MEMO DRAFT VIA . Mr. Terry Bailey Foremost Development Company. To: Michael J. Labadie, PE Steven J. Russo, E.I.T. Fleis & VandenBrink.

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1 MEMO DRAFT VIA To: From: Mr. Terry Bailey Foremost Development Company Michael J. Labadie, PE Steven J. Russo, E.I.T. Fleis & VandenBrink Date: August 29, 214 Re: Proposed Apartments City of Walled Lake, Michigan Traffic Impact Assessment Introduction This memorandum presents the results of a Traffic Impact Assessment (TIA) for the proposed residential development project in the City of Walled Lake, Michigan. The project site is located on the north side of Walled Lake Drive approximately 8 feet east of Pontiac Trail and is being proposed for a residential development that will include 71 apartment units with site access provided via two driveways to Market Street. Also, as part of the project Witherall Street between Walled Lake Drive and Market Street is proposed to be vacated. The City of Walled Lake has required a TIA for the project to evaluate traffic operations with the proposed project. The purpose of this study is to evaluate the traffic related impacts (if any) of this project on the adjacent road network including the impact of eliminating access to Walled Lake Drive from Witherall Street. The study was completed according to accepted traffic engineering practice and methodologies published by the Institute of Transportation Engineers (ITE). The study analyses were completed using Synchro and SimTraffic, Version 8 traffic analysis software. Data Collection Existing weekday traffic volume data were collected by Fleis & VandenBrink (F&V) on August 13 th -14 th, and 19 th -21 st, 214. Vehicular turning movement counts were collected during the AM (7: AM to 9: AM) and PM (4: PM to 6: PM) peak periods at the intersection of Pontiac Trail & Walled Lake Drive and the intersections of Market Street, Northport Street, and Nicolet Street with Pontiac Trail. Additionally, in order to determine the impacts of closing access to Walled Lake Drive via Witherall Street, turning movement counts were also collected at the intersections of Witherall Street with Northport Street and Walled Lake Drive. Further, AM and PM peak hour volumes were forecast at the intersection of Walled Lake Drive & Hillcroft Drive, based on the number of single-family dwelling units along Hillcroft Drive and data published by ITE in Trip Generation, 9 th Edition. These trips were then assigned to the intersection based on the directional proportion of traffic at the Walled Lake Drive & Witherall Street intersection. Lastly, F&V collected an inventory of existing lane use and traffic control at the study intersections and obtained existing traffic signal timing information from the Road Commission for Oakland County (RCOC). The applicable data referenced in this memorandum are attached. Walled Lake Apartments TIA DRAFT Memo Farmington Hills, MI P: F:

2 MEMO Existing Conditions The existing AM and PM peak hour traffic volumes were identified based on the data collected. Peak hour volumes for each intersection were used and through volumes were balanced upward where appropriate. Existing peak hour vehicle delays and Levels of Service (LOS) were calculated based on the existing lane use and traffic control, the existing peak hour traffic volumes, and the methodologies presented in the Highway Capacity Manual, 2 (HCM). Typically, LOS D is considered acceptable, with LOS A representing minimal delay. The results of the existing conditions analysis are attached and summarized in Table 1. Table 1 Existing Intersection Operations AM Peak Delay PM Peak Delay Intersection Control Approach (s/veh) LOS (s/veh) LOS 1. Pontiac Trail Signalized EB 42.3 D 43. D & Walled Lake Drive WB 41.9 D 42.2 D NB 16.9 B 17.8 B SB 19.7 B 17.8 B Overall 25.1 C 25.1 C 2. Pontiac Trail STOP EB 13.2 B 14.9 B & Market / Common (Minor) WB 14.8 B 17.8 C Street NB.1 A.* A SB.* A.1 A 3. Pontiac Trail STOP EB 25.5 D 1. B & Northport / Liberty (Minor) WB 11.9 B 11.6 B Street NB.* A.* A SB 2. A 1.4 A 4. Pontiac Trail STOP EB 1.6 B 11.3 B & Nicolet Street (Minor) NB SB Free.4 A Free.6 A 5. Walled Lake Drive STOP EB.* A.3 A & Witherall Street (Minor) WB SB Free 16.5 C Fee 18.7 C 6. Walled Lake Drive STOP SB 15.8 C 17.4 C & Hillcroft Drive (Minor) * - No traffic demand present for the left turn movement. Walled Lake Apartments TIA DRAFT Memo Farmington Hills, MI P: F:

3 MEMO The intersection of Pontiac Trail & Northport Street / Liberty Street is configured as an unsignalized multi-leg intersection with STOP signs on the minor street approaches of Northport and Liberty Streets. This intersection configuration currently exceeds the limitations of the HCM. Therefore, for analysis purposes Liberty Street was relocated to form a T intersection with the east leg of Northport Street and all traffic to and from Liberty Street was reassigned to the Northport Street approach. The existing conditions results indicate that all study intersection approaches and movements currently operate acceptably at a LOS D or better during both peak periods. Review of the network simulations indicates acceptable traffic operations during the AM peak hour. During the PM peak hour, the westbound and southbound approaches at the signalized intersection of Pontiac Trail & Walled Lake Drive experience brief periods of vehicle queues; however, these queues dissipate and are not present throughout the duration of the peak hour. In order to determine the applicable growth rate for the existing traffic volumes to project build-out, historical traffic data were referenced from the Southeast Michigan Council of Governments (SEMCOG). SEMCOG data for Pontiac Trail and Walled Lake Drive do not indicate significant traffic growth in the near future. Consistent with stagnant traffic growth patterns throughout southeast Michigan, the background growth rate was assumed to be zero percent to project buildout. Therefore, future background conditions without the proposed development are assumed equal to existing conditions. Site Trip Generation and Assignment The number of AM and PM peak hour vehicle trips that would be generated by the proposed apartment development was forecast based on data published by the Institute of Transportation Engineers (ITE) in Trip Generation, 9 th Edition. The site trip generation forecast is shown in Table 2. Table 2 Site Trip Generation ITE Average AM Peak Hour PM Peak Hour Land Use Code Amount Units Daily Traffic In Out Total In Out Total Apartments D.U The vehicle trips that would be generated by the proposed development were assigned to the study road network based on existing peak hour traffic patterns and the proposed site access plan. The existing traffic patterns indicate the distribution of site-generated traffic shown in Table 3. Table 3 Site Trip Distribution To via AM PM North Pontiac Trail 31% 26% South Pontiac Trail 39% 46% East Walled Lake Drive 28% 24% West Walled Lake Drive 2% 4% 1% 1% Walled Lake Apartments TIA DRAFT Memo Farmington Hills, MI P: F:

4 MEMO Future Conditions Future peak hour vehicle delays and LOS were calculated based on the future traffic volumes with the apartment development. Additionally, the proposed development will eliminate the segment of Witherall Street between Walled Lake Drive and Market Street. Thus, all traffic using this section of roadway was redistributed to the adjacent streets of Hillcroft Drive, Ferland Street, and Liberty Street. The results of the future conditions analysis are attached and summarized in Table 4. Table 4 Future Intersection Operations AM Peak Delay PM Peak Delay Intersection Control Approach (s/veh) LOS (s/veh) LOS 1. Pontiac Trail Signalized EB 42.3 D 43. D & Walled Lake Drive WB 41.7 D 42.7 D NB 17.3 B 18. B SB 2.2 C 17.9 B Overall 25.5 C 25.3 C 2. Pontiac Trail STOP EB 13.3 B 14.9 B & Market / Common (Minor) WB 12.7 B 17.8 C Street NB.1 A.* A SB.* A.1 A 3. Pontiac Trail STOP EB 26.4 D 1. B & Northport / Liberty (Minor) WB 11.7 B 11.7 B Street NB.* A.* A SB 2. A 1.5 A 4. Pontiac Trail STOP EB 1.6 B 11.4 B & Nicolet Street (Minor) NB Free Free SB.4 A.7 A 6. Walled Lake Drive STOP SB 17.4 C 2.1 C & Hillcroft Drive (Minor) * - No traffic demand present for the left turn movement. The results of the future conditions analysis indicate that future vehicle delays and LOS at the study intersections would be similar to existing conditions and any increases would not be discernable. At the signalized intersection of Pontiac Trail & Walled Lake Drive, the proposed development would increase traffic Walled Lake Apartments TIA DRAFT Memo Farmington Hills, MI P: F:

5 MEMO by less than 2% during both peak periods, which is not significant. Additionally, review of network simulations indicates acceptable future traffic operations, and vehicle queues are observed to be acceptably processed. With the closure of Witherall Street between Walled Lake Drive and Market Street, Hillcroft Drive and Liberty Street will become the main routes of travel for existing egress Witherall Street traffic wishing to travel east on Walled Lake Drive. This will result in approximately 32 and 39 more vehicles traveling down Hillcroft Drive during the AM and PM peak hours, respectively. As Hillcroft Drive is a one-way street in the southbound direction only, current ingress Witherall Street traffic will use Ferland Street and Liberty Street. Conclusions The conclusions of this Traffic Impact Assessment are as follows: 1. All study intersection approaches and movements currently operate acceptably at a LOS D or better during both peak periods. 2. The proposed development will not have a significant impact on traffic operations as compared to existing conditions. 3. Future traffic at the signalized intersection of Pontiac Trail & Walled Lake Drive will increase by less than 2% during the peak hours, which is not significant. 4. With the closure of Witherall Street, Hillcroft Drive and Liberty Street will become the primary routes of travel for existing egress Witherall Street traffic and Ferland Street and Liberty Street for existing ingress Witherall Street traffic to and from the east on Walled Lake Drive. Overall, traffic operations will be acceptable with the proposed apartment development. Any questions related to this memorandum, study, analyses, and results should be addressed to Fleis & VandenBrink Engineering, Inc. Attached: Traffic Volume Data SEMCOG Data Synchro Results SJR:mjl Walled Lake Apartments TIA DRAFT Memo Farmington Hills, MI P: F:

6 Project: Walled Lake Apartments TIA Weather: Sunny, 7's Location: Pontiac Trail & Walled Lake Dr Southbound Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI 48334File Name : Pontiac Trail & Walled Lake Drive Site Code : Start Date : 8/13/214 Groups Printed- Unshifted WALLED LAKE DRIVE Westbound Northbound Page No : 1 WALLED LAKE DRIVE Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total %

7 WALLED LAKE DRIVE Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI 48334File Name : Pontiac Trail & Walled Lake Drive Site Code : Start Date : 8/13/214 Page No : Unshifted 7: AM 5:45 PM North WALLED LAKE DRIVE

8 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI 48334File Name : Pontiac Trail & Walled Lake Drive Site Code : Start Date : 8/13/214 Page No : 3 Southbound WALLED LAKE DRIVE Westbound Northbound WALLED LAKE DRIVE Eastbound Start Rig Thr Time ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Int. s Total Total Peak Hour From 7: AM to 11:45 AM - Peak 1 of 1 Intersecti on 7:15 AM Volume Percent :45 Volume Peak Factor.895 High Int. 7:45 AM 7:45 AM 7:3 AM 7:3 AM Volume Peak Factor WALLED LAKE DRIVE Unshifted 7:15 AM 8: AM WALLED LAKE DRIVE North

9 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI 48334File Name : Pontiac Trail & Walled Lake Drive Site Code : Start Date : 8/13/214 Page No : 4 Southbound WALLED LAKE DRIVE Westbound Northbound WALLED LAKE DRIVE Eastbound Start Rig Thr Time ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Int. s Total Total Peak Hour From 12: PM to 5:45 PM - Peak 1 of 1 Intersecti on 4:3 PM Volume Percent : Volume Peak Factor.966 High Int. 4:45 PM 5:15 PM 5: PM 4:45 PM Volume Peak Factor WALLED LAKE DRIVE Unshifted 4:3 PM 5:15 PM WALLED LAKE DRIVE North

10 Project: Walled Lake Apartments TIA Weather: Sunny, 7's Location: Pontiac Trail & Northport / Li Start Time Rig ht Southbound Thr u Be ar Left Left Pe ds Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI NORTHPORT STREET Westbound Rig ht Har Thr u Left d Left Groups Printed- Unshifted LIBERTY STREET Northwestbound Har Be Be Har Pe d ar ar d ds Rig Rig Left Left ht ht Har d Rig ht Northbound Rig ht Thr u Left Pe ds File Name : PONTIA~2 Site Code : Start Date : 8/14/214 Page No : 1 NORTHPORT STREET Eastbound Be Rig ar Thr ht Rig u Left Pe ds ht 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total % Int. Total

11 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI Out In Total File Name : PONTIA~2 Site Code : Start Date : 8/14/214 Page No : 2 9 Right 1734 Thru 263 Bear Left 16 Left Peds NORTHPORT STREET Out In Total Left Thru Bear Right Right Peds 8/14/214 7:: AM 8/14/214 5:45: PM Unshifted North Right Thru Left Hard Peds Left Out In Total NORTHPORT STREET Hard Right 1 Left 6 Thru 2174 Right 9 Hard Right Peds Hard Left 1 Bear Left 1 Bear Right In 43 Total Out In Total 27 Out LIBERTY STREET

12 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : PONTIA~2 Site Code : Start Date : 8/14/214 Page No : 3 Start Time Ri gh t Southbound Th ru Be ar Le ft Le ft Pe ds App. Tot al Ri gh t NORTHPORT STREET Westbound Th ru Le ft Peak Hour From 7: AM to 11:45 AM - Peak 1 of 1 Interse 7:15 AM ction H ar d Le ft Pe ds App. Tot al LIBERTY STREET Northwestbound H ar d Ri gh t Be ar Ri gh t Be ar Le ft H ar d Le ft App. Tot al H ar d Ri gh t Northbound Ri gh t Th ru Le ft Pe ds App. Tot al Ri gh t NORTHPORT STREET Eastbound Volume Percen t :45 Volume Peak Factor.857 High Int. 7:45 AM 7:15 AM 7:3 AM 8: AM 7:3 AM Volume Peak Factor Be ar Ri gh t Th ru Le ft Pe ds App. Tot al Int. Tot al Out In Total Right 411 Thru 9 Bear Left 1 Left Peds NORTHPORT STREET Out In Total Left Thru Bear Right Right Peds 8/14/214 7:15: AM 8/14/214 8:: AM Unshifted North Right Thru Left Hard Peds Left Out In Total NORTHPORT STREET Hard Left Bear Left Bear Right 24 Hard Right 2 Left Thru 43 Right Hard Right Peds 26 In 118 Total Out In Total 92 Out LIBERTY STREET

13 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : PONTIA~2 Site Code : Start Date : 8/14/214 Page No : 4 Start Time Ri gh t Southbound Th ru Be ar Le ft Le ft Pe ds App. Tot al Ri gh t NORTHPORT STREET Westbound Th ru Le ft Peak Hour From 12: PM to 5:45 PM - Peak 1 of 1 Interse 4:45 PM ction H ar d Le ft Pe ds App. Tot al LIBERTY STREET Northwestbound H ar d Ri gh t Be ar Ri gh t Be ar Le ft H ar d Le ft App. Tot al H ar d Ri gh t Northbound Ri gh t Th ru Le ft Pe ds App. Tot al Ri gh t NORTHPORT STREET Eastbound Volume Percen t :3 Volume Peak Factor.945 High Int. 4:45 PM 5:3 PM 4:45 PM 5:15 PM 5: PM Volume Peak Factor Be ar Ri gh t Th ru Le ft Pe ds App. Tot al Int. Tot al Out In Total Right 51 Thru 6 Bear Left 6 Left Peds NORTHPORT STREET Out In Total Left Thru Bear Right Right Peds 8/14/214 4:45: PM 8/14/214 5:3: PM Unshifted North Right Thru Left Hard Peds Left Out In Total NORTHPORT STREET Hard Left Bear Left Bear Right 4 Hard Right 3 Left Thru 688 Right 3 Hard Right Peds 43 In 14 Total Out In Total 61 Out LIBERTY STREET

14 Project: Walled Lake Apartments TIA Weather: Sunny, 7's Location: Pontiac Trail & Market / Commo Southbound Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI Groups Printed- Unshifted MARKET STREET Westbound Northbound File Name : PONTIA~4 Site Code : Start Date : 8/14/214 Page No : 1 COMMON STREET Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total %

15 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : PONTIA~4 Site Code : Start Date : 8/14/214 Page No : 2 COMMON STREET Unshifted 7: AM 5:45 PM MARKET STREET North

16 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : PONTIA~4 Site Code : Start Date : 8/14/214 Page No : 3 Southbound MARKET STREET Westbound Northbound COMMON STREET Eastbound Start Rig Thr Time ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Int. s Total Total Peak Hour From 7: AM to 11:45 AM - Peak 1 of 1 Intersecti on 7:15 AM Volume Percent :45 Volume Peak Factor.888 High Int. 7:45 AM 7:45 AM 8: AM 7:45 AM Volume Peak Factor COMMON STREET Unshifted 7:15 AM 8: AM MARKET STREET North

17 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : PONTIA~4 Site Code : Start Date : 8/14/214 Page No : 4 Southbound MARKET STREET Westbound Northbound COMMON STREET Eastbound Start Rig Thr Time ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Rig Thr s Total ht u Left Ped App. Int. s Total Total Peak Hour From 12: PM to 5:45 PM - Peak 1 of 1 Intersecti on 4:45 PM Volume Percent :15 Volume Peak Factor.933 High Int. 4:45 PM 5:15 PM 5:15 PM 5:3 PM Volume Peak Factor COMMON STREET Unshifted 4:45 PM 5:3 PM MARKET STREET North

18 Project: Walled Lake Apartments TIA Weather: Cloudy, 7's Location: Pontiac Trail & Nicolet Southbound Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI NICOLET STREET Westbound Groups Printed- Unshifted Northbound File Name : Pontiac Trail & Nicolet Street Site Code : Start Date : 8/19/214 Page No : 1 NICOLET STREET Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total %

19 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : Pontiac Trail & Nicolet Street Site Code : Start Date : 8/19/214 Page No : NICOLET STREET 1 - Unshifted 7: AM 5:45 PM NICOLET STREET North

20 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : Pontiac Trail & Nicolet Street Site Code : Start Date : 8/19/214 Page No : 3 Southbound NICOLET STREET Westbound Northbound NICOLET STREET Eastbound Start Time Righ Ped App. Righ Ped App. Righ Ped App. Righ Ped App. Int. Thru Left Thru Left Thru Left Thru Left t s Total t s Total t s Total t s Total Total Peak Hour From 7: AM to 11:45 AM - Peak 1 of 1 Intersectio n 7:3 AM Volume Percent :45 Volume Peak.95 Factor High Int. 7:45 AM 7:3 AM 8:15 AM 6:45: AM Volume Peak Factor NICOLET STREET 1 - Unshifted 7:3 AM 8:15 AM NICOLET STREET North

21 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : Pontiac Trail & Nicolet Street Site Code : Start Date : 8/19/214 Page No : 4 Southbound NICOLET STREET Westbound Northbound NICOLET STREET Eastbound Start Time Righ Ped App. Righ Ped App. Righ Ped App. Righ Ped App. Int. Thru Left Thru Left Thru Left Thru Left t s Total t s Total t s Total t s Total Total Peak Hour From 12: PM to 5:45 PM - Peak 1 of 1 Intersectio n 4:3 PM Volume Percent :15 Volume Peak.94 Factor High Int. 4:3 PM 5:15 PM 5:15 PM Volume Peak Factor NICOLET STREET 1 - Unshifted 4:3 PM 5:15 PM NICOLET STREET North

22 Project: Walled Lake Apartments TIA Weather: Partly Cloudy, 8's Location: Walled Lake Drive & Witherall WITHERALL STREET Southbound Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI WALLED LAKE DRIVE Westbound Groups Printed- Unshifted WITHERALL STREET Northbound File Name : WALLED~1 Site Code : Start Date : 8/2/214 Page No : 1 WALLED LAKE DRIVE Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total %

23 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI WITHERALL STREET File Name : WALLED~1 Site Code : Start Date : 8/2/214 Page No : WALLED LAKE DRIVE Unshifted 7: AM 5:45 PM WALLED LAKE DRIVE WITHERALL STREET North

24 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : WALLED~1 Site Code : Start Date : 8/2/214 Page No : 3 WITHERALL STREET Southbound WALLED LAKE DRIVE Westbound WITHERALL STREET Northbound WALLED LAKE DRIVE Eastbound Start Time Righ Ped App. Righ Ped App. Righ Ped App. Righ Ped App. Int. Thru Left Thru Left Thru Left Thru Left t s Total t s Total t s Total t s Total Total Peak Hour From 7: AM to 11:45 AM - Peak 1 of 1 Intersectio n 7:15 AM Volume Percent :45 Volume Peak Factor.79 High Int. 7:15 AM 7:45 AM 6:45: AM 7:45 AM Volume Peak Factor WITHERALL STREET 6 28 WALLED LAKE DRIVE Unshifted 7:15 AM 8: AM WALLED LAKE DRIVE WITHERALL STREET North

25 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : WALLED~1 Site Code : Start Date : 8/2/214 Page No : 4 WITHERALL STREET Southbound WALLED LAKE DRIVE Westbound WITHERALL STREET Northbound WALLED LAKE DRIVE Eastbound Start Time Righ Ped App. Righ Ped App. Righ Ped App. Righ Ped App. Int. Thru Left Thru Left Thru Left Thru Left t s Total t s Total t s Total t s Total Total Peak Hour From 12: PM to 5:45 PM - Peak 1 of 1 Intersectio n 4:45 PM Volume Percent :45 Volume Peak.947 Factor High Int. 5:3 PM 5:15 PM 4:45 PM Volume Peak Factor WITHERALL STREET WALLED LAKE DRIVE Unshifted 4:45 PM 5:3 PM WALLED LAKE DRIVE WITHERALL STREET North

26 Project: Walled Lake Apartments TIA Weather: Cloudy, 8's Location: Northport & Witherall WITHERALL STREET Southbound Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI NORTHPORT STREET Westbound Groups Printed- Unshifted WITHERALL STREET Northbound File Name : Northport Street & Witherall Street Site Code : Start Date : 8/21/214 Page No : 1 NORTHPORT STREET Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM 2 2 8:3 AM :45 AM Total *** BREAK *** 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total %

27 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI WITHERALL STREET File Name : Northport Street & Witherall Street Site Code : Start Date : 8/21/214 Page No : NORTHPORT STREET Unshifted 7: AM 5:45 PM NORTHPORT STREET WITHERALL STREET 1 North

28 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : Northport Street & Witherall Street Site Code : Start Date : 8/21/214 Page No : 3 WITHERALL STREET Southbound NORTHPORT STREET Westbound WITHERALL STREET Northbound NORTHPORT STREET Eastbound Start Time Righ Ped App. Righ Ped App. Righ Ped App. Righ Ped App. Int. Thru Left Thru Left Thru Left Thru Left t s Total t s Total t s Total t s Total Total Peak Hour From 7: AM to 11:45 AM - Peak 1 of 1 Intersectio n 7: AM Volume Percent : Volume Peak Factor.817 High Int. 7: AM 7:15 AM 7: AM 7:15 AM Volume Peak Factor WITHERALL STREET NORTHPORT STREET Unshifted 7: AM 7:45 AM NORTHPORT STREET WITHERALL STREET North

29 Fleis & VandenBrink Engineering, Inc. Farmington Hills, MI File Name : Northport Street & Witherall Street Site Code : Start Date : 8/21/214 Page No : 4 WITHERALL STREET Southbound NORTHPORT STREET Westbound WITHERALL STREET Northbound NORTHPORT STREET Eastbound Start Time Righ Ped App. Righ Ped App. Righ Ped App. Righ Ped App. Int. Thru Left Thru Left Thru Left Thru Left t s Total t s Total t s Total t s Total Total Peak Hour From 12: PM to 5:45 PM - Peak 1 of 1 Intersectio n 4:45 PM Volume Percent :15 Volume Peak.629 Factor High Int. 4:45 PM 5: PM 5:15 PM 5:15 PM Volume Peak Factor WITHERALL STREET NORTHPORT STREET Unshifted 4:45 PM 5:3 PM NORTHPORT STREET WITHERALL STREET 1 North

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33 Level of Service Criteria for Stop Sign Controlled Intersections The level of service criteria are given in Table As used here, control delay is defined as the total elapsed time from the time a vehicle stops at the end of the queue until the vehicle departs from the stop line; this time includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including deceleration of vehicles from free-flow speed to the speed of vehicles in queue. The average total delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation.... Exhibit Level of Service Criteria for TWSC Intersections LEVEL OF SERVICE AVERAGE CONTROL DELAY (sec/veh) A < 1 B > 1 and < 15 C > 15 and < 25 D > 25 and < 35 E > 35 and < 5 F > 5 Average total delay less than 1 sec/veh is defined as Level of Service (LOS) A. Follow-up times of less than 5 sec have been measured when there is no conflicting traffic for a minor street movement, so control delays of less than 1 sec/veh are appropriate for low flow conditions. To remain consistent with the AWSC intersection analysis procedure described later in this chapter, a total delay of 5 sec/veh is assumed as the break point between LOS E and F. The proposed level of service criteria for TWSC intersections are somewhat different from the criteria used in Chapter 16 for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from different kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally, several driver behavior considerations combine to make delays at signalized intersections less onerous than at unsignalized intersections. For example, drivers at signalized intersections are able to relax during the red interval, where drivers on the minor approaches to unsignalized intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by individual drivers at unsignalized than signalized intersections. For these reasons, it is considered that the total delay threshold for any given level of service is less for an unsignalized intersection than for a signalized intersection.... LOS F exists when there are insufficient gaps of suitable size to allow a side street demand to cross safely through a major street traffic stream. This level of service is generally evident from extremely long total delays experienced by side street traffic and by queueing on the minor approaches. The method, however, is based on a constant critical gap size - that is, the critical gap remains constant, no matter how long the side street motorist waits. LOS F may also appear in the form of side street vehicles selecting smaller-than-usual gaps. In such cases, safety may be a problem and some disruption to the major traffic stream may result. It is important to note that LOS F may not always result in long queues but may result in adjustments to normal gap acceptance behavior. The latter is more difficult to observe on the field than queueing, which is more obvious. Source: Highway Capacity Manual, 2. Transportation Research Board, National Research Council

34 Level of Service for Signalized Intersections Level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, level-of-service (LOS) criteria are stated in terms of the average stopped delay per vehicle for a 15-min analysis period. The criteria are given in Exhibit Delay may be measured in the field or estimated using procedures presented later in this chapter. Delay is a complex measure and is dependent on a number of variables, including the quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question. LOS A describes operations with very low delay, up to 1 sec per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. LOS B describes operations with delay greater than 1 and up to 2 sec per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay. Exhibit Level-of-Service Criteria for Signalized Intersections LEVEL OF SERVICE STOPPED DELAY PER VEHICLE (SEC) A <1. B > 1. and <2. C > 2. and < 35. D > 35. and < 55. E > 55. and < 8. F >8. LOS C describes operations with delay greater than 2 and up to 35 sec per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. LOS D describes operations with delay greater than 35 and up to 55 sec per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with delay greater than 55 and up to 8 sec per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. LOS F describes operations with delay in excess of 8 sec per vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1. with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. Source: Highway Capacity Manual, 2. Transportation Research Board, National Research Council

35 HCM Signalized Intersection Capacity Analysis Existing Conditions 1: Pontiac Trail & Walled Lake Drive AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) 16 3 Lane Group Flow (vph) Turn Type Split NA Split NA Perm NA NA Perm Protected Phases Permitted Phases 1 1 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot.1 c.13 c.8.2 c.25 v/s Ratio Perm.18. v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C D D D B B B Approach Delay (s) Approach LOS D D B B Intersection Summary HCM 2 Control Delay 25.1 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.56 Actuated Cycle Length (s) 1. Sum of lost time (s) 18. Intersection Capacity Utilization 53.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

36 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 2: Pontiac Trail & Common Street/Market Street AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 29 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right 2 3 csh Volume to Capacity Queue Length 95th (ft) 1 1 Control Delay (s) Lane LOS B B A Approach Delay (s) Approach LOS B B Intersection Summary Average Delay.2 Intersection Capacity Utilization 24.8% ICU Level of Service A Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

37 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 3: Pontiac Trail & Northport Street AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 58 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NE 1 NE 2 SW 1 SW 2 Volume Total Volume Left Volume Right 33 1 csh Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS D B A Approach Delay (s) Approach LOS D B Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 38.2% ICU Level of Service A Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

38 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 4: Pontiac Trail & Nicolet Street AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) Sign Control Stop Free Free Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians 1 Lane Width (ft) 12. Walking Speed (ft/s) 4. Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 13 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left 2 25 Volume Right 18 1 csh Volume to Capacity Queue Length 95th (ft) 2 2 Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Intersection Summary Average Delay.4 Intersection Capacity Utilization 38.6% ICU Level of Service A Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

39 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 5: Walled Lake Drive & Witherall Street AM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians 1 Lane Width (ft) 12. Walking Speed (ft/s) 4. Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 848 px, platoon unblocked.89 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left 42 Volume Right 8 6 csh Volume to Capacity Queue Length 95th (ft) 11 Control Delay (s) Lane LOS C Approach Delay (s) Approach LOS C Intersection Summary Average Delay.9 Intersection Capacity Utilization 34.4% ICU Level of Service A Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

40 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 6: Walled Lake Drive & Hillcroft Drive AM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 1134 px, platoon unblocked.91 vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left 8 Volume Right 1 csh Volume to Capacity Queue Length 95th (ft) 2 Control Delay (s) Lane LOS C Approach Delay (s) Approach LOS C Intersection Summary Average Delay.2 Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

41 HCM Signalized Intersection Capacity Analysis Existing Conditions 1: Pontiac Trail & Walled Lake Drive PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) 1 1 Turn Type Split NA Split NA Perm NA NA Perm Protected Phases Permitted Phases 1 1 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot.1 c.4.14 c v/s Ratio Perm c.28.2 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D D D B B B Approach Delay (s) Approach LOS D D B B Intersection Summary HCM 2 Control Delay 25.1 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.56 Actuated Cycle Length (s) 1. Sum of lost time (s) 18. Intersection Capacity Utilization 61.% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

42 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 2: Pontiac Trail & Common Street/Market Street PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 29 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (ft) 4 3 Control Delay (s) Lane LOS B C A Approach Delay (s) Approach LOS B C Intersection Summary Average Delay.4 Intersection Capacity Utilization 29.8% ICU Level of Service A Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214

43 HCM Unsignalized Intersection Capacity Analysis Existing Conditions 3: Pontiac Trail & Northport Street PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 583 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NE 1 NE 2 SW 1 SW 2 Volume Total Volume Left 9 71 Volume Right csh Volume to Capacity Queue Length 95th (ft) 23 6 Control Delay (s) Lane LOS B B A Approach Delay (s) Approach LOS B B Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 58.7% ICU Level of Service B Analysis Period (min) 15 Walled Lake Apartments Synchro 8 Report Fleis & VandenBrink Engineering, Inc. 8/28/214