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Traffic Impact Analysis - August 2000 \ 10/18/2000 15 35 ... 3504932475 seA ENGINEERING II Consulting !oup POBOx 3485 Lacey, Washington 98509-3485 677 Woodland Square Loop SE (360) 493-6002 (888) 493-6002 TOLL FREE (360) 493<~476 FAX FAX To.Cathle Carlson FAX NO: 458-4348 FAX FROM: Perry Shea RI!: AGENCY PROJECT IIIUMBER: PROJECT NAME: PAGE 01 FAX seA PROJECT NUMBER: 00006002 DATE: October 18, 2000 NUMBER OF PAGes. 3 o A HARD COPY WILll3E MAILED o A HARD COpy WILL NOT BE MAILED REMARKS. Please review this and call me at 493-6002 if you have any questions. Thank you TRANSMITTED BY kc for Perry Shea cc ThiS facsimile may contain confidential, privileged informatIon Intended only for the Individual Or entity to whom It IS addressed. Do not read, copy or disseminate this information unless YOu "re the addressee (or the person responsible 1'or delivering it) If you have received thiS communication in error, please return the original communication to SeA Consulting Group via the postal service. Mailing costs will be reimbursed Thank you 10/18/2000 15 35 'L 3504932475 seA ENGINEERING PAGE 02 , Oetober 18, 2000 [Q)[fJ~[jiV Cathie Carlson City of Yelm PO Box 479 Yelm, WA 98597 Re: Bruno Residential Plat (Hawks Landing) 8t. CommQrcial Site - Traffic Study Review Comments seA #00006.002 Dea r Cath ie I have reviewed the Traffic Impact Analysis (TIA) report for the proposed Bruno Plat, referred to as Hawks Landing prepared by Heath & Associates, Inc., dated August 2000 In general, the TIA provides an adequate analysis of evaluating site impacts and driveway aeeess operations on the adjacent roadways and intersections. The traffic study was prepared In accordance with the City's llA and has incorporated our comments from the scoplng process. The proposed mitigation measures identified in the TIA are acceptable except for the following revisions, additions and clarifications described below 1 SR 507 (First ~tr~et) Frontage & Intersection Channelization - The following improvements will be required to facilitate the ingress and egress of project traffIc onto the SR 507 corridor and will be installed by the project developer' . Install complete frontage improvements along the entire project frontage of SR 507 as a part of the residential development. The frontage will be constructed to a City of Yelm Urban Arterial standard and will include a 12~foot center tum lane, 11 ~foot through lane, 5-foot bicycle lane, planter strip, street lighting and 6-foot sidewalk. The actual alignment and loeation of the widenIng will be based on an "Approved Channelization Plan" prepared by a licensed engineer with expertise in highway and roadway design The City of Yelm will approve the channelization plan before aceepting final design drawings from the developer . Provide a minimum iOO-foot left tum lane on SR 507 and an eastbound right-turn taper (per WSDOT Design Manual) for ingress into the reSidential access. 10/18/2000 15 35 '0 3504932475 . PAGE 03 ,\ \)J .l'-\\i~ l(,tv ~~\ ~YJ\ '\ t ~oJ' t) \ JJ ,"J' " \V 1) J~ I;jJ e1 . / 'Ki V #-~. l"'. "" Locate the commercial site access a minimum '~eet from the ' r!'\r} Y proposed Y-2 corridor right-of-way Install a rM~ taper for ~~ ~ \ eastbound traffic. '\ seA ENGINEERING Cathie Carlson October 18, 2000 Page 2 2. TFC1;<;mtributions - In compliance with the City of Yelm TFC ordinance, the project developer must eontrlbute $750 per new peak hour trip Based on the net new 131 trips associated with the total project (69 trips for residential, 62 for eonvenlence store), the developer will be responsible for a TFC of $98,250 This traffic facility charge is calculated based on the proposed land-use of the project The TFC will change if the commercial land-uses are modified durIng project development This concludes my review of the l1A and my recommendations for traffic access, safety and roadway Improvements to accommodate the: increase in site traffle associated with this proposal If you have any questions or need additional information, please call me at (360) 493-6002. Sincerely, SCA Consulting Group Perry A. Shea, P E Principal PAS/ch/kc (f.\text\pf\00006\corres\yelm bruno plat tiC! review.002.ltr.doc) 05/05/2800 09 10 . 2537701473 HEATH&ASSOe,INe PAGE 05 .. . HEATH & ASSOCIATES~ INC. Transponation and Civil Engineering June 5, 2000 Ms. Kathy Carlson City of Yelm 105 Yelm Avenue West Yelm. W A 98597 Subject: Seopmg for Bruno project Dear Ms. Carlson. This is a formal submIttal for scopmg of the traffic study reqwrements for the subject project located on SR-507 Perry Shea wanted tins mformatIon for modeling purposes. The seopmg infonnatJon attached IS sImIlar to what I submitted earher and has been supplemented by a proposed tnp distributIOn. Evidently Mr Bruno has paid the 500 dollar fee for the model run. It IS my understanding the model nm will provide the recommended tnp distribution and assignment for TIA purposes. Please call If you require further mformation. h,k Greg Heath 2214 Thcoma Road. Puyallup, WA 98371 · (253) 770.1401 · Fax (253) 77(}.147) ~5/05/2000 09 10 2537701473 HEATH&ASSOe,INe PAGE 05 TRAFFIC IMPACT ANALYSIS PROPOSED SCOPE GENERAL Project name: Location: Land use: Project Access: Bruno Project South east sIde ofSR 507 south ofSE 104th Ave(see map) 61 lots, C-store with gas on comer lot - 8 fuelmg posItIons One access off SR 507 (see site plan) for smgle farnlly, assume one per roadway frontage for CommercIal 2001 Horizon Year' 4NALYSIS PERIOD Peak period between 4 00 PM & 6'00 PM INTERS~CTIONS TO EXAMINE Access Pomts As identified by modeling PI~EUNE PROJECTS As pel' junswctIon /!RO RA[A SHARE CONTRIBUTION As determmed by traffic study ADDITIONAL COMMENIS. Growth rate at 3% plus add pipeline traffic Idenufied by the City ViCInlty map Slte Plan Tnp Generations C-Store would assume 60 percent pass-by traffic element only WIth no diverted traffic Access for the smgle family is proposed to also provIde access to a school In the future. The school is not in process at thiS time and a possible TIA IfreqUlred by Yelm would be prepared for 1t5 traffic. ~5/0~/2B00 09 10 2537701473 HEATH&ASSOe,INe PAGE 07 N 35% INeOUND 2:15 VF'H OUTBOUND; I b5 VF'H ft/, ~~@ ~, l' ~ raIf:' 10% -$'f/, ~.@ ~ ~ J' ~ ~ ..p/,; ~"" ~ l' ~ ~ '; b~ ,.J'U S~~ <;t rB- Ol ~~ Q.> me OI5TRlB~ION ~::,~-~r PI:) ~~. HEATH & ASSOCIATES. INC ~ Tnmsportation and Civil Engineering . 05/0b/2000 09 10 2537701473 ~ ...., ..., "'v .'1104. L ....uu li''''~ ""'0 " ' HEATH&ASSOe,INe ~A~!!A~ nua~~ a ~~u PAGE 08 ~OD2 - -.- - ~ -"",,,,- J ~ i ~ .. () '"'-I ..... <;:) ~ ~ ~ l'T\ - \ , .... lCll ~ - . . .. J ~ "^ I,/t -.,. t~ . ,; ~ ~~. ~ ~ ../> rl L.J rl .:. HEATH & ASSOCIATES, INC. Transportation and Civil Engineering L.J n L.J n u n u n BRUNO-YELM RESIDENTIAL SUBDIVISION WITH COMMERCIAL TRAFFIC IMP ACT ANALYSIS u n YELM, WA u n u n u rl u n n LJ n u n LJ LJ rl L.J Prepared for Dan Bruno Hentage Homes POBox 1269 Eatonvllle, W A 98328 n u n u AUGUST 2000 rl u 11 2214 Tacoma Road. Puyallup, WA 98371. (253) 770-1401 · Fax (253) 770-1473 u r, u " LJ II LJ " LJ Ii LJ II L.J '1 u Ii L.J Ii LJ II L.J Ii LJ " LJ n L.J rt u n u II LJ Ii LJ II LJ II L.J BRUNO-YELM RESIDENTIAL SUBDIVISION WITH COMMERCIAL TRAFFIC IMP ACT ANALYSIS TABLE OF CONTENTS 1. IntroductIOn II. Project DescnptIOn. III EXIstmg CondItIons IV Forecasted Traffic Demand V ConclusIOns and MItIgatIOn 3 3 3 9 17 AppendIX LIST OF TABLES 1 2 4 EXIstmg Level of ServIce Tnp GeneratIOn Future Level of ServIce 8 9 17 LIST OF FIGURES 1 2 3 4 5 6 7 8 9 VICInIty Map and Roadway System SIte Plan EXIstmg Peak Hour Volumes Project Traffic - Pnmary Tnps Project Traffic - Pass-By Tnps Project Traffic - Total Tnps PIpelme Traffic 2002 Peak Hour Volumes Without Project 2002 Peak Hour Volumes With Project 4 5 7 11 12 13 14 15 16 2 '1 LJ '1 LJ BRUNO-YELM RESIDENTIAL SUBDIVISION WITH COMMERCIAL TRAFFIC IMP ACT ANAL YSIS '1 LJ '1 LJ I INTRODUCTION '1 u ThIS study serves to mvestIgate traffic Impacts related to the proposed Bruno- Y elm subdIvIsIOn wIth ItS commercIal element. The mam goals of thIS study focus on the assessment of eXIstmg traffic condItIons and mtersectIOn congestIon, forecasts of newly generated project traffic, and estImatIOns of future mtersectIOn delay The first task mcludes the collectIOn of general roadway mformatIOn, road Improvement mformatIon, entenng SIght dIstance data, and peak hour traffic counts Next, a detailed level of servIce analysIs of the eXlstmg volumes IS made to determme the present degree of mtersectIOn congestIOn. Forecasts of future traffic and dIspersIOn patterns on the street system are then determmed usmg establIshed tnp generatIon and dIstributIOn technIques Followmg thIS forecast, the future servIce levels for the key mtersectIOns are mvestIgated. As a final step, appropnate conclusIOns and possible off-SIte mItIgatIOn measures are defined. LJ '1 '1 LJ '1 LJ '1 u II PROJECT DESCRIPTION n '1 The proposed project IS a second phase of a prevIOusly approved resIdentIal subdIvIsIOn compnsed of 61 mdlvIdual housmg umts along WIth a commerclallot for a probable C- Store/Gas StatIOn. Total SIte area IS approxImately 15 6 acres WIth an overall densIty of approxImately 4 umts per acre The SIte IS located on the south SIde ofSR-507, and Just south of SE 104th Avenue m the City ofYelm, W A. Based on management proJectIOns, occupatIOn of thIS development IS antICIpated by 2002 FIgure 1 shows the general SIte locatIOn and SIte plan showmg the overall lot configuratIon and mternal roadway IS shown m FIgure 2 LJ LJ '1 LJ n LJ III EXISTING CONDITIONS n u A. Surroundmg Roadway System LJ Roadways servmg the proposed SIte range from two lane major artenals to two-lane collector roads WhICh vary m WIdth, terram, and posted speeds. These roadways vary m theIr overall functIOn as part of the general network. The key streets near the SIte are described below n n u '1 South First Street IS also the State Route 507 ThIS IS a two lane road, WIth a left turn lane at the mtersectIOn WIth SR-510 The speed lImIt near thIS mtersectIOn IS 25 mph, whIle to the south the speed lImIt IS 55 mph. Shoulders are roughly 5 feet WIde and consIst of asphalt and grass or curb and SIdewalk. LJ n LJ n 3 u 'I LJ " LJ 'I LJ n N u 'I LJ n LJ " LJ 'I LJ n U " LJ ("J LJ " LJ ("J LJ ("J LJ 'I LJ n LJ n LJ 'I LJ ("J LJ ~ HEATH & ASSOCIATES, INC Transportation and Civil Engineering VICINITY MAP AND ROADWAY SYSTEM fiGURE I N r\ >" ..J " u (1 LJ r\ w w r\ w r\ w r\ SITe pLAN u fiGURE 2 u HEATH &: ASSOClJl:\'ES. lNC ."",,,po,,.lion and ceV" En..neonn. " " o r\ " u r-"l LJ r-"l LJ Yelm Avenue IS a two-lane roadway WhICh lIes northeast of the property and runs m a northwesterly-southeasterly dIrectIOn. Lanes are 12 feet wIde, whIle shoulders are roughly 4 feet wIde and composed of asphalt/gravel or curb and sIdewalk. Northwest of the mtersectIOn wIth the S FIrst Street, Y elm Avenue IS also State Route 510, while southeast of the mtersectIOn It IS State Route 507 Other roadways m the area Identified as receIvmg some project traffic areICullens-S-tr?et --r NW and FIrst Street NE ----- -- .J LJ r-"l LJ r-"l r-"l LJ B EXIstmg Peak Hour Volumes r-"l FIeld data for thIS study was collected m February of 2000 The traffic count was taken dunng the evenmg peak penod between the hours of 4 PM and 6 PM. ThIS speCIfic peak penod IS targeted for analysIs purposes smce It generally represents a worst case scenano for resIdential developments wIth respect to traffic condItIOns. ThIS IS pnmanly due to the common 8 AM to 5 PM work schedule and the greater number of recreatIOn and shoppmg tnps assoCiated wIth the early evemng penod. Dnvers often travel home after work at approXImately the same time of day, typIcally between 5 PM and 6 PM, WhICh translates to a natural peak m mtersectIOn and artenal traffic loads. FIgure 3 on the followmg page shows the evemng peak hour count taken at the pnmary mtersectIOn of Y elm Avenue and FIrst Street. Average daily traffic (ADT) volumes for State Routes are aVailable from the Washmgton State Department of TransportatIOn. LJ r-"l LJ r-"l LJ " LJ " LJ C Level of ServIce DescnptIon " Peak hour mformatIOn and geometnc mtersectIOn data collected m the field were used to perform capaCIty computatIOns m accordance WIth the 1997 Highway Capaclty Manual CapaCIty analysIs IS used to determme level of servIce, WhIch IS an establIshed measure of congestIOn for transportatIOn facIlIties. The concept of LOS was pIOneered m the 1950's by the then Bureau of PublIc Roads (now the FHWA) LOS IS defined for a vanety of faCIlIties mcludmg mtersectIOns, freeways, artenals, two-lane hIghways, etc IntersectIOn methodologIes for unsIgnalIzed condItions are described below LJ r-"l LJ r-"l LJ r-"l The methodology for determmmg the LOS at SIgnalIzed mtersectIOns stnves to determme the volume to capaCIty (v/c) ratios for the vanous mtersectIon movements as well as the average stopped delay for those movements. The measure of delay IS generally used to ascertam the degree of dnver dIscomfort, frustratIOn, fuel consumptIOn, and lost time. Stopped delay, m particular, IS defined as the amount of time a vehIcle, on average, spends not m motion (statIOnary) at an mtersectIOn. ASIde from the overall quantity of traffic, key factors WhICh mfluence SIgnalIzed mtersectIOn LOS mclude the type of SIgnal operatIOn, speCIfic phasmg pattern, allocatIOn of green time, and external frIction factors. LJ r-"l LJ ,---, LJ r-"l The methodology for determmmg the LOS at unsIgnalIzed mtersectIOns stnves to determme the potential capaCItIes for the vanous vehIcle movements and ultimately determmes the average total delay for each speCIfic vehIcle movement. Potential Capacity represents the number of addItional vehIcles that could effectively utIlIze a LJ r-"l LJ r-"l 6 LJ CI U CI U CI U CI N L.J CI L.J CI LJ CI LJ n LJ CI LJ CI LJ n L.J CI LJ CI LJ CI L.J CI LJ 'I U 'I U CI U r LJ ~ / /Cl.9 .J ;>"'~ Cl", .JQ"'Cl"A.. ,I" / ";> S q, (/0;> .JCl I ^" aC'-. ";>.9 '9"~ /~ ~I/O .9", HEATH & ASSOCIATES, INC Transportation and Civil Engineering EXISTING PM PEAK HOUR VOLUMES FIGURE 3 n LJ n LJ partIcular movement, WhICh IS essentIally the eqUIvalent of the dIfference between the movement capaCIty and the eXIstmg movement volume Total delay IS described as the elapsed tIme from when a vehIcle stops at the end of a queue untIl the vehIcle departs from the stop lme Average total delay IS SImply the mean total delay over the entIre traffic stream. Several factors mfluence potentIal capaCIty and total delay, rangmg from the aVaIlabIlIty of gaps m the traffic stream, the usefulness of gaps, the pnonty rankmg of movements, bus presence, pedestnan mfluences, and several others LJ n n LJ n The range for mtersectIOn level of servIce IS typIcally regarded as LOS A to LOS F WIth LOS A mdIcatmg low delays/congestIOn and LOS F mdIcates long delays DetaIled descnptIOns of mtersectIOn LOS are gIVen m the HIghway CapaCIty Manual LJ '1 LJ D Level of ServIce Results '1 LJ The results of the level of servIce analYSIS are gIven m Table 1 below These results were determmed through the use of the automated mtersectIOn analYSIS program known as Signal97 ThIS program IS based on Highway CapaCIty Manual analYSIS procedures for SIgnalIzed mtersectIOns Refer to Chapter 9 of the HCM. n LJ n TABLEl EXIstmg Level of ServIce Delays given in seconds per vehicle , LJ LJ Intersection Yelm/FIrst Control SIgnal Approach Southbound Westbound Northbound Eastbound Overall LOS D C C C D Delay 426 344 31 5 33 1 356 n (I LJ n '1 As shown m Table 1, thIS mtersectIOn presently expenences mIld to moderate delays, WIth overall delays at LOS D LJ u E. Pedestnan and BIcycle Traffic (I LJ ObservatIOns for pedestnan and bIcycle actIVIty were made dunng the vehIcle count. Mild non-motonst actIVIty was noted. Non-motonst volumes dId not appear to have much mfluence on vehIcle progreSSIOn. '1 LJ F TranSIt n LJ The nearest tranSIt servIce aVaIlable IS on Y elm Avenue InterCIty Route 94 runs on Yelm Avenue, WIth a stop near the Yelm/FIrst mtersectIOn. No dIrect tranSIt servIce would be prOVIded for the proposed sIte. Only mmor tranSIt usage would be realIzed m the future WIth most project tnps made VIa passenger car No tnp generatIOn reductIOns were made for tranSIt. LJ n n LJ 8 (I u PrelImmary exammatIOns of the proposed accesses onto SR 507 were made to determme whether or not adequate entenng and stoppmg sIght dIstance can be provIded for mbound and outbound project traffic Based on field reVIews, It appears that both accesses have sufficIent aVailable sIght dIstance No obstructIons or honzontal or vertIcal road curvature was noted near the entrances. Tnp generatIOn IS used to determme the magnItude of proJect Impacts on the surroundmg street system. ThIS IS usually denoted by the quantIty or speCIfic number of new tnps that enter and eXIt a project durmg a desIgnated tIme penod, such as a speCIfic peak hour or an entIre day Data presented m thIS report was taken from the InstItute of TransportatIOn Engmeers publIcatIOn, Trip Generation, SIxth edItIon (LUe 210) Table 3 shows the tnp generatIOn values used for thIS study Included are the average weekday daily volume and the AM and PM peak hour generatIOn volumes for the proposed 49 dwellmg umts. (I , U i'""' LJ G SIght DIstance at Accesses {I LJ '""' LJ ,'I LJ IV FUTURE TRAFFIC DEMAND ,'""' A. Tnp GeneratIOn LJ ,--, LJ 'I LJ n LJ TABLE 2 Tnp GeneratIOn Volumes As shown m the table, the reSIdentIal portIOn shows approxImately 25 percent fewer tnps expected for the AM peak hour penod compared to the PM peak. ThIS IS typIcal for reSIdentIal subdIVIsIons where the dIscrepancy m mommg and evemng peak volumes IS somewhat notIceable As IS usually the case, the greater number oftnps generated dunng the PM peak are due to a hIgher number of personal tnps such as recreatIOn and shoppmg. ,--, LJ 61 Units of Time Period Smgle Family Detached Average Weekday Traffic 658 vpd AM Peak Inbound 13 vph AM Peak Outbound 39 vph AM Peak Total 52 vph PM Peak Inbound 44 vph PM Peak Outbound 25 vph PM Peak Total 69 vph ,--, L.J n LJ n LJ n LJ n LJ n Conv Mart with 8 Fuel Posltwns 4341 vpd 69 vph 69 vph 137 vph 77 vph 77 vph 154 vph Total 4999 vpd 82 vph 108 vph 189 vph 121 vph 102 vph 223 vph A sIgnIficant amount of the traffic volume assocIated wIth convemence/gas uses IS m the form of pass-by tnps and dIverted tnps wIth only a portIOn of the project volume defined as pnmary tnps. A pass-by tnp IS defined as a tnp made as an mtermedIate stop on the way to a pnmary destmatIOn. Such a tnp IS attracted from traffic "passmg by" a sIte on an adjacent street WhICh contams dIrect access to the generator A second traffic volume LJ '1 U n LJ '1 9 u ,.... u ,.... LJ element assocIated wIth thIs use but to a lesser degree IS the dIverted tnp whIch IS a vehIcle already on the traffic network whIch decIdes to dIvert to the project SIte from a neIghbonng roadway In both cases the tnp to and from the convemence mart IS m some sense "spur of the moment" and convemence based. u ,.... n TypIcally, to gIve a conservatIve estImate of project Impacts, pass-by tnps should be exammed exclusIvely as they become transparent or not detectable at outlymg mtersectIOns. Such tnps for convemence marts have been found to account for an average of 66 percent of the total peak hour project traffic To gIve a slIghtly conservative estimate oftnp reduction, however, a figure of 60 percent was employed for thIS project. The pass-by reductIOn IS not shown m Table 2 ,.... LJ u ,.... u B Tnp DIstributIOn Pattern ,.... ,.... Tnp dIstributIOn describes the process by whIch project generated tnps are dIspersed on the street network surroundmg the SIte SIte generated tnps are expected to follow the tnp pattern shown m FIgures 4,5, and 6 FIgure 4 shows the pnmary, or destmatIOn- based tnps taken by both the resIdential and commercIal portIOns of thIs project. As shown m the figure, the dIstributIOn IS splIt WIth 20 percent southwesterly, 30 percent southeasterly, 10 percent northeasterly, 5 percent northerly, and 35 percent northwesterly FIgure 5 shows the effect of the pass-by tnps on the project entrances. Smce pass-by tnps are already a part of the eXIstmg traffic patterns, they have no Impact on outlymg mtersectIOns, as shown m the figure The combmed totals of pnmary and pass-by tnps are shown m FIgure 6 u u ,.... u ,.... u ,.... C Peak Hour Volumes With and Without the Project u ,.... CompletIOn of thIS subdIvISIon IS expected by the year 2002, therefore, future traffic volumes for the 2002 honzon year IS targeted and analyzed. Baselme 2002 peak hour volumes WIthout the project were denved by applymg a 2 percent growth rate per year to the eXIstmg volumes of FIgure 4 The turnmg and through movements of FIgure 4 were mcreased by 2 percent over a 2 year penod whIch translates to an overall growth factor of 1 022 = 1 04 The 2 percent growth rate IS based on hIstoncal traffic growth data, the proXImIty of commerCIal areas, and antiCIpated growth patterns. Prame View was added as a pIpelme project. 2002 mtersectIOn volumes WIthout the project are gIven m FIgure 8 (WIth pIpelme tnps mcluded) whIle volumes WIth the project are shown m FIgure 9 ,.... u ,.... u LJ ,.... D Level of ServIce LJ n A level of servIce analYSIS was made of the future peak hour volumes WIth and WIthout project generated tnps added to the pnmary mtersectIOns and entrance nodes. Results for mtersectIOn delay condItIOns were determmed through the use of the Win UNSIG and Signal 97 programs. WinUNSIG IS based on HCM Chapter 10 procedures for unsIgnalIzed mtersectIOns A summary of the analYSIS results IS shown m Table 3 on page 17 u ,.... u ,"'" u 10 n u n LJ n LJ I' LJ II LJ II LJ n LJ n LJ n LJ II LJ n u n LJ n u I' u n u n u n u n u II u II LJ N 35% 5% 10% "'s ,! 0S ~ ~ Jf "'0 "'S ~S .9 s ,; "'S ~ ~ Jf "'S .9 ~6' 6' o O~ d o ,I 0 "0 "4." " 22'S ! @ ,:0 6' ~22 I> 20% INBOUND: 75 vph OUTBOUND: 5(; vph HEATH & ASSOCIATES, INC Transportation and Civil Engineering PROJECT TRAFFIC - PRIMARY TRIPS FIGURE 4 n LJ n u 11 u n N LJ 11 u u "'6' ,; "'6' ~ ~ Jf "'0 "'0 ~ <2 <2 6' o o~ 0 00"::4. .; <.( S I> ~o o I/'..I.ti:---.'o o 1......0 o 11 u n u n n o ,; 0 ~ ~ Jf 0 o ~O o u u n n u n u n LJ n u n u n u n HEATH & ASSOCIATES, INC Transportation and Civil Engineering PROJECT TRAFFIC PASS BY TRIPS FIGURE 5 u n u n u 'l J 'l LJ [I u u N n 'l LJ ,., "'/ ~ s/ ~ , ~ ~ ;t "'s // ~ 0'", "'" o o~ C3 o ,I 0 0'0 "4. IrQ> , ~ tI (0 ",,,,' 1 '0 " ~"'''' /> n LJ ,., u " "'s ~ 0's ~ ~ ;t "'0 "'s ~s .9 n u u " u " u u o u " u n LJ n LJ n HEATH & ASSOCIATES, INC Transportation and Civil Engineering PROJECT TRAFFIC - TOTAL TRIPS FIGURE b u n , 1 U ,., u n u 11 u 11 L.J n N LJ n u u /-5' ~ 0 ~ , ~ ~ Jf 0 2J> ~O o /2 >~ 0 <9 I' 0 / J> "" , J I' {o o ~O o 11 u n u n / J> ~ 0 ~ ~ Jf 0 2J> ~O o u n LJ n n u " u " u 11 LJ 11 u 11 u n HEATH & ASSOCIATES, INC Transportation and Civil Engineering PIFELlNE TRAFFIC LJ FIGURE 7 11 u n u II LJ n U n U n N LJ 'l LJ n u n U n U n LJ II U II U II U n U n u II U 11 LJ n U n U n LJ ~ BERRY VALLEY RD "'0 / :9 .:3 &,,~ c'c >; - / I "., ~ "''' s.:3 J I' ,~" .,.,~I .:3 /., &" HEATH & ASSOCIATES, INC Transportation and Civil Engineering 2002 PM PEAK HOUR VOLUMES WITHOUT PROJECT FIGURf 8 'I u 'I u 'I LJ 'I U N n u 'I "'c& .I 0's ~ ~ ~ ~ .:- "'0 "'",0' ~s & n LJ 'I u n u u n u "'",0' .I s/ !. ~ ~ .:- "s /0'0' ~0' ~ '" c l", u LJ "'0 / & 0' CJc~ &" >:',<" f CJss I 's;/; So ~;0' 0' C / / oJ 'I 'I LJ n u n LJ n LJ n HEATH & ASSOCIATES, INC Transportation and Civil Engineering 2002 PM PEAK HOUR VOLUMES WITH PROJECT u FIGURf 5 'I LJ n LJ The 2002 LOS analysIs both wIth and wIthout the project mdIcate delays of LOS D for the pnmary Yelm Ave/FIrst St mtersectIOn. Project traffic IS expected to add roughly a second to average overall delays at thIS locatIOn. For the proposed entrances, delays of LOS B are expected for the eXItmg movements onto SR-507 Left turns mto eIther entrance are expected to mcur LOS A delays. Left turn lanes are a means of provIdmg a necessary storage area for left turnmg vehIcles at mtersectIOns. For a two-lane or four-lane artenal wIth no left turn storage, delays are often created by vehIcles waItmg to complete the desIred left turn movement. These turnmg vehIcles typIcally block the heaVIer through movement, thereby causmg some dIsruptIOns to traffic flow and subsequent congestIOn. Methods have been developed by vanous agencIes to determme under what CIrcumstances a left turn lane would be needed. For thIS Impact study, procedures from the WSDOT DeSIgn Manual, FIgure 910-8 were used to ascertam storage reqUIrements on SR-507 at both project entrances. The results of thIS assessment mdIcate that a left turn lane is needed at the commercial entrance, but IS apparently not needed at the residential entrance, although It IS close. Due to the vaganes of traffic counts, the volumes may well be suffiCIent to warrant a left turn lane at the reSIdentIal entrance Refer to the appendIx for the nomographs and mput data. The Bruno- Y elm prOj ect proposes to create 61 smgle- famIly resIdentIal lots, as well as a commercIal lot for a convemence mart WIth gas pumps. The SIte IS located just to the southwest of the CIty ofYelm on SR-507 The pnmary artenal dIrectly servmg the SIte IS SR-507, or S FIrst Street, from WhICh dIstributIOn to the road network IS estImated m accordance WIth the tnp aSSIgnment shown on FIgure 4 ThIS project IS expected to see an average of 658 reSIdentIal tnp movements and 4341 convemence mart tnp movements dunng a typIcal weekday However, 60 percent of the convemence mart traffic IS '""\ Ll '""\ LJ TABLE 3 Future 2002 Level of ServIce Delays given in seconds per vehicle '""\ u n IntersectLOn Yelm/FIrst Control SIgnal Geometry Southbound Westbound Northbound Eastbound Overall Westbound Southbound L T Westbound Southbound L T Without ProTect LOS Delay D 480 D 398 C 325 D 356 D 397 u '1 Ll n Stop 507/Res Ent LJ 507/Conv Ent Stop n u '""\ u n u E. Left Turn Lane Warrants n u n u '1 Lj n u n u n V CONCLUSIONS AND MITIGATION u n LJ n u n u n 17 LJ With Pro1ect LOS Delay D 487 D 406 C 333 D 375 D 406 B 10.2 A 80 B 107 A 79 rl u rl u expected to be pass-by m nature, wIth no Impact to outlymg mtersectIOns An estimated 52 vehIcle tnps are assocIated wIth the AM peak hour and 69 tnps wIth the PM peak hour for the resIdential portIOn. Estimates for the convemence mart are at 189 and 223 tnps for the AM and PM peak hour, respectIvely, before pass-by reductIOns are made. u rl rl fl The area IS charactenzed WIth moderately traveled roads and mIldly congested mtersectIons. As noted m Table 1, current delays at Ye1m A venuelFIrst Street are at LOS C to LOS D 2002 traffic volumes at the mtersectIons were also determmed and analyzed, WIthout and WIth project traffic mcluded. Table 3 notes that the Ye1m/FIrst mtersectIon IS still expected to see LOS C to LOS D delays WIth eIther scenano Entrance delays should be low u II u LJ SIght dIstance at the project entrances appears to be adequate, based on a 55 mph speed lImIt. Usmg WSDOT FIgure 910-8 analYSIS, left turn storage IS needed at the commercIal entrance The resIdential entrance appears to be Just under the threshold for left turn storage reqUIrements V olume counts are qUIte vanab1e, and there may well be suffiCIent volumes on SR-507 to warrant left turn storage at the resIdential access rl u rl u rl Based on the above, recommended mItIgatIOn IS constructIOn of a two-way left-turn lane (TWL TL), bUIlt to WSDOT standards, to serve both the commercIal access and the resIdentIal access, WIth 30 ill (984ft) of storage for the resIdentIal access. If the commercIal plot IS to remam fallow or bUIlt later, then the TWL TL should be constructed only for the resIdentIal portIOn, then extended to the commercIal plot when that bUI1dmg permIt IS applIed for rl u u rl No other mItigatIOns are IdentIfied. u rl u rl u rl u rl u rl u rl u rl u II 18 LJ " u ,.., u ,.., u ,.., LJ ,.., n BRUNO- YELM RESIDENTIAL SUBDIVISION WITH COMMERCIAL TRAFFIC IMP ACT ANAL YSIS u u APPENDIX ,.., u ,.., u ,.., u " u ,.., u ,.., u ,.., u ,.., u ,.., LJ " u " u " LJ 'I 19 LJ " LJ n LJ LEVEL OF SERVICE " LJ The followmg are excerpts from the 1994 Highway Capacity Manual - TransportatIOn Research Board Specral Report 209, as well as the 1997 Update to the HCM n u The concept of levels of servIce uses qualItatIve measures that charactenze operatIOnal condItIons wIthm a traffic stream and theIr perceptIOn by motonsts and passengers. The descnptIOns of mdIvIduallevels of servIce charactenze these condItIOns m terms of such factors as speed and travel tIme, freedom to maneuver, traffic mterruptIOns, and comfort and convemence u 11 " u SIX levels of servIce are defined for each facIlIty for whIch analYSIS procedures are avaIlable They are gIven letter desIgnatIOns, from A to F, wIth LOS A representmg the best operatmg condItIOns and LOS F the worst. Each level of servIce represents a range of operatmg condItIOns n u " Level-of-ServIce defimtIOns LJ " The followmg defimtIOns generally define the vanous levels of servIce for artenals u u Level of service A represents pnmanly free-flow operatIOns at average travel speeds, usually about 90 percent of the free-flow speed for the artenal claSSIficatIOn. VehIcles are seldom Impeded m theIr abIlIty to maneuver m the traffic stream. Delay at SIgnalIzed mtersectIOns IS mImmal. " " u Level of service B represents reasonably ummpeded operatIOns at average travel speeds, usually about 70 percent of the free-flow speed for the artenal claSSIficatIOn. The abIlIty to maneuver m the traffic stream IS only slIghtly restncted and delays are not bothersome " LJ '1 Level of service C represents stable operatIons, however, abIlIty to maneuver and change lanes m mIdblock locatIOns may be more restncted than m LOS B, and longer queues, adverse SIgnal coordmatlOn, or both may contribute to lower average travel speeds of about 50 percent of the average free-flow speed for the artenal claSSIficatIOn. LJ " u Level of service D borders on a range m whIch small mcreases m flow may cause substantIal mcreases m approach delay and hence decreases m artenal speed. LOS D may be due to adverse SIgnal progreSSIOn, mappropnate SIgnal tImmg, hIgh volumes, or some combmatIOn of these Average travel speeds are about 40 percent of free-flow speed. '1 u n u Level of servIce E IS charactenzed by sIgmficant delays and average travel speeds of one- thIrd the free-flow speed or less. Such operatIOns are caused by some combmatIOn of adverse progreSSIOn, hIgh SIgnal denSIty, hIgh volumes, extenSIve delays at cntIcal mtersectIOns, and mappropnate SIgnal tImmg. n u '1 u '1 20 u (I u (I u Level of service F charactenzes artenal flow at extremely low speeds, from less than one- thud to one-quarter of the free-flow speed. IntersectIOn congestIon IS likely at cntIcal sIgnalIzed locatIOns, wIth long delays and extensIve queuIng. n u LJ These defimtIOns are general and conceptual In nature, and they apply pnmanly to umnterrupted flow Levels of servIce for Interrupted flow facIlItIes vary WIdely In terms of both the user's perceptIOn of servIce qualIty and the operatIOnal vanables used to describe them. n (I u II For each type of facIlIty, levels of servIce are defined based on one or more operatIOnal parameters that best describe operatIng qualIty for the subject facIlIty type WhIle the concept oflevel of servIce attempts to address a WIde range of operatIng condItIOns, lImItatIOns on data collectIOn and avaIlabIlIty make It ImpractIcal to treat the full range of operatIOnal parameters for every type of faCIlIty The parameters selected to define levels of servIce for each faCIlIty type are called "measures of effectIveness" or "MOE's", and represent aVaIlable measures that best describe the qualIty of operatIOn on the subject faCIlIty type. u (I u (I u Each level of servIce represents a range of condItIons, as defined by a range In the parameters gIVen. Thus, a level of servIce IS not a dIscrete condItIon, but rather a range of condItIOns for WhICh boundanes are establIshed. (I u n The followmg tables describe levels of servIce for sIgnalIzed and unsIgnalIzed mtersectIOns. Level of servIce for sIgnalIzed mtersectIOns IS defined m terms of delay Delay IS a measure of dnver dIscomfort, frustratIOn, fuel consumptIon and lost travel tIme SpecIfically, level-of-servIce cntena are stated m terms of the average stopped delay per vehIcle for a 15-mmute analysIs penod. Level of servIce for unsIgnalIzed mtersectIOns IS measured m terms of potentIal capacIty and average total delay of the lane m questIOn. " u LJ (I LJ Signalzzed Intersections - Level of Service (I (I Level of ServIce A B C D E F Stopped Delay per VehIcle (sec) ~10 > 10 and ~20 > 20 and ~35 > 35 and ~55 > 55 and ~80 >80 LJ u (I u (I u (I LJ (I u (I 21 u ,..--, LJ ,..--, LJ Unslgnalized Intersections - Level of Servlce " u Level of ServIce A B C D E F Average Total Delay per VehIcle (sec) ~10 > 10 and ~ 15 > 15 and ~25 > 25 and ~35 > 35 and ~50 >50 ,.., , u " l.J ,.., LJ ,..--, As described m the 1997 Highway CapacIty Manual, level of servIce breakpomts for all- way stop controlled (A WSC) mtersectlOns are somewhat dIfferent than the cntena used for sIgnalIzed mtersectIons The pnmary reason for thIS dIfference IS that dnvers expect dIfferent levels of performance from dIfferent kmds oftransportatlOn facIlItIes The expectatIon IS that a SIgnalIzed mtersectlOn IS desIgned to carry hIgher traffic volumes than an A WSC mtersectlOn. Thus a hIgher level of control delay IS acceptable at a SIgnalIzed mtersectlOn for the same level of servIce LJ " u ,..--, LJ A WSC IntersectlOns - Level of Service ,..--, " Level of ServIce A B C D E F Average Total Delay per VehIcle (sec) ~10 > 10 and ~15 > 15 and ~25 > 25 and ~35 > 35 and ~50 >50 u LJ .----, u ~ u ,..--, u ,..--, u ,.., LJ 'I u ., u 'I 22 u BRUNO-YELM Summary of Trlp Generation Calculation For 61 Dwelllng Units of Slngle Famlly Detached Housing August 02, 2000 n u n u n u n I U n u Avg Weekday 2-Way Volume 7-9 AM Peak Hour Enter 7-9 AM Peak Hour EXlt 7-9 AM Peak Hour Total 4-6 PM Peak Hour Enter 4-6 PM Peak Hour Exit 4-6 PM Peak Hour Total AM Pk Hr, Generator, Enter AM Pk Hr, Generator, EXlt AM Pk Hr, Generator, Total PM Pk Hr, Generator, Enter PM Pk Hr, Generator, EXlt PM Pk Hr, Generator, Total Saturday 2-Way Volume Saturday Peak Hour Enter Saturday Peak Hour Exit Saturday Peak Hour Total Sunday 2-Way Volume Sunday Peak Hour Enter Sunday Peak Hour Exit Sunday Peak Hour Total n u n LJ n LJ n u n u n u n u Average Rate Standard Deviation Adjustment Factor 10 78 o 21 o 64 o 86 o 72 o 41 1 13 o 23 o 68 o 90 o 74 o 41 1 15 10 58 o 58 o 49 1 07 8 64 o 61 o 54 1 15 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 o 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 n Note A zero indicates no data available The above rates were calculated from these equatlons u n 24-Hr 2-Way Volume 7-9 AM Peak Hr Total LN (T) T = R^2 = LN(T) R^2 T = R^2 LN (T) R^2 = LN(T) T T = T = R^2 u n 4-6 PM Peak Hr Total u AM Gen Pk Hr Total n u PM Gen Pk Hr Total n Sat Sat Sun Sun Volume Total Volume Total u 2-Way Pk Hr 2-Way Pk Hr n LJ 92LN(X) + 2 707, R^2 7(X) + 9 477 o 89, 0 25 Enter, .901LN(X) + 527 o 91, 0 64 Enter, 0 36 704(X) + 12 09 o 89, 0 25 Enter, 887LN(X) + 605 o 91, 0 64 En t e r , 0 3 6 956LN(X) + 2 54, R^2 886(X) + 11 065 8 832(X) + -11 604, R^2 756(X) + 23 815 o 86 0 53 Enter, 0 47 o 75 o 75 n Source Institute of Transportation Engineers Trip Generation, 6th Edition, 1997 LJ Drlveway Volume o 96 Exit EXlt EXlt Exit o 92 o 94 Exit 658 13 39 52 44 25 69 14 41 55 45 25 70 645 35 30 65 527 37 33 70 " u " u " u " u " u n u " u " u " u " u " u " u " u " u " u " u " u " u " LJ Summary of Trlp Generatlon Calculatlon For 8 Vehlcle Fueling Posltlons of Convenlence Market wlth Gasollne Pumps July 11, 2000 Average Rate Standard Devlatlon AdJustment Factor Drlveway Volume Avg Weekday 2-Way Volume 542 60 113 52 1 00 4341 7-9 AM Peak Hour Enter 8 59 0 00 1 00 69 7-9 AM Peak Hour EXlt 8 59 0 00 1 00 69 7-9 AM Peak Hour Total 17 17 11 32 1 00 137 4-6 PM Peak Hour Enter 9 61 0 00 1 00 77 4-6 PM Peak Hour Exit 9 61 0 00 1 00 77 4-6 PM Peak Hour Total 19 22 12 02 1 00 154 AM pk Hr, Generator, Enter 8 52 0 00 1 00 68 AM Pk Hr, Generator, EXlt 8 52 0 00 1 00 68 AM Pk Hr, Generator, Total 17 03 11 39 1 00 136 PM Pk Hr, Generator, Enter 9 99 0 00 1 00 80 PM Pk Hr, Generator, Exit 9 99 0 00 1 00 80 PM Pk Hr, Generator, Total 19 98 12 23 1 00 160 Saturday 2-Way Volume 204 47 88 93 1 00 1636 Saturday Peak Hour Enter 5 29 0 00 1 00 42 Saturday Peak Hour Exit 4 88 0 00 1 00 39 Saturday Peak Hour Total 10 17 0 00 1 00 81 Sunday 2-Way Volume 166 88 70 19 1 00 1335 Sunday Peak Hour Enter 0 00 0 00 1 00 0 Sunday Peak Hour Exit 0" 00 0 00 1 00 0 Sunday Peak Hour Total 0 00 0 00 1 00 0 Note A zero lndicates no data available Source Institute of Transportation Engineers Trip Generation, 6th Edition, 1997 TRIP GENERATION BY MICROTRANS ,. A-&~ $ ,\, :&TE. ~9 ~~~ c)....) ~~ ~ A-~ s e'-'( 1\1-11~ 0/0 ~ ~CO~Q (~~~~&) - r--! u r--! u r--! u r--! u (I LJ n LJ r--! u r--! u r--! u r--! u r--! u r--! u r--! u n u n u r--! u n u r--! u n u Heath & Associates Inc Transportation Division 2214 Tacoma Road File Name 1629b Puyallup, WA 98371 Site Code 00001629 Start Date 02/14/2000 Page No 1 Start Time Left Left Left Int. Total Factor 1.0 1.0 1.0 04'00 PM 28 23 28 420 04 15 PM 39 26 44 446 04.30 PM 42 24 40 469 04 45 PM 34 32 47 456 Total 143 105 159 1791 05 00 PM 60 20 32 26 117 28 25 11 11 8 77 41 456 05 15 PM 46 21 31 15 134 35 15 5 6 8 71 36 423 05 30 PM 27 9 21 17 124 29 18 13 8 4 101 35 406 05 45 PM 28 10 30 28 132 29 18 7 9 8 75 25 399 Total 161 60 114 86 507 121 76 36 34 28 324 137 1684 Grand Total 318 138 2571 187 993 2261 165 82 681 53 692 2961 3475 Apprch % 446 194 36.0 13.3 706 16.1 52.4 26.0 216 5.1 66.5 28.4 Total % 9.2 40 74 54 28.6 6.5 47 2.4 2.0 1.5 199 8.5 FIRST STREET ~ In ~ ~ 78 I ~181 3 ~571 'ht Tr Left 4 i <0 ~-.1 --' North ~ i r I I.~~~: 7:: ?~~, Out In Total ,., u ,., u ,., u ,., LJ n u ,., LJ n u ,., u f"I LJ f"I u ,., u f"I u ,., LJ 11 LJ f"I u f"I u 11 u ,., LJ n u Heath & Associates Inc Transportation Division 2214 Tacoma Road Puyallup, WA 98371 File Name Site Code Start Date Page No 1629b 00001629 02/14/2000 2 App. App. Right App Int. Total Total Total Total 479 110 696 92 42 38 172 30 338 172 540 1827 68.8 158 53.5 244 22.1 5.6 62.6 319 125 24 175 23 10 11 44 6 91 40 137 469 0.974 47 141 0957 -< m r ;;:: )> < m Start Time Right ;~iai Right Peak Hour From 04'00 PM to 05 45 PM - Peak 1 of 1 Intersection 04 15 PM Volume 189 83 147 419 107 Percent 45.1 198 351 154 0430 49 22 42 113 26 Volume Peak Factor High Int. 04 30 PM 04 45 PM Volume 49 22 42 113 26 120 Peak Factor 0.927 05'00 PM 32 178 25 11 0978 04 45 PM 11 47 7 87 0.915 FIRST STREET CfuJ In ~ 1 ;89~ ;471 :Tht Tr LC T North .l T r I I ,:~': '"~:: ?~'I Out In T olal r--I u r--I BRUNO-YELM YELM AVENUE & FIRST STREET EXISTING PM PEAK HOUR VOLUMES 08/07/00 15:56:07 u r--I SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Input Worksheet u n Intersection # 0 - 189 83 147 II 0.0 12.0 12.0 II 0 1 1 II ------------- 1 \ Area Location Type: NONCBD r--I u Key: VOLUMES -- > I WIDTHS v LANES u \ 107 12.0 1 n 479 12.0 1 11\ I North I u ------------------- ------------------- 30 0.0 0 \ + \ II 38 42 II 12.0 12.0 II 1 1 II 1 110 12.0 1 172 12.0 1 1 ------------------- ------------------- 'I U 338 12.0 1 1 u 92 0.0 o Phasing: SEQUENCE PERMSV N OVERLP N LEAD LAG 44 N N N N N N LD LD r--I r--I u r--I Appr Grade % Heavy Veh. Adj.Pkg Bus Pk.Hr.Factor Conf.Ped Actuated Arr.Type -------------- ------- -------------- -------- -------- -------- % RT TH LT Loc Nm Nb RT TH LT peds/hr RT TH LT RT TH LT -------------- ------- -------------- -------- -------- -------- SB 0.0 2.0 2.0 2.0 NO 0 0 0.92 0.92 0.92 0- Y Y Y 3 3 3 WB 0.0 2.0 2.0 2.0 NO 0 0 0.96 0.96 0.96 0- Y Y Y 3 3 3 NB 0.0 2.0 2.0 2.0 NO 0 0 0.93 0.93 0.93 0- Y Y Y 3 3 3 EB 0.0 2.0 2.0 2.0 NO 0 0 0.98 0.98 0.98 0- Y Y Y 3 3 3 -------------- ------- -------------- -------- -------- -------- n u LJ r--I u ------------------------------------------------------------------------- r--I Sq 44 **1** Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 Phase 6 ------------------------------------------------------------------------- u **** I I ~+++I 1++++> I+++~ ^ 1 \ * * *> * * * * u r--I North I <+ + + + +>1 : : I ++++ <**** I I I r--I v u 1 ------------------------------------------------------------------------- I G/C=0.133 G= 12.0" Y+R= 4.0" OFF= 0.0% G/C=0.218 G= 19.7" Y+R= 4.0" OFF=17.8% G/C=0.144 G= 12.9" Y+R= 4.0" OFF=44.1% G/C=0.327 G= 29.4" Y+R= 4.0" OFF=62.9% G/c=O.OOO G= 0.0" Y+R= 0.0" OFF= 0.0% G/C=O.OOO G= 0.0" Y+R= 0.0" OFF= 0.0% r--I u ------------------------------------------------------------------------- r--I C= 90 see G= 74.0 see = 82.2% Y=16.0 see = 17.8% ped= 0.0 see = 0.0% u r--I u n u " LJ " L.J " BRUNO-YELM YELM AVENUE & FIRST STREET EXISTING PM PEAK HOUR VOLUMES 08/07/00 15:56:07 u SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Volume Adjustment Worksheet " LJ II u II u " L.J (I u " L.J II LJ " u " u " u " u II u " u " u II u " u Appr Mvt -Mvt Vol vph PHF Flow Rate vph Lane Group Adj Flow vph Prop.of LT RT ============================================== SB-RT SB-TH SB-LT 170 0.92 83 0.92 147 0.92 185 90 160 TH+RT LT o 0.00 0.00 275 0.00 0.67 160 1.00 0.00 ---------------------------------------------- WB-RT WB-TH WB-LT 107 0.96 479 0.96 110 0.96 111 499 115 RT TH LT 111 0.00 1.00 499 0.00 0.00 115 1.00 0.00 ---------------------------------------------- NB-RT NB-TH NB-LT 83 0.93 42 0.93 38 0.93 89 45 41 TH+RT LT o 0.00 0.00 134 0.00 0.66 41 1.00 0.00 ---------------------------------------------- EB-RT EB-TH EB-LT 30 0.98 338 0.98 172 0.98 31 345 176 TH+RT LT o 0.00 0.00 376 0.00 0.08 176 1.00 0.00 ---------------------------------------------- SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Saturation Flow Adjustment Worksheet Ap pr ch Lane Group Mvmts # Adjustment Factors Ideal L ------------------------------------------------------- Satfl n Lane Heavy Bus Ar Lane Right Left Adj pcphg - Width Vehs Grade Parkg Block Loc Util Turn Turn Fact Adj Sat- flow vphg SB- SB- ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.899 1.000 1.00 1675 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ------------------------------------------------------------------------------- WB- WB- WB- RT TH LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.850 1.000 1.00 1583 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 1.000 1.00 1863 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ------------------------------------------------------------------------------- NB- NB- TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.900 1.000 1.00 1677 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ------------------------------------------------------------------------------- EB- EB- TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.988 1.000 1.00 1840 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ------------------------------------------------------------------------------- ----, LJ n u n u n u n u n LJ n u BRUNO-YELM YELM AVENUE & FIRST STREET EXISTING PM PEAK HOUR VOLUMES 08/07/00 15:56:07 SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Capacity Analysis Worksheet Ap Lane LT Adj Adj Flow Green Lane V/C Crit pr Group Phase Flow Satfl Ratio Ratio Group Ratio Lane ch Mvts Type Rate Rate vis g/C Capac v/c Grp vph vphg vph ------------------------------------------------------------------ ------------------------------------------------------------------ SB- SB- TH+RT LT Pri. 275 160 1675 1770 0.164 0.218 0.090 0.133 366 0.751 236 0.678 * * ------------------------------------------------------------------ WB- RT 111 1583 0.070 0.327 517 0.215 WB- TH 499 1863 0.268 0.327 608 0.821 * WB- LT pri. 115 1770 0.065 0.144 254 0.453 ------------------------------------------------------------------ NB- TH+RT 134 1677 0.080 0.218 366 0.366 NB- LT Pri. 41 1770 0.023 0.133 236 0.174 u n ------------------------------------------------------------------ * (\ LJ n LJ n u n u (\ u n LJ n u n LJ n u n LJ n u EB- EB- TH+RT LT Pri. 376 176 1840 1770 0.204 0.327 0.099 0.144 601 0.626 254 0.693 ------------------------------------------------------------------ Cycle Length, C 90 sec Lost Time Per Cycle, L 16.0 sec Yc = Sum crit(v/s) 0.622 Xc = Yc x C/(C-L) 0.756 SIGNAL97/TEAPAC[Ver 1.02.12] ..:. HCM Level-of-Service Worksheet Ap Lane Vol Green Unif progr Lane Calib Incr Lane Lan pr Group Ratio Ratio Delay Fact Group Term Delay Group Grp Appr Appr ch Mvts v/c g/C d1 PF Capac k d2 Delay LOS Delay LOS sec/v vph sec/v sec/v sec/v ============================================================================== SB- SB- TH+RT 0.751 LT 0.678 .218 32.9 1.00 .133 37.2 1.00 366 0.306 236 0.249 8.46 7.59 41.3 44.7 D+ D+ ______________________________________________________------------> 42.6 WB- RT 0.215 .327 21.9 1.00 517 0.110 0.21 22.2 C+ WB- TH 0.821 .327 27.9 1.00 608 0.360 8.80 36.7 D+ WB- LT 0.453 .144 35.3 1.00 254 0.110 1.28 36.6 D+ ______________________________________________________------------> 34.4 NB- TH+RT 0.366 .218 29.9 1.00 366 0.110 0.62 30.5 C NB- LT 0.174 .133 34.6 1.00 236 0.110 0.35 34.9 C ______________________________________________________------------> 31.5 EB- TH+RT 0.626 .327 25.6 1.00 601 0.208 2.06 27.7 C EB- LT 0.693 .144 36.6 1.00 254 0.260 7.88 44.5 D+ D+ C C ------------------------------------------------------------------> Cycle= 90" Duration=0.25 hours Int Total 0.643 ================================================> 33.1 C ----------- ----------- 35.6 D+ ,., u n u n u ,., u ,., u ,., u ,., u ,., u ,., u ,., u n u ,., u ,., LJ ,., u n u n u ,., BRUNO-YELM YELM AVENUE & FIRST STREET EXISTING PM PEAK HOUR VOLUMES 08/07/00 15:56:07 SIGNAL97/TEAPAC[Ver 1.02.12] - Evaluation of Intersection Performance Sq 44 **/** Phase 1 ------------------------------------------------ Phase 2 1 Phase 3 I Phase 4 ------------------------------------------------ I 1 I I <* * 1 1 I v 1 ++++1 I **** v I <+ + +> ++++> + I + + 1++++ + + + 1 v ------------------------------------------------ I I 1 1 * * /1\ I I North 1 *> * * :+++1 <****1 I I I G/C=O .133 G= 12.0" Y+R= 4.0" OFF= 0.0% * * G/C=0.218 G= 19.7" Y+R= 4.0" OFF=17.8% G/C=0.144 G= 12.9" Y+R= 4.0" OFF=44.1% G/C=0.327 G= 29.4" Y+R= 4.0" OFF=62.9% C= 90 sec ------------------------------------------------- G= 74.0 sec = 82.2% Y=16.0 sec = 17.8% Ped= 0.0 sec = 0 0% Max Que:veh Max Que: ft MVMT TOTALS SB Approach WB Approach NB Approach EB Approach Int Param:Units RT TH LT RT TH LT RT TH LT RT TH LT Total ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- AdjVol: vph 185 90 160 111 499 115 89 45 41 31 345 176 1887 Wid/Ln:ft/# 0/0 12/1 12/1 12/1 12/1 12/1 0/0 12/1 12/1 0/0 12/1 12/1 g/C Rqd@C:% 0 24 18 16 33 16 0 17 13 0 28 18 g/C Used: % 0 22 13 33 33 14 0 22 13 0 33 14 SV @E: vph 0 364 222 517 608 241 0 364 222 0 601 241 3380 ----------- -------------- -------------- -------------- -------------- Svc Lvl:LOS D+ D+ C+ D+ D+ C C C D+ D+ Deg Sat:v/c 0.00 0.75 0.68 0.22 0.82 0.45 0.00 0.37 0.17 0.00 0.63 0.69 0.64 Avg Del:s/v 0.0 41.1 45.0 22.8 36.1 37.8 0.0 31.5 35.7 0.0 28.3 44.6 35 8 Tot Del:min 0 47 30 11 75 18 0 18 6 0 44 33 282 # Stops:veh 0 64 38 20 115 26 0 28 9 0 80 42 422 ----------- -------------- -------------- -------------- -------------- Max Que:veh 0 11 7 4 17 5 0 5 2 0 13 8 72 Max Que: ft 0 272 175 95 425 125 0 132 45 0 320 191 425 ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- ----------- ----------- SB Approach WB Approach NB Approach Int Total APPR TOTALS Param:Units EB Approach AdjVol: vph ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- 435 725 175 1887 Svc Lvl:LOS Deg Sat:v/c Avg Del:s/v Tot Del:min # Stops:veh 552 D+ 0.72 42.5 77 102 C 0.67 34.3 104 161 C 0.32 32.5 24 37 D+ 0.64 35.8 282 422 C 0.65 33.5 77 122 ,., u ----------- -------------- -------------- -------------- -------------- 18 272 26 425 7 132 72 425 u '1 u 21 320 -------------- -------------- -------------- -------------- -------------- -------------- -------------- -------------- ----- ----- r--, u n BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITHOUT PROJECT u n 08/07/00 16:00:44 Intersection # o - SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Input Worksheet Appr Grade % Heavy Veh. Adj.Pkg Bus Pk.Hr.Factor Coni.Ped Actuated Arr.Type -------------- ------- -------------- -------- -------- -------- % RT TH LT Loc Nm Nb RT TH LT peds/hr RT TH LT RT TH LT -------------- ------- -------------- -------- -------- -------- SB 0.0 2.0 2.0 2.0 NO 0 0 0.92 0.92 0.92 0- Y Y Y 3 3 3 WB 0.0 2.0 2.0 2.0 NO 0 0 0.96 0.96 0.96 0- Y Y Y 3 3 3 NB 0.0 2.0 2.0 2.0 NO 0 0 0.93 0.93 0.93 0- Y Y Y 3 3 3 EB 0.0 2.0 2.0 2.0 NO 0 0 0.98 0.98 0.98 0- Y Y Y 3 3 3 -------------- ------- -------------- -------- -------- -------- u n u I 153 I 12.0 II 1 II \ + \ II II 63 44 12.0 12.0 " 1 1 n 209 0.0 o 86 12.0 1 u ------------- 1 r--, u ------------------- ------------------- 186 12.0 1 1 n 371 12.0 1 u 44 0.0 0 \ n u n u n u n u n u Area Location Type: NONCBD Key: VOLUMES -- > I WIDTHS v LANES \ III 12.0 1 533 12.0 1 1/\ I North I 1 114 12.0 1 ------------------- ------------------- 1 96 0.0 o Phasing: SEQUENCE PERMSV N OVERLP N LEAD LAG 44 N N N N N N LD LD r--, Sq 44 **1** Phase 3 ------------------------------------------------------------------------- Phase 6 Phase 1 Phase 2 Phase 4 Phase 5 ------------------------------------------------------------------------- u I I I I I I I I G/C=0.128 I G= 11.5" Y+R= 4.0" I OFF= 0.0% G/C=0.143 G= 12.8" Y+R= 4.0" OFF=43.6% * * * * * * n 11\ I I North I + +> : : I *> <* * A v ++++ v A **** u <+ + n + u G/C=0.219 G= 19.7" Y+R= 4.0" OFF=17.2% n u ++++> ++++ v :+++1 <****1 I I I I I GIC=0.333 G= 30.0" Y+R= 4.0" OFF=62.3% Glc=o.ooO G= 0.0" Y+R= 0.0" OFF= 0.0% GlC=O.OOO G= 0.0" Y+R= 0.0" OFF= 0.0% c= 90 see ------------------------------------------------------------------------- n G= 74.0 see = 82.2% Y=16.0 see = 17.8% Ped= 0.0 see = 0.0% u n LJ n LJ ,.-, u 08/07/00 16:00:44 n BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITHOUT PROJECT u ,.-, u SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Volume Adjustment Worksheet Prop.of LT RT Adj Flow vph Flow Rate vph Lane Group n Appr Mvt -Mvt Vol vph PHF LJ ============================================== f1 U o 0.00 0.00 300 0.00 0.69 166 1.00 0.00 207 93 166 190 0.92 86 0.92 153 0.92 SB-RT SB-TH SB-LT TH+RT LT n ---------------------------------------------- 116 0.00 1.00 555 0.00 0.00 119 1.00 0.00 116 555 119 RT TH LT 111 0.96 533 0.96 114 0.96 WB-RT WB-TH WB-LT u n ---------------------------------------------- o 0.00 0.00 141 0.00 0.67 68 1.00 0.00 94 47 68 87 0.93 44 0.93 63 0.93 NB-RT NB-TH NB-LT L.J TH+RT LT n ---------------------------------------------- o 0.00 0.00 424 0.00 0.11 190 1.00 0.00 LJ 45 379 190 44 0.98 371 0.98 186 0.98 EB-RT EB-TH EB-LT TH+RT LT n ---------------------------------------------- L.J ,.-, SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Saturation Flow Adjustment Worksheet u Adj Sat- flow vphg # Adjustment Factors Ideal L ------------------------------------------------------- Satfl n Lane Heavy Bus Ar Lane Right Left Adj pcphg - Width Vehs Grade Parkg Block Loc Util Turn Turn Fact Lane Group Mvmts Ap pr ch n u ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- n TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.896 1.000 1 00 1670 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1 00 1770 SB- SB- LJ ------------------------------------------------------------------------------- 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.850 1.000 1.00 1583 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 1.000 1.00 1863 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 RT TH LT WB- WB- WB- ,.-, u ------------------------------------------------------------------------------- TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.900 1.000 1.00 1676 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ,.-, NB- NB- u ------------------------------------------------------------------------------- TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.984 1.000 1 00 1833 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 EB- EB- ,.-, u ------------------------------------------------------------------------------- n u ,.-, u ,"" L.J Il LJ n u n I U n u '1 I LJ n I LJ n I U n u BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITHOUT PROJECT 08/07/00 16:00:44 SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Capaeity Analysis Worksheet Ap Lane LT Adj Adj Flow Green Lane V/C Crit pr Group Phase Flow Satfl Ratio Ratio Group Ratio Lane eh Mvts Type Rate Rate v/s g/C Capae v/e Grp vph vphg vph SB- SB- ------------------------------------------------------------------ ------------------------------------------------------------------ * * TH+RT LT Pri. 300 166 1670 1770 0.180 0.094 0.219 0.128 366 226 0.820 0.735 RT TH LT Pri. 116 555 119 1583 1863 1770 1676 1770 0.073 0.298 0.067 0.333 0.333 0.143 ------------------------------------------------------------------ EB- EB- TH+RT LT pri. 141 68 1833 1770 0.084 0.038 0.219 0.128 527 620 252 0.220 0.895 0.472 WB- WB- WB- * NB- NB- ------------------------------------------------------------------ 367 226 0.384 0.301 u n ------------------------------------------------__________________ * n u II u II u n u n LJ n LJ n u n u II u II u n u TH+RT LT Pri. 424 190 0.231 0.107 0.333 0.143 610 252 0.695 0.754 TH+RT 0.820 LT 0.735 .219 .128 Cycle Length, C 90 see Lost Time Per Cyele, L 16.0 see ------------------------------------------------------------------ Ye = Sum erit(v/s) 0.679 Xe = Ye x C/(C-L) 0.826 SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Level-of-Service Worksheet Ap Lane Vol Green Unif Progr Lane Calib Iner Lane Lan pr Group Ratio Ratio Delay Fact Group Term Delay Group Grp Appr Appr ch Mvts v/e g/C dl PF Capae k d2 Delay LOS Delay LOS sec/v vph see/v see/v see/v SB- SB- ------------------------------------------------------------------------------ ------------------------------------------------------------------------------ D D ------------------------------------------------------------------> 48.0 WB- RT 0.220 .333 21.6 1.00 527 0.110 0.21 21.8 C+ WB- TH 0.895 .333 28.5 1.00 620 0.418 15.59 44.1 D+ WB- LT 0.472 .143 35.5 1.00 252 0.110 1.40 36.9 D+ ------------------------------------------------------------------> 39.8 NB- TH+RT 0.384 .219 30.0 1.00 367 0.110 0.67 30.6 C NB- LT 0.301 .128 35.6 1.00 226 0.110 0.75 36.4 D+ ------------------------------------------------------------------> 32.5 EB- TH+RT 0.695 .333 26.1 1.00 610 0.262 3.44 29.5 C EB- LT 0.754 .143 37.1 1.00 252 0.308 12.15 49.2 D 33.4 37.8 1. 00 1.00 366 0.359 226 0.293 13.74 11. 75 47.2 49.5 D D+ C 35.6 D+ ------------------------------------------------------------------> Cycle= 90" Duration=0.25 hours Int Total 0.702 ================================================> ----------- ----------- 39.7 D+ " LJ " u n LJ " LJ n u n u " LJ n LJ n LJ (I LJ " LJ n u n LJ n L.J " LJ; fl Li r, LJ 'I I , LJ " LI BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITHOUT PROJECT 08/07/00 16:00:44 SIGNAL97/TEAPAC[Ver 1.02.12] - Evaluation of Intersection Performance ------------------------------------------------- Sq 44 **/** I 1 ++++1 <****1 I I 1 1 ------------------------------------------------- 1 G/C=0.128 I G/C=0.219 1 G/C=0.143 1 G/C=0.333 I I G= 11.5" 1 G= 19.7" I G= 12.8" G= 30.0" I Y+R= 4.0" Y+R= 4.0" Y+R= 4.0" 1 Y+R= 4.0" 1 I OFF= 0.0% 1 OFF=17.2% I OFF=43.6% 1 OFF=62.3% 1 Phase 1 1 Phase 4 1 I I ++++1 v 1++++> 1++++ I v * * * * * * /1\ 1 1 North 1 *> <* * v ^ **** <+ + + + +> + + I + + 1 ------------------------------------------------- C= 90 sec G= 74.0 sec = 82.2% Y=16.0 sec = 17.8% Ped= 0.0 sec = 0.0% MVMT TOTALS SB Approach WE Approach NB Approach EB Approach Int param:Units RT TH LT RT TH LT RT TH LT RT TH LT Total ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- AdjVol: vph 207 93 166 116 555 119 94 47 68 45 379 190 2079 Wid/Ln:ft/# 0/0 12/1 12/1 12/1 12/1 12/1 0/0 12/1 12/1 0/0 12/1 12/1 g/C Rqd@C:% 0 26 18 17 36 16 0 17 14 0 30 19 g/C Used: % 0 22 13 33 33 14 0 22 13 0 33 14 SV @E: vph 0 364 211 527 620 239 0 365 211 0 610 239 3386 ----------- -------------- -------------- -------------- -------------- Svc Lvl:LOS D D C+ D+ D+ C D+ C D D+ Deg Sat:v/c 0.00 0.82 0.74 0.22 0.89 0.47 0.00 0.38 0.30 0.00 0.69 0.75 0.70 Avg Del:s/v 0.0 47.6 49.8 22.5 46.6 38.2 0.0 31.7 37.3 0.0 29.6 49.3 40.6 Tot Del:min 0 59 34 11 108 19 0 19 11 0 52 39 352 # Stops:veh 0 71 40 21 132 27 0 30 15 0 92 46 474 ----------- -------------- -------------- -------------- -------------- Max Que:veh 0 12 7 4 19 5 0 6 3 0 14 8 78 Max Que: ft 0 296 183 98 468 129 0 139 75 0 358 206 468 ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- APPR TOTALS param:Units Int Total NB Approach EB Approach SB Approach WE Approach ----------- ----------- -------------- -------------- -------------- -------------- -------------- -------------- -------------- -------------- ----- ----- AdjVol: vph 466 790 209 2079 614 ----------- -------------- -------------- -------------- -------------- Svc Lvl:LOS Deg Sat:v/c Avg Del:s/v Tot Del:min # Stops:veh D+ 0.73 41.8 138 180 C 0.36 33.5 30 45 D+ 0.70 40.6 352 474 D+ 0.71 35.7 91 138 D 0.79 48.4 93 111 ----------- -------------- -------------- -------------- -------------- Max Que:veh 19 28 9 22 78 Max Que: ft 296 468 139 358 468 ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- rl u II BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITH PROJECT 08/07/00 16:03 50 u II SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Input Worksheet o - Area Location Type NONCBD u n Intersection # u rl u rl 209 0.0 o Key: VOLUMES -- > I WIDTHS v LANES \ 111 12.0 1 I 11\ I North I 533 12.0 1 ------------------- ------------------- ------------------- ------------------- Appr Grade % Heavy Veh. Adj.Pkg Bus Pk.Hr.Factor Conf.Ped Actuated Arr.Type -------------- ------- -------------- -------- -------- -------- % RT TH LT Loc Nm Nb RT TH LT peds/hr RT TH LT RT TH LT -------------- ------- -------------- -------- -------- -------- SB 0.0 2.0 2.0 2.0 NO 0 0 0.92 0.92 0.92 0- Y Y Y 3 3 3 WB 0.0 2.0 2.0 2.0 NO 0 0 0.96 0.96 0.96 0- Y Y Y 3 3 3 NB 0.0 2.0 2.0 2.0 NO 0 0 0.93 0.93 0.93 0- Y Y Y 3 3 3 EB 0.0 2.0 2.0 2.0 NO 0 0 0.98 0.98 0.98 0- Y Y Y 3 3 3 -------------- ------- -------------- -------- -------- -------- u n u rl u II u rl u rr u n u rl Sq 44 **1** LJ II . 11\ I North 1 u rl u II I U n u II u II u 186 12 0 1 I I 136 12.0 1 371 12.0 1 I 74 0.0 0 \ 113 0.0 o Phasing: SEQUENCE 44 PERMSV N N N N OVERLP N N N N LEAD LAG LD LD Phase 1 Phase 2 Phase 6 Phase 3 Phase 4 Phase 5 I I 1 I I I I ------------------------------------------------------------------------- G/C=0.127 G/C=0.222 G/C=0.142 G/C=0.331 1 G/C=O.OOO 1 G/C=O.OOO I G= 11.4" G= 20 . 0" G= 12 . 8" G= 29 . 8" I G= 0 . 0" I G= 0 . 0" I Y+R= 4.0" Y+R= 4.0" Y+R= 4.0" Y+R= 4.0" Y+R= 0.0" Y+R= 0.0" OFF= 0.0% OFF=17.2% OFF=43.8% OFF=62.4% I OFF= 0.0% I OFF= 0 0% 1 * * * :+++1 <****1 I I I * * * *> <* * ^ ++++ v v ^ **** <+ + + + +> + + + + ++++> I+++~ C= 90 see G= 74.0 see = 82.2% Y=16.0 see = 17.8% Ped= 0.0 see = 0.0% 'I u II u BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITH PROJECT 08/07/00 16:03:50 II U SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Volume Adjustment Worksheet U Appr Mvt -Mvt Vol vph PHF II Flow Rate vph Adj Flow vph Prop.of LT RT Lane Group ---------------------------------------------- ---------------------------------------------- II SB-RT SB-TH SB-LT u n u WB-RT WB-TH WB-LT II u NB-RT NB-TH NB-LT II U EB-RT EB-TH EB-LT n LJ n 190 0.92 94 0.92 153 0.92 111 0.96 533 0.96 136 0.96 104 0.93 50 0.93 85 0.93 74 0.98 371 0.98 186 0.98 207 102 166 TH+RT LT o 0.00 0.00 309 0.00 0.67 166 1.00 0.00 116 555 142 RT TH LT 116 0.00 1.00 555 0.00 0.00 142 1 00 0.00 112 54 91 TH+RT LT o 0.00 0.00 166 0.00 0.67 91 1.00 0.00 76 379 190 TH+RT LT o 0.00 0.00 455 0.00 0.17 190 1.00 0.00 SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Saturation Flow Adjustment Worksheet U II Ap pr ch u Lane Group Mvmts # Adjustment Factors Ideal L ------------------------------------------------------- Satfl n Lane Heavy Bus Ar Lane Right Left Adj pcphg - Width Vehs Grade Parkg Block Loc Util Turn Turn Fact Adj Sat- flow vphg II SB- SB- =============================================================================== u TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.900 1.000 1.00 1676 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ------------------------------------------------------------------------------- II WB- WB- WB- u RT TH LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.850 1.000 1.00 1583 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 1.000 1.00 1863 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 n , , U NB- NB- ------------------------------------------------------------------------------- n I U EB- EB- TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.899 1.000 1.00 1674 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 TH+RT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 0.975 1.000 1.00 1816 LT 1900 1 1.000 0.980 1.000 1.000 1.000 1.0 1.00 1.000 0.950 1.00 1770 ------------------------------------------------------------------------------- n I U n u II u J1 LI !l u !l u !l u !l u Ii u Ii u !l u Ii u Ii u !l LJ !l u !l u Ii u n u !l u n u !l u II L) !l LI BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITH PROJECT 08/07/00 16:03:50 SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Capacity Analysis Worksheet Ap Lane LT Adj Adj Flow Green Lane V/C Crit pr Group Phase Flow Satfl Ratio Ratio Group Ratio Lane ch Mvts Type Rate Rate v/s g/C Capac v/c Grp vph vphg vph ------------------------------------------------------------------ ------------------------------------------------------------------ SB- SB- TH+RT LT Pri. 309 166 1676 1770 0.184 0.222 0.094 0.127 372 0.831 225 0.738 * * ------------------------------------------------------------------ WB- RT 116 1583 0.073 0.331 524 0.221 WB- TH 555 1863 0.298 0.331 617 0.900 * WB- LT pri. 142 1770 0.080 0.142 251 0.566 NB- NB- TH+RT LT Pri. 166 91 1674 1770 0.099 0.222 0.051 0.127 372 0.446 225 0.404 EB- EB- TH+RT LT Pri. 455 190 1816 1770 0.251 0.331 0.107 0.142 601 0.757 251 0.757 * Cycle Length, C 90 see Lost Time Per Cycle, L 16.0 see Yc = Sum crit(v/s) 0.684 Xc = Yc x C/(C-L) 0.831 SIGNAL97/TEAPAC[Ver 1.02.12] - HCM Level-of-Service Worksheet Ap Lane Vol Green Unif progr Lane Calib Incr Lane Lan pr Group Ratio Ratio Delay Fact Group Term Delay Group Grp Appr Appr ch Mvts v/c g/C d1 PF Capac k d2 Delay LOS Delay LOS sec/v vph sec/v sec/v sec/v ------------------------------------------------------------------------------ ------------------------------------------------------------------------------ SB- SB- TH+RT 0.831 LT 0 . 738 .222 33.4 1.00 .127 37.8 1.00 372 0.368 14.65 225 0.295 12.07 D D 48.0 49.9 ------------------------------------------------------------------> 48.7 WB- RT 0.221 .331 21.7 1.00 524 0.110 0.21 21.9 C+ WB- TH 0.900 .331 28.7 1.00 617 0.422 16.21 44.9 D+ WB- LT 0.566 .142 36.0 1.00 251 0.161 2.97 39.0 D+ ______________________________________________________------------> 40.6 NB- TH+RT 0.446 .222 30.2 1.00 372 0.110 0.85 31.1 C NB- LT 0.404 .127 36.1 1.00 225 0.110 1.19 37.3 D+ ______________________________________________________------------> 33.3 EB- TH+RT 0.757 .331 26.9 1.00 601 0.311 5.52 32.4 C EB- LT 0.757 .142 37.1 1.00 251 0.310 12.45 49.6 D D D+ C ------------------------------------------------------------------> Cycle= 90" Duration=0.25 hours Int Total 0.723 ================================================> 37.5 D+ ----------- ----------- 40 6 D+ ,...-, LJ n LJ n BRUNO-YELM YELM AVENUE & FIRST STREET 2002 PM PEAK HOUR VOLUMES WITH PROJECT 08/07/00 16:03:50 LJ SIGNAL97/TEAPAC[Ver 1.02.12] - Evaluation of Intersection Performance n LJ n L.J n LJ n LJ n L.J ,...-, LJ n u n u ,...-, u n LJ n u n u n I U n ------------------------------------------------- Sq 44 Phase 1 Phase 2 I Phase 3 I Phase 4 I **/** ------------------------------------------------- * * * I I ^ I * * * I I ++++1 /1\ *> <* * I <****1 I ^ ++++1 I v I ^ 1**** 1++++> I v North <+ + +> I + + + I 1++++ I + + + I I v I ------------------------------------------------- G/C=0.127 G/C=0.222 G/C=0.142 I G/C=0.331 I G= 11.4" G= 20.0" G= 12.8" G= 29.8" I Y+R= 4.0" Y+R= 4.0" Y+R= 4.0" Y+R= 4.0" I OFF= 0.0% OFF=17.2% OFF=43.8% OFF=62.4% I ------------------------------------------------- C= 90 sec G= 74.0 sec = 82.2% Y=16.0 sec = 17.8% Ped= 0.0 sec = 0.0% MVMT TOTALS SB Approach WB Approach NB Approach EB Approach Int param:Units RT TH LT RT TH LT RT TH LT RT TH LT Total ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- AdjVol: vph 207 102 166 116 555 142 112 54 91 76 379 190 2190 Wid/Ln:ft/# 0/0 12/1 12/1 12/1 12/1 12/1 0/0 12/1 12/1 0/0 12/1 12/1 g/C Rqd@C:% 0 26 18 17 36 17 0 19 15 0 32 19 g/C Used: % 0 22 13 33 33 14 0 22 13 0 33 14 SV @E: vph 0 370 210 524 617 238 0 370 210 0 601 238 3378 ----------- -------------- -------------- -------------- -------------- Svc Lvl:LOS D D C+ D+ D+ C D+ C D D+ Deg Sat:v/c 0.00 0.83 0.74 0.22 0.90 0.57 0.00 0.45 0.40 0.00 0.76 0.76 0.72 Avg Del:s/v 0.0 48.7 50.2 22.6 47.9 40.0 0.0 32.3 38.5 0.0 32.0 49.7 41.6 Tot Del:min 0 63 35 11 111 24 0 22 15 0 61 39 381 # Stops:veh 0 74 40 21 132 33 0 36 21 0 102 46 505 ----------- -------------- -------------- -------------- -------------- Max Que:veh 0 12 7 4 19 6 0 6 4 0 15 8 81 Max Que: ft 0 304 183 98 470 154 0 163 100 0 385 206 470 ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- APPR TOTALS param:Units Int Total SB Approach WB Approach NB Approach EB Approach ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- AdjVol: vph 475 813 257 645 2190 ----------- -------------- -------------- -------------- -------------- Svc Lvl:LOS Deg Sat:v/c Avg Del:s/v Tot Del:min # Stops:veh D+ 0.75 42.9 146 186 C 0.43 34.5 37 57 D+ 0.76 37.2 100 148 D+ 0.72 41.6 381 505 D 0.80 49.2 98 114 LJ ----------- -------------- -------------- -------------- -------------- 19 304 29 470 10 163 81 470 I' u n u 23 385 Max Que:veh Max Que: ft ----------- -------------- -------------- -------------- -------------- ----- ----------- -------------- -------------- -------------- -------------- ----- ,.., HCS Unsignalized Intersections Release 3 Ib LJ TWO-WAY STOP CONTROL(TWSC) ANALYSIS <1U1alyst Intersection LCount Date Time Period " Intersection Orientation North-South Major St SR-507 & Residential Entrance U Vehicle volume Data ':~ovements 2 3 4 5 7 9 I LJ---------------------------------------------------------------------------------------------- Volume 228 9 35 269 5 20 HFR 253 10 39 299 6 22 iPH F 0 90 0 90 0 9 0 0 90 0 90 0 90 PHV 0 2 0 0 10 0 10 0 2 0 0 10 0 10 L-L______________________________________________________________________________________________ 'l . ?edestrlan Volume Data U Movements 11_______________________________________________________________________________________________ I I Flow Ll..ane width Walk speed I~ Blockage L!VIedian Type # of vehicles TWLTL 3 n. Flared approach Movements U # of vehicles Eastbound 0 # of vehicles Westbound 0 II LLane usage for movements Lane 1 ~ L T R 1 , 2 &3 approach Lane 2 L T R L Lane 3 T R ----------------------------------------------------------------------------------------------- LJ N Y N N N N N N N .\=hannelized N }rade 0 00 LJ Lane usage for movements 4,5&6 approach " Lane 1 Lane 2 Lane 3 L T R L T R L T R LJ_______________________________________________________________________________________________ N Y N N N N N N N n ':hannelized N L8rade 0 00 " _lane usage for movements 7,8&9 approach U Lane 1 Lane 2 Lane 3 L T R L T R L T R ----------------------------------------------------------------------------------------------- " Y N Y N N N N N N N 0 00 for movements 10,11&12 approach Lane 1 Lane 2 Lane 3 T R L T R L T R L~:hannelized Grade " LiJane usage " L ---------------------------------------------------------------------------------------------- u N N N N N N N N N Channelized II N L) II Grade o 00 LJ "Data for Computing Effect of Delay to Major Street Vehicles ---------------------------------------------------------------------------------------------- Shared In volume, major th vehicles "Shared In volume, major rt vehicles Sat flow rate, major th vehicles LJSat flow rate, major rt vehicles Number of major street through lanes Northbound o o 1700 1700 1 Southbound o o 1700 1700 1 u " LJLength of study period, hrs o 25 ----------------------------------------------------------------------------------------------- " INorksheet 4 Critical Gap and Follow-up time calculation U Critical Gap Calculations ,,1"Iovement 4 7 9 ----------------------------------------------------------------------------------------------- ut c,base 4 1 7 1 6 2 t c,hv 1 0 1 0 1 0 f> hv 0 10 0 10 0 10 lit c,g 0 2 0 1 e 0 00 0 00 0 00 UJ t 3, It 0 0 0 7 0 0 t c,T " 1 stage 0 00 0 00 0 00 2 stage 0 00 1 00 0 00 Ut c 1 stage 4 2 6 5 6 3 " 2 stage 4 2 5 5 6 3 LJ Follow Up Time Calculations l\1ovement 4 7 9 ------------------------------------------------------------------------------ "t f, base 2 2 3 5 3 3 LJt f,HV 0 9 0 9 0 9 P hv 0 10 0 10 0 10 tf 23 36 34 '1----------------------------------------------------------------------------------------------- UWorksheet 6 Impedance and capacity equations "Step 1 RT from Minor St 9 12 ----------------------------------------------------------------------------------------------- UConflicting Flows 258 Potential Capacity 761 Pedestrian Impedance Factor 1 00 '!Movement Capacity 761 ,Probability of Queue free St 0 97 LJ_____________________________________________________------------------------------------------ "Step 2 LT from Major St 4 1 LJConflicting Flows Potential Capacity "pedestrian Impedance Factor Movement Capacity LJProbability of Queue free St 263 1256 1 00 1256 o 97 ------------------------------------------------------------------------------ " LJworksheet 7a - Computation of the effect of Two-stage gap acceptance Step 3 TH from Minor St 8 11 r,Part 1- First Stage ------------------------------------------------------------------------------------ LJConflicting Flows Potential Capacity "Pedestrian Impedance Factor Cap Adj factor due to Impeding mvrnnt LJMovement Capacity Probability of Queue free St 258 698 1 00 1 00 698 1 00 377 619 1 00 o 97 600 1 00 ----------------------------------------------------------------------------------------------- " U rJpart 2- Second Stage LJ~~,~~~~~~~~;-;~~~~--------------------------------;;;--------------;~;-------------------------- Potential Capacity 619 694 r;Pedestrian Impedance Factor 1 00 1 00 Cap Adj factor due to Impeding mvmnt 0 97 1 00 LMovement Capacity 600 694 n . Part 3- Slngle Stage LJ- --------------------------------------------------------------------------------------------- Conflicting Flows 635 640 Potential Capacity 399 396 rpedestrian Impedance Factor 1 00 1 00 L'cap Adj factor due to Impeding mvmnt 0 97 0 97 kovement Capacity 386 384 G~ t , I LJProbability of Queue free St n Result for 2 stage process LJ- -------------------------------------------------------------________________________________ o 97 0 97 1 46 0 80 553 544 1 00 1 00 a '1 Uworksheet 7b - Computation of the effect of Two-stage gap acceptance Step 4 LT from Minor St "Part 1- First Stage 7 10 ----------------------------------------------------------------------------------------------- ~Conflicting Flows Potential Capacity "Pedestrian Impedance Factor Cap Adj factor due to Impeding mvmnt LJMovement Capacity 258 767 1 00 1 00 767 377 698 1 00 o 97 677 ------~--------------------------------------------------------------------------~------------- npart 2- Second Stage ----------------------------------------------------------------------------------------------- Uconflicting Flows Potential Capacity rPedestrian Impedance Factor 'Cap Adj factor due to Impeding mvmnt LtJlovement Capacity 377 677 1 00 o 97 656 269 780 1 00 o 97 758 ----------------------------------------------------------------------------------------------- '---'part 3- Single Stage LJ----------------------------------------------------------------------------------------------- Conflicting Flows 635 646 Potential Capacity 430 439 "Pedestrian Impedance Factor 1 00 1 00 ~laj L, Min T Impedance factor 0 97 0 97 L'~laj L, Min T Adj Imp Factor 0 98 0 98 Cap Adj factor due to Impeding mvmnt 0 98 0 95 ,~1ovement Capacity 420 416 ---------------------------------------------------------------------------------------------- U Result for 2 stage process " a .----------------------------------------------------------------------------------------------- ul C t o 97 1 47 604 o 97 o 86 604 ----------------------------------------------------------------------------------------------- " LWorksheet 8 Shared Lane Calculations ,Shared Lane Calculations Movement 7 8 9 10 11 12 LJ----------------------------------------------------------------------------------------------- 1------ ------11 I I " I I II I " i ~(~h) 6 Movement Capacity 604 Shared Lane Capacity 724 '1----------------------------------------------------------------------------------------------- 22 761 u ,---, L.;Worksheet 10 delay,queue length, and LOS Movement 1 ,---,- - - - - - - - - - - - - - - - - - - - - - - - - - - - 4 7 8 9 10 11 12 ------------------------------------------------------------------- 1------ I I ------11 II II LJ iIV(vph) C m(vph) LN/C 95% queue length Control Delay "LOS l.JP,pproach Delay J\pproach LOS 39 1256 o 03 28 724 o 04 8 0 A 10 2 B 10 2 B ----------------------------------------------------------------------------------------------- ,---, u ,---, u ,---, u n LJ ,---, u ,---, LJ " U ,---, u ,---, LJ ,-, Lj ,-, LI ] ~I LI n u 'I u ,---, HCS Unsignalized Intersections Release 3 Ib LJ TWO-WAY STOP CONTROL(TWSC) ANALYSIS '\nalyst Intersection SR-507 & Conv Mart Entrance LCount Date Time Period ,---, Intersection Orientation North-South Major St U Vehicle Volume Data ,---, ~ovements 2 3 4 5 7 9 LJ----------------------------------------------------------------------------------------------- Volume 183 26 51 223 32 45 HFR 203 29 57 248 36 50 r-oHF 0 90 0 90 0 90 0 90 0 90 0 90 OHV 0 20 0 10 0 10 0 20 0 10 0 10 LL____________________________________________________------------------------------------------ [1 cedestrian Volume Data LJ f\llovements n ---------~------------------------------------------------------------------------------------- Uf"low Lane width "ralk speed I~: Blockage L:Vledian Type #= of vehicles n f'lared approach LJ # of vehicles # of vehicles ,---, TWLTL 3 Movements Eastbound Westbound o o LJ Lane usage for movements Lane 1 ,---, L T 'R 1,2&3 approach Lane 2 L T R L Lane 3 T R ---------------------------------------------------------------------------------------------- u Y N N N N N N N N 0 00 for movements 4,5&6 approach Lane 1 Lane 2 Lane 3 T R L T R L T R U N iFhannelized :;rade ,iJane usage LJ L ---------------------------------------------------------------------------------------------- N Y N N N N N N N I :hannelized N LGrade 0 00 I ....Jane usage for movements 7,8&9 approach L) Lane 1 Lane 2 Lane 3 L T R L T R L T R ----------------------------------------------------------------------------------------------- r-I Y LChannelized Grade N Y N N N N N N N o 00 'I LLane usage for movements Lane 1 T fi 1----------------------------------------------------------------------------------------------- LI N N N N N N N N N L R 10,11&12 approach Lane 2 T L R L Lane 3 T R Channelized N II u r--1 :::rade o 00 u ~Data for Computing Effect of Delay to Major Street Vehicles U Shared In volume, major th vehicles ,Shared In volume, major rt vehicles Sat flow rate, major th vehicles L-5at flow rate, major rt vehicles Number of major street through lanes " Northbound o o 1700 1700 1 Southbound o o 1700 1700 1 L.,~ength of study period, hI'S o 25 " \ ~orksheet 4 Critical Gap and Follow-up time calculation LJ Critical Gap Calculations ,l'1ovement 4 7 9 Lt c,base 4 1 7 1 6 2 t c,hv 1 0 1 0 1 0 P hv 0 10 0 10 0 10 r--1 0 2 1 t c,g 0 r> 0 00 0 00 0 00 LJ' t 3, It 0 0 0 7 0 0 t c,T "1 stage 0 00 0 00 0 00 2 stage 0 00 1 00 0 00 Ut c 1 stage 4 2 6 5 6 3 ,,2 stage 4 2 5 5 6 3 L.,Follow Up Time Calculations Movement 4 7 9 "t. f. base 2 2 3 5 3 3 LF f,HV 0 9 0 9 0 9 P hv 0 10 0 10 0 10 t.f 23 36 34 r--1-------------------------------------------------------________________________________________ Lvlorksheet 6 Impedance and capacity equations ,ptep 1 RT from Minor St 9 12 L.,Conflicting Flows 218 Potential Capacity 802 Pedestrian Impedance Factor 1 00 ~r10vement Capacity 802 Probability of Queue free St 0 94 ~-------------------------------------------------------------------------------- 'Step 2 LT from Major St 4 1 L-Conflicting Flows Potential Capacity "pedestrian Impedance Factor ~ovement Capacity LProbability of Queue free St 232 1290 1 00 1290 o 96 'I . Worksheet 7a - Computation of the effect of Two-stage gap acceptance LI Step 3 TH from Minor St 8 11 ~?art 1- First Stage i- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~Conflicting Flows 218 361 Potential Capacity 726 629 "pedestrian Impedance Factor 1 00 1 00 Cap Adj factor due to Impeding mvmnt 1 00 0 96 L,Movement Capacity 726 602 Probability of Queue free St 1 00 1 00 " u n ~art 2- Second Stage LI - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Conflicting Flows 361 232 Potential Capacity 629 716 ~?edestrian Impedance Factor 1 00 1 00 :::ap Adj factor due to Impeding mvrnnt 0 96 1 00 Ll~ovement Capacity 602 716 Conflicting Flows ,-fotential Capacity Pedestrian Impedance L;:::ap Adj factor due Movement Capacity Factor to Impeding mvrnnt - --------~------------------------------------------------------------------------------------ n ~esult for 2 stage process LJ_ ________________________________________________________________________________ a o 97 1 65 563 1 00 o 97 o 78 550 1 00 ,"., ::: t ~o~cobability of Queue free St --------------------------------------------------------------------------------------------~-- n LJNorksheet 7b - Computation of the effect of Two-stage gap acceptance Step 4 LT from Minor St ("?art 1- First Stage 7 10 ------------------------------------------------------------------------------------------ LConflicting Flows Potential Capacity r-pedestrian Impedance Factor :::ap Adj factor due to Impeding mvrnnt ~~ovement Capacity 218 800 1 00 1 00 800 361 710 1 00 o 96 678 ----------------------------------------------------------------------------------------------- ,.., ?art 2- Second Stage LJ----------------------------------------------------------------------------------------------- Conflicting Flows 361 243 Potential Capacity 688 802 r-Pedestrian Impedance Factor 1 00 1 00 :::ap Adj factor due to Impeding mvrnnt 0 96 0 94 L~ovement Capacity 658 752 ----------------------------------------------------------------------------------------------- n ~art 3- Single Stage LJ ---------------------------------------------------------------------------------------------- Conflicting Flows 579 604 Potential Capacity 464 465 ",ledestrian Impedance Factor 1 00 1 00 , (laj L, Min T Impedance factor 0 96 0 96 LMaj L, Min T Adj Imp Factor 0 97 0 97 Cap Adj factor due to Impeding mvrnnt 0 97 0 91 ~"ovement Capacity 449 421 ------------------------------------------------------------------------------- LJ Result for 2 stage process ,,----------------------------------------------------------------------------------------------- , 0 97 0 97 L:1 1 68 0 94 C t 616 599 ------------------------------------------------------------------------------- ,---, LWorksheet 8 Shared Lane Calculations ,'3hared Lane Calculations ,~ovement 7 8 9 10 11 12 LJ-------------------------------------------------_____________________________________________ 1------ ------11 I I II I I II I r-I I L? (vph) 36 Movement Capacity 616 Shared Lane Capac it y 713 ,-c______________________________________________________________________________________________ 50 802 LJ II uworksheet 10 delay,queue length, and LOS Movement 1 4 7 8 9 10 11 12 rj--------------------------------------------------------------------------------------------- - 1------ ------1 I I U I II I I II I nV (vph) C m (vph) uv/c 95% queue length Control Delay '1LOS I UApproach Delay Approach LOS 57 1290 o 04 86 713 o 12 7 9 A 10 7 B 10 7 B II u II LJ rJ LJ rJ u II LJ f"""I u II LJ II LJ II LJ II LJ n LJ r, L) r-I I LJ r, LJ r\ u " L1 "b:; "'- OQ" '1 .. .... .. "'.. -n 0- LJ ~o Ol::l .. 1> " t) .... III L1 a. .. n LJ r III n ~ . -l U c: ... ::l !!cn ---to - n ;::c:o ~~Qi :::!. <tHO LJ ~O(t) .;,G) c: n a: 11l I ::l U III Ul n U n J t:I 1>1): <:.0 n ~::l ~~ LJ ....;, '<>c: "'Ill '4_ '1 LJ " LJ " L.J " U " L1 f1 U n L.J " LJ n u +- C ClJ E ClJ > o E 0> C C L :J +- ClJ 0> 15 c Ul +- .... ClJ ....J 0> C C L :J >- - ~ 5 a o +- o >- ~ 0 lEFT TURN STORAGE GUIDELINES Unsignalized intersection Two - lane highway 25 20 10 300 400 00 600 700 800 Total DHV- -OHV is total volume from both directions. -.Speeds ore posted speed limits 5'R - 507 k C.OtVIMerc ,q I E n+r"lI1Ce Totql P/..fJ. ~83 KEY~ D ~ 900 Be'low curve, storoge not needed for capacity Above curve, storage recommendeo 1000 1200 LT'7; 5'1/ ::: /Lf E 3 5.5 rv1fh 1100 10056 70 5pe.eJ L;,,^,+ ' LT L-A, N E \AlAR R A. JJTE D '""' Li '""' "liS "'- IQ" ..~ "'.. ...a erg: ...:, ."", b - l;) ill g. LJ '""' u II LJ '""' LJ rr u rr LJ 'I LJ rr u tI b: ~cQ c:::J ~~ -::J ~r: ....ll!. 'l LJ 'I Li II u '""' u II u II LJ " LJ " u " u II u r ID == ~ C ... ::;J !!cn ~'g 0" ~ ~ 0; ::!. co (Q ~Om ,;,G') c a: !!!.. 5' ID Ul +- C OJ E OJ > o E 20 {J\ c C L ::J +- ClJ {J\ 15 c <Il +- 'I- ClJ -l Q\ C C L ::J t- . ~ 5 o o +- o I- ~ 0 300 LEFT TURN STORAGE GUIDELINES Unsignolized intersection Two - lone highway 25 ~ KEY~ D5 10 400 500 600 800 700 900 Total OHV. -OHV is total volume from both directions. --Speeds ore posted speed limits 5 R - 507 ~ ResIJent-;"l1 Entrqf)ce Totq 1 DHY: 5t.tl LT% 3~L11 = b.'17~ 5fee~ L:Mlt. 55 MfA Beiow curve. storage not needed for capacity Above curve, storage recommended 1000 1100 1200