 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 126 41 113 C (m) (veh/h) 411 119 406 /c 0.31 0.34 0.28 95% queue length 1.28 1.38 1.12 Control Delay (s/veh) 17.6 50.4 17.3 LOS C I F C Approach Delay (s/veh) -- -- 26.1 Approach LOS -- -- D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file:HCADocuments and Settings\dszplett\Local Settings\Temp\u2k14E.tmp Generated: 9/15/2010 1:39 PM 9/15/2010 Two -Way Stop Control Page 1 of 1 Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:41 PM fileWCADocuments and Settings\dszplett\Local Settings\Temp\u2k156.tmp 9/15/2010 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DBS Intersection Overland and East Driveway Agency/Co. Jurisdiction Date Performed 4/9/2010 Analysis Year 2015 Buildout Analysis Time Period PAA Peak Hour Project Description East/West Street: Overland Road North/South Street: East Driveway Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 845 81 141 1897 Peak -Hour Factor, PHF 1.00 0.90 0.90 1.00 0.90 1.00 Hourly Flow Rate, HFR veh/h 0 938 90 141 2107 0 Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 2 1 1 2 0 Configuration T R L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 39 97 Peak -Hour Factor, PHF 1.00 1.00 0.90 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 39 0 107 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay,Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R (veh/h) 141 39 107 C (m) (veh/h) 683 115 598 lc 0.21 0.34 0.18 95% queue length 0.77 1.35 0.65 Control Delay (s/veh) 11.6 51.6 12.3 LOS B F B pproach Delay (s/veh) -- -- 22.8 pproach LOS -- -- C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:41 PM fileWCADocuments and Settings\dszplett\Local Settings\Temp\u2k156.tmp 9/15/2010 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Two -Way Stop Control o/max TWO-WAY STOP CONTROL SUMMARY General Information ISite Information Page 1 of 1 Analyst DBS Intersection Overland and East Drivewa Agency/Co. Jurisdiction Date Performed 9/15/2010 Analysis Year 2015 Buildout Analysis Time Period AM Peak Hour North/South Street: East Driveway Project Description One Access Alternative East/West Street: -Overland Road North/South Street: East Driveway Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 1378 72 126 527 Peak -Hour Factor, PHF 1.00 0.90 0.90 1.00 0.90 1.00 Hourly Flow Rate, HFR veh/h 0 1531 80 126 585 0 Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 2 1 1 2 0 Configuration T R L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 41 143 Peak -Hour Factor, PHF 1.00 1.00 0.90 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 41 0 158 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration L R Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (veh/h) 126 41 158 C (m) (veh/h) 411 119 406 /c 0.31 0.34 0.39 95% queue length 1.28 1.38 1.81 Control Delay (s/veh) 17.6 50.4 19.4 LOS C F C Approach Delay (s/veh) -- -- 25.8 pproach LOS -- -- D Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/20/2010 11:15 AM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kE2D.tmp 9/20/2010 Two -Way Stop Control �— W. OMIN Page 1 of 1 Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/20/2010 11:15 AM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kE31.tmp 9/20/2010 TWO-WAY STOP CONTROL SUMMARY General Information Site Information nal st BS Intersection Overland and East Drivewa enc /Co. [4,1912010 Jurisdiction Date Performed nal sis Year 2015 Buildout nal sis Time Period M Peak Hour Project Description East/West Street: Overland Road North/South Street: East Driveway Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 845 81 141 1897 Peak -Hour Factor, PHF 1.00 0.90 0.90 1.00 0.90 1.00 Hourly Flow Rate, HFR veh/h 0 938 90 141 2107 0 Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 2 1 1 2 0 Configuration T R L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T. R L T R Volume veh/h) 39 136 Peak -Hour Factor, PHF 1.00 1.00 0.90 1.00 1.00 1.00 Hourly Flow Rate, HFR veh/h 39 0 151 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Configuration I L I I R Delay, Queue Length. and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R (veh/h) 141 39 151 C (m) (veh/h) 683 115 598 lc 0.21 0.34 0.25 95% queue length 0.77 1.35 1.00 Control Delay (s/veh) 11.6 51.6 13.0 LOS B F B Approach Delay (s/veh) -- -- 21.0 pproach LOS -- -- C Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/20/2010 11:15 AM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kE31.tmp 9/20/2010 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information Site Information Page 1 of 1 Analyst DBS Intersection Locust Grove North Agency/Co. Jurisdiction Date Performed 4/9/2010 Analysis Year 2015 Buildout nal sis Time Period AM Peak Hour East/West Street: Pesacock Street Access Project Description East/West Street: Pesacock Street Access North/South Street: Locust Grove Road Intersection Orientation: North-South IStudy Period hrs : 0.25 ehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R plume veh/h) 1 761 36 36 229 4 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 1 1 845 40 40 1 254 4 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 18 5 41 143 Peak -Hour Factor, PHF. 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 20 0 5 45 0 158 Percent Heavy Vehicles 0 0 1 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 1 0 1 [Configuration L R L R Delay, Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L R L R (veh/h) 1 40 45 158 20 5 (m) (veh/h) 1318 773 312 620 386 926 lc 0.00 0.05 0.14 0.25 0.05 1 0.01 95% queue length 0.00 0.16 0.50 1.01 0.16 0.02 Control Delay (s/veh) 7.7 9.9 18.5 12.8 14.8 8.9 LOS A A C B B A pproach Delay (s/veh) -- -- 14.0 1 13.7 pproach LOS -- -- B I B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kl6F.tmp Generated: 9/15/2010 1:51 PM 9/15/2010 Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information ISite Infermatien Page 1 of 1 Analyst DBS Intersection ocust Grove North Agency/Co. Jurisdiction Date Performed 4/9/2010 Analysis Year 2015 Buildout Analysis Time Period PM Peak Hour Stu Period hrs : 0.25 East/West Street: Pesacock Street Access North/South Street: Locust Grove Road Intersection Orientation: North-South Stu Period hrs : 0.25 ehicle Volumes and Adjustments M MiStreet Northbound Southbound M ovement 1 2 3 4 5 6 L T R L T R Volume veh/h) 6 424 40 40 740 20 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 6 471 44 44 822 22 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R olume veh/h 4 1 39 136 Peak -Hour Factor, PHF Peak-Hour 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 4 0 1 43 0 151 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 1 0 1 1 0 1 Confi uration I L R L R 5eiay, Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L R L R (veh/h) 6 44 43 151 4 1 (m) (veh/h) 801 1061 447 786 277 636 0.01 0.04 0.10 0.19 0.01 0.00 queue length [5% 0.02 0.13 0.32 0.71 0.04 0.00 ntrol Delay (s/veh) 9.5 8.5 13.9 10.7 18.2JE. 10.7 LOS A A B B C B Approach Delay (s/veh) -- -- 11.4 16.7 Approach LOS -- -- B C Copyright 0 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2k175.tmp Generated: 9/15/2010 1:52 PM 9/15/2010 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Two -Way Stop Control TWO-WAY STOP CONTROL SUMMARY General Information ISIte Information Page 1 of 1 Analyst BS Intersection Locust Grove North Agency/Co.. [44,1912010 Jurisdiction Date Performed Analysis Year 2015 Buildout I d Analysis Time Period M Peak Hour IStudy Period hrs : 0.25 East/West Street: Puffin Street Access North/South Street: Locust Grove Road Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 757 31 43 250 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 0 841 34 47 277 0 Percent Heavy Vehicles 0 -- --1 0 -- — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 2 0 1 2 0 Configuration T TR L T Upstream Signal 1 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 22 23 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 0 0 0 24 0 25 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 1 0 1 Configuration L R Delay, Queue Length. and Level of Service pproach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R (veh/h) 47 24 25 (m) (veh/h) 780 374 623 /c 0.06 0.06 0.04 95% queue length 0.19 0.20 0.13 Control Delay (s/veh) 9.9 15.3 11.0 LOS A C B pproach Delay (s/veh) -- -- 13.1 [Approach LOS -- -- B Copyright © 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kl7A.tmp Generated: 9/15/2010 1:53 PM 9/15/2010 Two -Way Stop Control Page 1 of 1 Copyright m 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:54 PM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kl7F.tmp 9/15/2010 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DBS Intersection Locust Grove North Agency/Co. Jurisdiction Date Performed 4/9/2010 Analysis Year 2015 Buildout Analysis Time Period Project Description PM Peak Hour East/West Street: Puffin Street Access North/South Street: Locust Grove Road Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 425 21 23 778 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 0 472 23 25 864 0 Percent Heavy Vehicles 0 -- -- 0 Median Type JFRT Two Way Left Turn Lane Channelized 0 0 anes 0 2 0 1 2 0 Configuration T TR L T U stream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R olume veh/h) 22 27 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR veh/h 0 0 0 24 0 30 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 1 0 1 Configuration I L R Delay,Queue Length, and Level of Service pproach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R (veh/h) 25 24 30 (m) (veh/h) 1079 520 796 /c 0.02 0.05 0.04 5% queue length 0.07 0.14 0.12 Control Delay (s/veh) 8.4 12.3 9.7 LOS A B A Approach Delay (s/veh) -- -- 10.8 Approach LOS -- -- B Copyright m 2007 University of Florida, All Rights Reserved HCS+TM Version 5.3 Generated: 9/15/2010 1:54 PM file://C:\Documents and Settings\dszplett\Local Settings\Temp\u2kl7F.tmp 9/15/2010 u 1 ACHD TRAFFIC COUNT SUMMARIES 28 Overland Road at Locust Grove Road - Draft Traffic Report evailey Engineering, Inc. September 29, 2010 CMLEwwEEMNa PLmmiNajCADD WARRANTS FOR RIGHT TURN LANES 29 Overland Road at Locust Grove Road — Draft Traffic Report ailey Engineering, Inc. September 29, 2010 Cm►EmowmumjPLmfnNO CADD Figure 7—Right Turn Lane Guidelines for Four -Lane Roadways 140 - 120 t0D 40 20 300 500 700 900 1504 1300 1500 t700 1900 Major -Road Volume lone direction), vehlh The following data are required: 1. Advancing Volume (veh/hr) - The advancing volume is to include the right -turn, left -turn and through movements in the same direction as the right turning vehicle. 2. Right Turning Volume (veh/hr) - The right turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. Note: Right tum lane not warranted for right turn volume less than 10 vph. However, criteria other than volume, e.g. crash experience, may be used to justify a right turn lane. If the combination of major road approach volume and right -turn volume intersects above or to the right of the speed trend line corresponding the major road operating speed, then a right -tum lane is appropriate. Source: NCHRP Report 279 and 457 21 Ma; --Road ipeed 45 mph< = 44 mph (C 0 kmlh) f70 km'h% °4 Add Rig -Tum (30krnJ h\ Lan r 55 mp e(} 'm m; hl -> 50 mp tS00 300 500 700 900 1504 1300 1500 t700 1900 Major -Road Volume lone direction), vehlh The following data are required: 1. Advancing Volume (veh/hr) - The advancing volume is to include the right -turn, left -turn and through movements in the same direction as the right turning vehicle. 2. Right Turning Volume (veh/hr) - The right turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. Note: Right tum lane not warranted for right turn volume less than 10 vph. However, criteria other than volume, e.g. crash experience, may be used to justify a right turn lane. If the combination of major road approach volume and right -turn volume intersects above or to the right of the speed trend line corresponding the major road operating speed, then a right -tum lane is appropriate. Source: NCHRP Report 279 and 457 21 Delay Calculations Northbound Right Turning Traffic Only AM Peak Hour Two Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 15.2 41 619.3 east access 17.3 102 1762.3 Total 136 143 2381.6 One Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 0 0 0.0 east access 19.4 143 2766.6 Total AM Peak Hour Delay Reduction 143 2766.6 PM Peak Hour Two Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 11.5 39 445.9 east access 12.4 97 1202.0 Total 136. 1647.9 One Access Alternative Delay (sec) Volume (veh) Vehicle Delay (secs) west access 0 0 0.0 east access 13 136 1764.2 Total 136 1764.2 Increased Peak Hour Delay With One Site Intersection Vehicle Delay (secs) AM Peak Hour 385.0 PM Peak Hour 116.3 Reduced Delay With Existing Two Intersections Vehicle Delay (secs) Vehicle Delay (mins) AM Peak Hour Delay Reduction 385 6 PM Peak Hour Delay Reduction 116 2 Daily Delay Reduction (four peak hours) 1,003 17 Weekly Delay Reduction (six peak days) 6,016 100 Annual Delay Reduction (50 peak weeks) 300,823 5,014 OTHER BACKGROUND MATERIALS 30 Overland Road at Locust Grove Road — Draft Traffic Report alley Englneering, Inc. September 29, 2010 Cmc EnswmnxsIPussmsICADD 31 Overland Road at Locust Grove Road — Draft Traffic Report ailey Engineering, Inc. September 29, 2010 CML ENBINDwmj PuNNINeICADD C) C 1-84 C) mqr C) r --- Co (0 77000 77000 75900 7:5900 00 1 OA 2051:00 2001 16700 1890,0 18900 16500 ;Project I ............ i. i CD LO 31 Overland Road at Locust Grove Road — Draft Traffic Report ailey Engineering, Inc. September 29, 2010 CML ENBINDwmj PuNNINeICADD n 1 1 I I I I I I I I 11 Table 2: Level of Service Standards for Roadway Segments (Maximum Peak Hour Volumes) Functional Classification Lanes Principal Arterials LOS D LOS E No Left -Turn Lane 1 550 690 Continuous Center Left -turn lane 1 750 880 2 1600 1770 3 2440 2660 Median -Control, Channelized Left -Turn lanes @ Major Intersections 1 790 920 2 1680 1860 3 2560 2790 Minor Arterials No Left -Turn Lane 1 550 690 Unrestricted Median, Continuous Left -turn Lane 1 720 880 2 1540 1770 3 2370 2660 Median -Control, Channelized Left -Turn lanes @ Major Intersections 1 760 920 2 1620 1860 3 2490 2790 Collectors No Left -Turn Lanes 1 425 525 Unrestricted Median, Continuous Left -Turn Lane 1 530 660 2 1080 1250 Intersection measures and thresholds based on the volume -to -capacity ratio are applied based on the Highway Capacity Manual (2000) and Florida Department 59 EXHIBIT A - Traffic Impact Fee Schedule Service Area: 2 - SOUTHWEST z =,� • „ . -, _ _.Average � ,Service Area Tnp VM GCost t .k •, '. - w - 1 w• ,- _ - Ad ustinent Factors Len th• Networ7c a 77 Service Area 8.23 0.346 $2,385 Neighborhood Land Uses 50% 25% Single Family 210 ITE TRIP RATES ADJUSTMENT FACTORS 8.23 ITE - 8th Edition(One-Way) $2,385 $3,430 Apartment ITE 11 PM Peak Hour x New Tri Average P 9 (Pass -By x Trip x Network Traffic Impact x VMT Cost = Fee -and Use code $2,385 Only) Length Residential Condo/Townhouse Single Family 210 0.505 1.00 8.23 0.346 $2,385 $3,430 Apartment 220 0.310 1.00 8.23 0.346 $2,385 $2,105 Residential Condo/Townhouse 230 0.260 1.00 8.23 0.346 $2,385 $1,766 Mobile Home 240 0.295 1.00 8.23 0.346 $2,385 $2,003 Assisted Living 254 0.110 1.00 8.23 0.346 $2,385 $747 0.346 $2,385 $935 Convenience Market (24hrs) 851 26.205 0.39 2.06 Per Room Hotel 310 0.2951.00 8.23 0.346 $2,385 $2,003 Motel 320 0.235 1.00 8.23 0.346 $2,385 $1596 Automobile Care Center 942 Per 0„ 1.690 0.44 2.06 0.346 $2,385 $5,004 0.72 4.12 0.346 $2,385 $4,137 Automobile Parts and Service Center 943 2.230 0.57 4.12 0.346 $2,385 $4,322 Bank, Drive-Thru 912 12.910 0.53 2.06 0.346 $2,385 $11,631 Building Materials and Lumber 812 2.245 0.74 8.23 0.346 $2,385 $11,283 Church 560 0.275 1.00 4.12 0.346 $2,385 $935 Convenience Market (24hrs) 851 26.205 0.39 2.06 0.346 $2,385 $17,373 Day Care Center 565 6.230 0.56 2.06 0.346 $2,385 $5,931 Discount Club 857 2.120 0.77 8.23 0.346 $2,385 $11,086 Free-standing Discount Store 815 2.500 0.83 8.23 0.346 $2,385 $14,092 Free-standing Discount Superstore 813 2.305 0.72 8.23 0.346 $2,385 $11,271 Furniture Store 890 0.225 0.47 8.23 0.346 $2,385 $718 Garden Center/ Nursery 817 1.900 0.74 8.23 0.346 $2,385 $9,549 Hardware/Paint Store 816 2.420 0.74 8.23 0.346 $2,385 $12,162 Home Improvement Superstore 862 1.185 0.52 8.23 0.346 $2,385 $4,185 Hospital 610 0.570 1.00 8.23 0.346 $2,385 $3,871 Light Industrial 110 0.485 1.00 8.23 0.346 $2,385 $3,294 Manufacturing 140 0.365 1.00 8.23 0.346 $2,385 $2,479 Mini -Warehouse 151 0.130 1.00 8.23 0.346 $2,385 $883 New Car Sales 841 1.295 0.72 8.23 0.346 $2,385 $6,332 Pharmacy/Drug store (No Drive-Thru) 880 4.210 0.47 2.06 0.346 $2,385 $3,364 Pharmacy/Drug store (With Drive-Thru) 881 5.175 0.51 2.06 0.346 $2,385 $4,487 Restaurant - Fast Food w/ drive-thru windo 934 16.920 0.50 2.06 0.346 $2,385 $14,381 Restaurant - High Turnover 932 5.575 0.57 4.12 0.346 $2,385 $10,804 Restaurant - Quality 931 3.745 0.56 4.12 0.346 $2,385 $7,130 Shopping Center 820 1.865 0.66 8.23 0.346 $2,385 $8,360 Specialty Retail 814 1.355 0.66 8.23 0.346 $2,385 $6,074 Supermarket (Free Standing) 850 5.250 0.64 2.06 0.346 $2,385 $5,712 Tire Store 848 2.075 0.72 8.23 0.346 $2,385 $10,146 Warehousin 150 0.160 1 1.00 8.23 0.346 $2,385 $1087 • • 0. ,r, General Office (Many Users) 710 0.745 1 1.00 8.23 0.346 $2,385 $5,060 Medical/Dental Office Bldg720 1.730 1.00 8.23 0.346 $2,385 $11 749 Gas Station with Conv Mkt (fueling positior 945 Per Indicated Unit 6.690 0.44 2.06 0.346 $2,385 $5,004 Gas Station (vehicle fueling position) 944 6.935 0.58 2.06 0.346 $2,385 $6,838 Golf Course (Hole) 430 1.390 1.00 8.23 0.346 $2,385 $9,440 Movie Theater w/ matinee (seal) 444 0.035 1.00 8.23 0.346 $2,385 $238 Public Park - City (acre) 411 0.064 1.00 4.12 0.346 $2,385 $218 Quick Lubrication (servicing positions) 941 2.595 0.58 2.06 0.346 $2,385 $2,559 Self -Service Car Wash Stall 947 2.770 0.58 2.06 0.346 $2,385 $2,731 Ordinance #208 Page A-2