REDEVELOPMENT TRAFFIC IMPACT STUDY

Transcription

1 REDEVELOPMENT TRAFFIC IMPACT STUDY For Wendy s Parker, Colorado January 215 Prepared for: Sterling Design Associates, LLC 29 W. Littleton Boulevard #3 Littleton, Colorado 812 Prepared by: 1233 Airport Way, Suite 2 Broomfield, Colorado 821 (33) Project Manager/Engineer: Mike Rocha, TSOS, TOPS Engineer in Responsible Charge: Fred Lantz, PE

2 Wendy s Redevelopment Traffic Impact Study January 215 Project Overview I. Introduction This traffic impact study addresses the capacity, geometric, and control requirements associated with the proposed development entitled Wendy s. The development is located southeast of South Parker Road and Crown Crest Boulevard in Parker, Colorado. The study scope and level of analysis needed for this in-fill development was coordinated with Town Staff on January 2, 215 and is intended to comply with the limited scope of a redevelopment traffic study as defined in Section 5.4 of the Town s Roadway Design and Construction Criteria Manual. The Town s standard checklist of required traffic impact study items is included for reference in Appendix A. Study Area Boundaries The study area examined in this analysis encompasses the Crown Crest Boulevard intersections with Parker Road and existing private road, and the intersection of the existing private road and existing site access. Figure 1 illustrates general site location and study intersections. Site Description and Access Land for the development was previously used for a bank (KeyBank) and is surrounded by a mix of commercial, residential, hospital, entertainment, restaurant and retail land uses. The proposed development is understood to entail the construction of an approximate 3,4 square foot quick serve restaurant with drive-through window. Primary site access exists at the following location: One full movement access on the private road. This access is also shared with an adjacent land use (Chick-fil-A). For purposes of this study, it is anticipated that development construction would not be phased and be completed by end of Year 215. A preliminary site plan, prepared by Sterling Design Associates, LLC, is shown on Figure 2. This site plan is provided for illustrative purposes. SM ROCHA, LLC - Traffic and Transportation Consultants Page 1

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5 Wendy s Redevelopment Traffic Impact Study January 215 Existing and Committed Surface Transportation Network Within the study area, Crown Crest Boulevard and the private road are the primary roadways that will accommodate traffic to and from the proposed development. Parker Road is a secondary roadway. A brief description of the roadways is provided below: Crown Crest Boulevard is a four lane, east-west, collector roadway having four through lanes (two lanes in each direction) without exclusive turn lanes at intersections within study area. A roundabout intersection is provided at the Cottonwood Drive intersection. The posted speed limit is 35 MPH. Parker Road is a north-south arterial roadway with six through lanes (three lanes in each direction) and exclusive turn lanes at intersections. The Colorado Department of Transportation (CDOT) categorizes the adjacent section of Parker Road (State Highway 83) as NRA "Non-Rural Principle Highway" and provides a posted speed limit of 45 MPH. Private Road is a two lane roadway that provides area businesses with limited local access to Crown Crest Boulevard. Combinations of exclusive and shared turning lanes exist at intersections with Crown Crest Boulevard. The Crown Crest Boulevard and Parker Road intersection is signalized. All other study intersections operate under a stop-controlled condition. A stop-controlled intersection is defined as a roadway intersection where vehicle rights-of-way are controlled by one or more STOP signs. Town Transportation plans describe Crown Crest Boulevard having an ultimate two lane roadway section (one through lane in each direction). Crown Crest Boulevard is currently built out to a four lane roadway section (two through lanes in each direction). Parker Road is defined as six lane roadway section. No future roadway classification is defined for the private road. No specific improvements for Crown Crest Boulevard, Parker Road or the private road are known to be planned or committed at this time, and the area roadways are built to their ultimate cross-section. SM ROCHA, LLC - Traffic and Transportation Consultants Page 4

6 Wendy s Redevelopment Traffic Impact Study January 215 II. Existing Traffic Conditions AM and PM Peak Hour turning movement traffic counts were collected at the Crown Crest Boulevard intersections of Parker Road and the private road. Peak hour traffic counts were also collected at the private road and site access intersection. These counts are shown on Figure 3. Traffic count data is included for reference in Appendix A. 24-hour volume counts were not collected because of the degree of analysis required with this redevelopment traffic study The Signalized and Unsignalized Intersection Analysis techniques, as published in the Highway Capacity Manual (HCM) by the Transportation Research Board and as incorporated into the SYNCHRO computer program, were used to analyze the study intersections for existing traffic conditions. These techniques allow for the determination of intersection level of service (LOS) based on the congestion and delay of each traffic movement. The level of service analyses results for existing conditions are summarized in Table 1. Definitions of levels of service are given in Appendix B. Intersection capacity worksheets are provided in Appendix C. Key: TABLE 1 INTERSECTION CAPACITY ANALYSIS SUMMARY EXISTING TRAFFIC INTERSECTION LEVEL OF SERVICE LANE GROUPS AM PEAK HOUR PM PEAK HOUR Parker Road / Crown Crest Boulevard (Signalized) C (22.2) C (23.1) Crown Crest Boulevard / Private Road (Stop-Controlled) Northbound B B Private Road / Existing Access (Stop-Controlled) Eastbound, Through and B B Westbound, Through and B B Northbound, Through and A A Southbound, Through and A A Stop-Controlled Intersections: Level of Service Signalized Intersection: Level of Service (Control Delay in sec/veh) Existing Traffic Analysis Results Under existing conditions, operational analysis shows that the signalized study intersection operates at LOS C during both morning and afternoon peak hours. All other unsignalized study intersections operate at LOS B or better during peak traffic periods. SM ROCHA, LLC - Traffic and Transportation Consultants Page 5

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8 Wendy s Redevelopment Traffic Impact Study January 215 III. Future Traffic Conditions without Proposed Development Background traffic is the traffic projected to be on area roadways without consideration of the proposed development. Background traffic includes traffic generated by development of vacant parcels in the area. Pursuant to the non-committed area roadway improvements discussion provided in Section I, background traffic conditions assume no roadway improvements to accommodate regional transportation demands. Since the construction of this small in-fill development is expected to occur before end of Year 215, no annual growth rate was applied to existing traffic volumes to account for projected increases in background traffic. SM ROCHA, LLC - Traffic and Transportation Consultants Page 7

9 Wendy s Redevelopment Traffic Impact Study January 215 Vehicle Trip Generation IV. Proposed Project Traffic Standard traffic generation characteristics compiled by the Institute of Transportation Engineers (ITE) in their report entitled Trip Generation, 9 th Edition, were applied to the proposed restaurant use in order to estimate average daily traffic (ADT), AM Peak Hour, and PM Peak Hour vehicle trips. A vehicle trip is defined as a one-way vehicle movement from a point of origin to a point of destination. Trip generation rates used in this study are presented in Table 2. TABLE 2 TRIP GENERATION RATES TRIP GENERATION RATES ITE 24 AM PEAK HOUR PM PEAK HOUR CODE LAND USE UNIT HOUR ENTER EXIT TOTAL ENTER EXIT TOTAL 934 Fast Food w/ Drive Through KSF Key: KSF = Thousand Square Feet Gross Floor Area Note: All data and calculations presented in above table are subject to being rounded to nearest value. Table 3 illustrates projected average daily traffic (ADT), AM Peak Hour, and PM Peak Hour traffic volumes generated by the proposed development. TABLE 3 TRIP GENERATION SUMMARY TOTAL TRIPS GENERATED ITE 24 AM PEAK HOUR PM PEAK HOUR CODE LAND USE SIZE HOUR ENTER EXIT TOTAL ENTER EXIT TOTAL 934 Fast Food w/ Drive Through 3.4 KSF 1, Total: 1, Note: All data and calculations presented in above table are subject to being rounded to nearest value. Table 3 illustrates that the proposed restaurant development has the potential to generate approximately 1,687 daily trips with 154 of those occurring during the AM Peak Hour and 111 during the PM Peak Hour. SM ROCHA, LLC - Traffic and Transportation Consultants Page 8

10 Wendy s Redevelopment Traffic Impact Study January 215 Adjustments to Vehicle Trip Generation Rates While a development of this type is likely to attract trips from within area land uses as well as passby trips from the adjacent roadway system, no trip reduction was taken in this study. This assumption provides for a conservative analysis. Vehicle Trip Distribution The overall directional distribution of site-generated traffic was determined based on proposed and existing area land uses, allowed turning movements, and available roadway network. Trip distribution patterns for the development are shown on Figure 4. Vehicle Trip Assignment Traffic assignment is how generated and distributed vehicle trips are expected to be loaded onto the available roadway network. Applying trip distribution patterns to site-generated traffic provides the overall site-generated trip assignments shown on Figure 4. SM ROCHA, LLC - Traffic and Transportation Consultants Page 9

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12 Wendy s Redevelopment Traffic Impact Study January 215 V. Future Traffic Forecasts with Proposed Development Site-generated traffic was added to existing traffic volumes to develop total traffic projections. For analysis purposes, it was assumed that development build-out would occur by end of Year 215. The projected Year 215 total traffic volumes and intersection geometry are shown in Figure 5. SM ROCHA, LLC - Traffic and Transportation Consultants Page 11

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14 Wendy s Redevelopment Traffic Impact Study January 215 Peak Hour Intersection Levels of Service VI. Project Impacts As with existing traffic, the operations of the study intersections were analyzed under projected total traffic conditions using the SYNCHRO computer program. Total traffic level of service analysis results for Year 215 is summarized in Table 4. Definitions of Levels of Service are given in Appendix B, and intersection capacity worksheets are provided in Appendix C. Key: TABLE 4 INTERSECTION CAPACITY ANALYSIS SUMMARY TOTAL TRAFFIC - YEAR 215 INTERSECTION LEVEL OF SERVICE LANE GROUPS AM PEAK HOUR PM PEAK HOUR Parker Road / Crown Crest Boulevard (Signalized) C (24.) C (23.7) Crown Crest Boulevard / Private Road (Stop-Controlled) Northbound B B Private Road / Existing Access (Stop-Controlled) Eastbound, Through and B B Westbound, Through and B B Northbound, Through and A A Southbound, Through and A A Stop-Controlled Intersections: Level of Service Signalized Intersection: Level of Service (Control Delay in sec/veh) Total Traffic Analysis Results upon Development Build-Out Table 4 shows that the signalized Parker Road intersection at Crown Crest Boulevard, upon development build-out (Year 215) with conservative assumptions defined in this study is projected to have an overall operation at LOS C during both the morning and afternoon peak hours. These operations are similar to existing conditions. All other unsignalized study intersections are expected to operate at LOS B or better during the morning and afternoon peak hour. No mitigation to Year 215 intersection operation results appear needed since the Town s minimum acceptable level of service goal (LOS D) has not been exceeded. SM ROCHA, LLC - Traffic and Transportation Consultants Page 13

15 Wendy s Redevelopment Traffic Impact Study January 215 VII. Conclusion This redevelopment traffic impact study addressed the capacity, geometric, and control requirements associated with the proposed development entitled Wendy s. This development is located southeast of South Parker Road and Crown Crest Boulevard in Parker, Colorado. The study area examined in this analysis encompasses the Crown Crest Boulevard intersections with Parker Road and existing private road, and the intersection of the existing private road and existing site access. Analysis was conducted for critical AM Peak Hour and PM Peak Hour traffic operations for existing traffic conditions and Year 215 total traffic conditions. No analysis for background or long term total traffic conditions was provided due to degree of in-fill development proposed and traffic analysis requirements defined by Town Staff. Analysis of existing traffic conditions indicates that the signalized intersection of Parker Road and Crown Crest Boulevard operates overall at C during both the morning peak and the afternoon peak hour. The stop-controlled intersections of Crown Crest Boulevard and the private road, and existing site access operate at or better than LOS B during peak traffic hours. Analysis of future traffic conditions indicate that the addition of site-generated traffic is minimal and expected to create no discernable impact to traffic operations for the existing and surrounding roadway. With all conservative assumptions defined in this analysis, study intersections are projected to operate at future levels of service comparable to existing peak hour traffic conditions. Site access is compliant to Town s desired standards for intersection performance. SM ROCHA, LLC - Traffic and Transportation Consultants Page 14

16 APPENDIX A Traffic Count Data

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19 All Traffic Data Services, Inc PARKER RD Southbound Westbound Groups Printed- Class 1 File Name : _1 PARKER&CROWNAM Site Code : Start Date : 1/28/215 Page No : 1 PARKER RD Northbound Eastbound Start Time Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total Grand Total Apprch % Total % PARKER RD /28/215 7: AM 1/28/215 8:45 AM Class 1 North PARKER RD

20 All Traffic Data Services, Inc PARKER RD Southbound Westbound File Name : _1 PARKER&CROWNAM Site Code : Start Date : 1/28/215 Page No : 2 PARKER RD Northbound Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 7: AM to 8:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 7:15 AM 7:15 AM :3 AM :45 AM : AM Total Volume % App. Total PHF PARKER RD Peak Hour Data Peak Hour Begins at 7:15 AM Class 1 North PARKER RD

21 All Traffic Data Services, Inc PARKER RD Southbound Westbound Groups Printed- Class 1 File Name : _1 PARKER&CROWNPM Site Code : Start Date : 1/28/215 Page No : 1 PARKER RD Northbound Eastbound Start Time Int. Total 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total % PARKER RD /28/215 4: PM 1/28/215 5:45 PM Class 1 North PARKER RD

22 All Traffic Data Services, Inc PARKER RD Southbound Westbound File Name : _1 PARKER&CROWNPM Site Code : Start Date : 1/28/215 Page No : 2 PARKER RD Northbound Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 4: PM to 5:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 4:45 PM 4:45 PM : PM :15 PM :3 PM Total Volume % App. Total PHF PARKER RD Peak Hour Data Peak Hour Begins at 4:45 PM Class 1 North PARKER RD

23 All Traffic Data Services, Inc Southbound Westbound Groups Printed- Class 1 File Name : _2 PRIVATE&CROWNAM Site Code : Start Date : 1/28/215 Page No : 1 Northbound Eastbound Start Time Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total Grand Total Apprch % Total % /28/215 7: AM 1/28/215 8:45 AM Class 1 North

24 All Traffic Data Services, Inc Southbound Westbound File Name : _2 PRIVATE&CROWNAM Site Code : Start Date : 1/28/215 Page No : 2 Northbound Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 7: AM to 8:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 7:3 AM 7:3 AM :45 AM : AM :15 AM Total Volume % App. Total PHF Peak Hour Data Peak Hour Begins at 7:3 AM Class 1 North

25 All Traffic Data Services, Inc Southbound Westbound Groups Printed- Class 1 File Name : _2 PRIVATE&CROWNPM Site Code : Start Date : 1/28/215 Page No : 1 Northbound Eastbound Start Time Int. Total 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total % /28/215 4: PM 1/28/215 5:45 PM Class 1 North

26 All Traffic Data Services, Inc Southbound Westbound File Name : _2 PRIVATE&CROWNPM Site Code : Start Date : 1/28/215 Page No : 2 Northbound Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 4: PM to 5:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 5: PM 5: PM :15 PM :3 PM :45 PM Total Volume % App. Total 1 1 PHF Peak Hour Data Peak Hour Begins at 5: PM Class 1 North

27 All Traffic Data Services, Inc Southbound SITE ACCESS Westbound Groups Printed- Class 1 Northbound File Name : #3 PRIVATE&SITEAM Site Code : Start Date : 1/28/215 Page No : 1 SITE ACCESS Eastbound Start Time Int. Total 7: AM :15 AM :3 AM :45 AM Total : AM :15 AM :3 AM :45 AM Total Grand Total Apprch % Total % SITE ACCESS /28/215 7: AM 1/28/215 8:45 AM Class 1 North SITE ACCESS

28 All Traffic Data Services, Inc Southbound SITE ACCESS Westbound Northbound File Name : #3 PRIVATE&SITEAM Site Code : Start Date : 1/28/215 Page No : 2 SITE ACCESS Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 7: AM to 8:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 7:3 AM 7:3 AM :45 AM : AM :15 AM Total Volume % App. Total PHF Peak Hour Data SITE ACCESS Peak Hour Begins at 7:3 AM Class 1 North SITE ACCESS

29 All Traffic Data Services, Inc Southbound SITE ACCESS Westbound Groups Printed- Class 1 Northbound File Name : #3 PRIVATE&SITEPM Site Code : Start Date : 1/28/215 Page No : 1 SITE ACCESS Eastbound Start Time Int. Total 4: PM :15 PM :3 PM :45 PM Total : PM :15 PM :3 PM :45 PM Total Grand Total Apprch % Total % SITE ACCESS /28/215 4: PM 1/28/215 5:45 PM Class 1 North SITE ACCESS

30 All Traffic Data Services, Inc Southbound SITE ACCESS Westbound Northbound File Name : #3 PRIVATE&SITEPM Site Code : Start Date : 1/28/215 Page No : 2 SITE ACCESS Eastbound Start Time App. Total App. Total App. Total App. Total Int. Total Peak Hour Analysis From 4: PM to 5:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 5: PM 5: PM :15 PM :3 PM :45 PM Total Volume % App. Total PHF Peak Hour Data SITE ACCESS Peak Hour Begins at 5: PM Class 1 North SITE ACCESS

31 APPENDIX B Level of Service Definitions

32 The following information can be found in the Highway Capacity Manual, Transportation Research Board, 21: Chapter 18 Signalized Intersections and Chapter 19 Two-Way Stop Controlled Intersections. Automobile Level of Service (LOS) for Signalized Intersections Levels of service are defined to represent reasonable ranges in control delay. LOS A Describes operations with a control delay of 1s/veh or less and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. LOS B Describes operations with control delay between 1 and 2 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. LOS C Describes operations with control delay between 2 and 35 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is.significant, although many vehicles still pass through the intersection without stopping. LOS D Describes operations with control delay between 35 and 55 s/veh and a volume-to-capacity ratio no greater than 1..This level is typically assigned when the volume-to-capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable. LOS E Describes operations with control delay between 55 and 8 s/veh and a volume-to-capacity ratio no greater than 1.. This level is typically assigned when the volume-to-capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. LOS F Describes operations with control delay exceeding 8 s/veh or a volume-to-capacity ratio greater than 1.. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue. Level of Service (LOS) for Unsignalized TWSC Intersections Level of Service Average Control Delay (s/veh) A - 1 B > 1-15 C > D > E > 35-5 F > 5

33 APPENDIX C Capacity Worksheets

34 Timings Existing Traffic Volumes 1: Crown Crest Blvd & Parker Rd AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) Volume (vph) Lane Group Flow (vph) Turn Type Prot Free Prot Free Perm Prot Protected Phases Permitted Phases Free Free 2 Total Split (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Uniform Delay, d Control Delay Queue Delay Total Delay LOS D D A E A C A E A Approach Delay Approach LOS C C B Queue Length 5th (ft) Queue Length 95th (ft) # #147 2 Internal Link Dist (ft) Turn Bay Length (ft) 1 52 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn 169 Reduced v/c Ratio Intersection Summary Cycle Length: 12 Actuated Cycle Length: 12 Offset: 2 (17%), Referenced to phase 2:NBT and 6:SBT, Start of Green Control Type: Actuated-Coordinated Maximum v/c Ratio:.91 Intersection Signal Delay: 22.2 Intersection LOS: C Intersection Capacity Utilization 72.4% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 1

35 Timings Existing Traffic Volumes 1: Crown Crest Blvd & Parker Rd AM Peak Hour Splits and Phases: 1: Crown Crest Blvd & Parker Rd January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 2

36 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Volumes 2: Crown Crest Blvd & Private Rd AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 391 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 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) 11 Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay.8 Intersection Capacity Utilization 23.7% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 3

37 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Volumes 3: Site Access & Private Rd AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade % % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 SB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) 3 1 Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 23.5% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 4

38 Timings Existing Traffic Volumes 1: Crown Crest Blvd & Parker Rd PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) Volume (vph) Lane Group Flow (vph) Turn Type Prot Free Prot Free Perm Prot Protected Phases Permitted Phases Free Free 2 Total Split (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Uniform Delay, d Control Delay Queue Delay Total Delay LOS C D A D A C A D C Approach Delay Approach LOS B C C Queue Length 5th (ft) Queue Length 95th (ft) #773 Internal Link Dist (ft) Turn Bay Length (ft) 1 52 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn 652 Reduced v/c Ratio Intersection Summary Cycle Length: 12 Actuated Cycle Length: 12 Offset: 48 (4%), Referenced to phase 2:NBT and 6:SBT, Start of Green Control Type: Actuated-Coordinated Maximum v/c Ratio:.84 Intersection Signal Delay: 23.1 Intersection LOS: C Intersection Capacity Utilization 73.% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 5

39 Timings Existing Traffic Volumes 1: Crown Crest Blvd & Parker Rd PM Peak Hour Splits and Phases: 1: Crown Crest Blvd & Parker Rd January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 6

40 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Volumes 2: Crown Crest Blvd & Private Rd PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 391 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 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) 26 Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.3 Intersection Capacity Utilization 31.8% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 7

41 HCM Unsignalized Intersection Capacity Analysis Existing Traffic Volumes 3: Site Access & Private Rd PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade % % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 SB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 27.3% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 8

42 Timings Total Traffic Volumes 1: Crown Crest Blvd & Parker Rd Year AM Peak Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) Volume (vph) Lane Group Flow (vph) Turn Type Prot Free Prot Free Perm Prot Protected Phases Permitted Phases Free Free 2 Total Split (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Uniform Delay, d Control Delay Queue Delay Total Delay LOS D D A E A C A E A Approach Delay Approach LOS C C B Queue Length 5th (ft) Queue Length 95th (ft) # # Internal Link Dist (ft) Turn Bay Length (ft) 1 52 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn 179 Reduced v/c Ratio Intersection Summary Cycle Length: 12 Actuated Cycle Length: 12 Offset: 2 (17%), Referenced to phase 2:NBT and 6:SBT, Start of Green Control Type: Actuated-Coordinated Maximum v/c Ratio:.93 Intersection Signal Delay: 24. Intersection LOS: C Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 9

43 Timings Total Traffic Volumes 1: Crown Crest Blvd & Parker Rd Year AM Peak Splits and Phases: 1: Crown Crest Blvd & Parker Rd January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 1

44 HCM Unsignalized Intersection Capacity Analysis Total Traffic Volumes 2: Crown Crest Blvd & Private Rd Year AM Peak Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 391 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 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) 2 Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 28.3% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 11

45 HCM Unsignalized Intersection Capacity Analysis Total Traffic Volumes 3: Site Access & Private Rd Year AM Peak Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade % % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 SB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Intersection Summary Average Delay 4.1 Intersection Capacity Utilization 34.5% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 12

46 Timings Total Traffic Volumes 1: Crown Crest Blvd & Parker Rd Year PM Peak Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Total Lost Time (s) Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Satd. Flow (RTOR) Volume (vph) Lane Group Flow (vph) Turn Type Prot Free Prot Free Perm Prot Protected Phases Permitted Phases Free Free 2 Total Split (s) Act Effct Green (s) Actuated g/c Ratio v/c Ratio Uniform Delay, d Control Delay Queue Delay Total Delay LOS C D A D A C A D C Approach Delay Approach LOS B C C Queue Length 5th (ft) Queue Length 95th (ft) #795 Internal Link Dist (ft) Turn Bay Length (ft) 1 52 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn 79 Reduced v/c Ratio Intersection Summary Cycle Length: 12 Actuated Cycle Length: 12 Offset: 48 (4%), Referenced to phase 2:NBT and 6:SBT, Start of Green Control Type: Actuated-Coordinated Maximum v/c Ratio:.85 Intersection Signal Delay: 23.7 Intersection LOS: C Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 13

47 Timings Total Traffic Volumes 1: Crown Crest Blvd & Parker Rd Year PM Peak Splits and Phases: 1: Crown Crest Blvd & Parker Rd January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 14

48 HCM Unsignalized Intersection Capacity Analysis Total Traffic Volumes 2: Crown Crest Blvd & Private Rd Year PM Peak Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Free Free Stop Grade % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 391 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 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) 36 Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 35.% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 15

49 HCM Unsignalized Intersection Capacity Analysis Total Traffic Volumes 3: Site Access & Private Rd Year PM Peak Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade % % % % Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 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 SB 1 Volume Total Volume Volume csh Volume to Capacity Queue Length (ft) Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Intersection Summary Average Delay 3.6 Intersection Capacity Utilization 36.2% ICU Level of Service A Analysis Period (min) 15 January 215 Synchro Report SM ROCHA, LLC Appendix C - Capacity Worksheets - Page 16