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Peccia to Greer/US 93 & Northridge Traffic SignalROBERT PECCIA & ASSOCIATES Civil, Transportation, & Environmental Engineers Mr. David Greer Montana Planning Consultants P.O. Box 7607 Kalispell, MT 59904 July 10, 1996 Subject: Buffalo Commons US 93 & Northridge Traffic Signal Dear Mr. Greer: Cc':rZ o� M k ir6c1 C, >L� CD `__RECEIVED -- f: _ 11996 MUts,w1h ucrARIMtNi This letter documents traffic conditions and analyses related to the traffic signal design for the .. . "intersection of US 93 and Northridge Drive. This information will be needed to obtain Montana Department of Transportation approval of the signal design and installation. We are forwarding copies of this report and the signal design to the appropriate MDT personnel at this time, so they can begin their.review. Purpose of Traffie Signal The Buffalo Commons site development project is located at the. northerly edge of Kalispell, Montana, immediately east of U.S. 93. One of the primary access routes to and from this development is a planned access to U.S. 93 at Northridge Drive. As a new approach to U.S. 93, all projected traffic on Northridge, Drive represents an increase at this location. U.S:_93 traffic* is -already heavy through this corridor, and is expected to increase. This signal is . planned to provide reasonable, access to and from Northridge Drive at U.S. 93, while, in delay to the main highway, and minimizing vehicle conflicts.:' Traffic Projections The need for this traffic signal is based on traffic projections from several different sources. U.S. 93 traffic projections are based on MDT traffic counts and the RPA analysis for the U.S.. 93 and Meridian_ Road intersection, located immediately south of this project. The 1991 measured ADT for this segment was 14,500 vpd. Projections for U.S. 93 traffic growth amount to about 6%'per year. Design year for this development is assumed to be 2000, at which time U.S. 93 traffic would grow to 23,200 vpd. Northridge Drive estimated traffic for the existing eastbound leg is based on a rough approximation that the access serves 33% of a 60 acre residential development. Given these as the west -leg Northridge average daily traffic is estimated at 60 acres x 4 dwelling units per acre x 10 trips per day per DU x 33% = 800 vpd. Peak hour traffic is assumed to be 10% of the ADT. Traffic for the new Northridge Drive leg east of U.S. 93 is estimated based on proposed land uses within the development, and distribution to other access routes. The traffic is based on P.O. Box 5653, 825 Custer Helena, Montana 59604 (406) 447-5000 1 FAX (406) 447-5036 RPA-HLY.com 66% to 72 % of daily and peak hour traffic generated by 34 SFDUs, 30 duplex MFDUs, 28 fourplex MFDUs, one 150 seat restaurant, fourteen 3,000sf specialty retail units, and seven 21,000sf medical/dental units. These generate a total ADT of 8,928 vpd, 828 veh per AM peak, and 995 veh per, PM peak. Traffic assigned to the project intersection amounts to 6,096 vpd, 599 veh / AM peak, and 662 veh / PM peak. Projected traffic volumes were run through a simple gravity model to assign turning movements through the new intersection, for use in capacity analysis. Spreadsheets showing this assignment for the AM and PM peak periods are attached to this report. Traffic Signal Warrants A traffic control signal can only be installed on a public roadway in Montana if the installation meets at least one of eleven warrants specified in the Federal Highway Administration's Manual on Uniform Traffic Control Devices. The following discussion evaluates the proposed project in terms of each of these warrants. Warrant 1 Minimum Vehicular Volume - Not Met for this'project Warrant 2 Interruption of Continuous Traffic - Met for this project. U.S. 93 traffic volumes easily exceed 900 vph for a typical eight hour period. Projected traffic for the westbound . approach to U.S. 93 is projected to be 600 to 660 vph in the peak hours, and at least 100 vph throughout an eight hour period through the mid -day. Warrant 3 Minimum Pedestrian Volume - Not Met for this project. Warrant 4 School Crossing- Not Applicable to this project. Warrant 5 Progressive Movement - Not Applicable to this project. Warrant 6 Accident Experience - The. single Northridge Drive approach on the west side of U.S.. 93-has .no significant recorded accident problem. -Warrant is Not Met for this project. Warrant 7 Systems Warrant --Not Applicable to this project. : Warrant 8 Combination of Warrants - Not Needed - At least one warrant is already met. Warrant 9 _Four Hour Volumes =Warrant is Met. U.S. 93 traffic exceeds 1400 vph for at least four" hours of an average day, and Northridge Drive is expected to exceed 120 vph for each of the same four hours. Warrant 10 Peak Hour Delay "Met for this project. - Warrant 11 Peak Hour Volume - Met for this project . The proposed project meets warrants 2, 9, 10, and 11. Since at least one warrant is met, the signal can be installed on the public facility. Intersection and Traffic Signal Design U. S. 93 is a four lane facility with a painted center median, currently including a center left turn lane for the existing westerly Northridge Drive approach. No changes to this roadway are expected in this project, except to add a left turn lane for southbound-to-eastbound traffic, in the existing median. The. existing northbound left turn lane provides about 160 feet of storage, which easily exceeds the demand for existing Northridge traffic. The southbound turning lane is designed to match this capacity, which still exceeds storage needed for the new approach. Much of the new southbound turning lane's length will function as a deceleration lane. 2 The existing Northridge Drive approach on the west side of U.S. 93 is a two lane paved street with no curb and gutter. It has one outbound lane and one approach lane with no turning restrictions. No changes are expected for this approach. The new Northridge Drive approach on the east side of U.S. 93 is proposed as a 42-foot-wide (back to back of curbs) paved street. This approach section will include one outbound lane, a dedicated left turn approach lane, and a shared through -right lane. The left turn lane is designed to provide 100 feet of storage, exceeding the design loading of about 3 vehicles per cycle. The new development is designed with internal sidewalks, but not including pedestrian connections to U.S. 93 on Northridge Drive. No sidewalks 'exist along U.S. 93 near this location. As a result, the signalization design for this intersection does not include pedestrian facilities. The traffic signal is designed with semi -actuated control, providing green time for east -west traffic only when detected. North -south left turns are only allowed as permitted movements during the primary north -south movements.- As designed, the signal will efficiently meet the needs'of conflicting traffic, while maintaining the majority of green time for the primary U.S. 93 traffic. An eight -phase controller is proposed, although only four of the eight phases will be used as designed, since all east -west traffic will move together and no protected movements are planned for the north -south left turn bays. The signal controller and basic wiring plan will accommodate addition of these separate movements in the future. if desired. Emergency signal pre-emption is included in the design, to be incorporated into the existing US 93 coordination system. It is.assumed at this time that the traffic controller, controller cabinet, loop detector amplifiers, and conflict monitor will be acquired and setup by MDT, at the project owner's expense. This arrangement will be verified prior to completion'of the final design set, and will probably require a written agreement between the two parties if included in the final design. CapacityAnalysis Capacity analyses were run for the intersection at design traffic levels to assess non -signalized performance in the AM peak period, and signalized performance in both the AM and PM .. peaks. The unsignalized analysis indicates that Northridge Drive will not be adequately . served at design traffic levels without signalization. The signalized analyses indicate that the proposed signal will achieve the desired performance throughout the design year during the AM peak traffic. Southbound left turns will fail in the - design year PM peak traffic under the proposed design, most likely resulting in a shift of this traffic to other adjacent access routes. In the event protected left turn movements on U.S. 93 become desirable, the proposed traffic controller, wiring scheme, signal heads, and mast arms, will accommodate the needed upgrades easily, at relatively little expense. 3 Timing of Improvements The traffic volumes and warrants analysis described in this report is based on projections for full build -out of the project. We estimate that the signal will meet at least one warrant early in the project development, and it will meet most applicable warrants once the project generates about 3,000 vehicles per day, or about 2,000 vpd at the Northridge access. This should occur after full build out of the single family (Phase 1), multi -family (Phase II), and commercial (Phase III) developments as planned, or any other combination of the five phase project that woul result in the 3,000 vpd trip generation. Although the signal could be built as soon as at least one warrant is satisfied, it probably won't become needed until the 3,000 vpd project trip generation is reached. Final Revisions This report accompanies a preliminary design for the project. Comments received in response to this report and design will be addressed in the final design. Please feel free to contact me if you have any questions about the design or analysis. Sincerely yours; ROBERT PECCIA & ASSOCIATES SLF/slf attachments cc: file Jim Weaver, MDT Missoula District Don Dusek, MDT Traffic, Helena \si tedev\nwhc\dwg\traffic\traffic. rpt 19 is lam. ALM y�js o CIVIL ENGINEERS Lep N r j / � eL =~% . T' �o R f 511 �e Z7r1c101o�r1-j 14r /- -- _ Scp , l9g y %V/rPovf L �s7'1MArE cL:5e se�vcs }:331 e_gol�I(-( X�i:c�fr.e�.aF t rps% y�c 3 3 7- l00 Ae .y �% ` y IQ $DO 1J1 — -- _7 ---,/j�� r0 rti �E�/'I � I �l t y "a I I :__ r • i S Q (� °►.3 D 6d'l a,<.f_ ysoa � too a3� �20 _ _ - - Pea. a; 3�0; - - f-- -- - _ __- �•ie _ - --- ----- ---- T/�/ - - - to k�J Am Pia , % : d� `� �( N - -- --- - — - _ yo aKo up 11 _AlSD _ �J nn - ,- - - - [.v-f'f?--:�c•�� - --- ----- - 7.-l/513.. - Gc�'.:3y_84_. ------._::.. L_ E1.f) --5°16. -------.. US `j 3 Al. L-P..45 5 INTERSECTION TURNING MOVEMENT CALCULATIONS EXISTING PERCENTAGE & GRAVITY MODEL DISTRIBUTIONS DESIGN AM PEAK Rough Error Estimate SOUTHBOUND APPROACH 7/1 /96 Existing Projected by Existing % Projected by Gravity U.S. 93 Est. Total 1,910 207 71 Left 170 7% Left 130 7% Left 135 7% 712 (107) Thru 1,050 42% Thru 802 41% Thru 820 42% 28 11 Right 20 1 % Right 15 1 % Right 15 1 % 944 Out 1,260 50% Out 991 51% Out 990 51% Total 2,500 Total 1,938 100% Total 1,960 100% 3.00% WESTBOUND APPROACH Existing Projected by Existing % Projected by Gravity NORTHRIDGE Est. Total 600 138 (21) Left 200 28% Left 170 30% Left 160 27% 5 2 Thru 10 1% Thru 9 1% Thru 5 1% 137 (7) Right 120 17% Right 102 18% Right 145 24% 443 Out 375 53% Out 290 51% Out 290 48% Total 705 Total 571 100% Total 600 100% 0,00% NORTHBOUND APPROACH Existing Projected by Existing % Projected by Gravity U.S. 93 Est. Total 2,050 31 12 Left 20 1% Left 16 1% Left 20 1% 790 (40) Thru 1,130 43% Thru 881 43% Thru 830 42% 231 80 Right 200 8% Right 156 8% Right 150 8% 867 Out 1,280 49% Out 998 49% Out 1,000 50% Total 2,630 Total 2,050 100% Total 2,000 100% -3.00% EASTBOUND APPROACH Existing Projected by Existing % Projected by Gravity NORTHRIDGE Est. Total 80 16 (1) Left 10 11 % Left 8 11 % Left 15 19% 5 2 Thru 5 5% Thru 4 5% Thru 5 6% 17 (2) Right 30 32% Right 25 33% Right 20 25% 64 Out 50 53%. Out 39 51% Out 40 50% Total 95 Total , 77 100% Total 80 100% 0.00% 2,318 (0) TOTAL IN 2,965 2,318 2,320 2,318 0 TOTAL OUT 2,965 2,318 2,320 5,930 NOTE: This spreadsheet calculates left, through, and right turning movements for future traffic volumes using two methods; first by using existing turning percentages, and second by using a gravity model to proportion turns in relation to the total in -out traffic projected for each leg. f:\sitedev\nwhc\dwg\traffic\intcalca.wk3 HCM: SIGNALIZED INTERSECT`: _d SUMMARY Version 2.4c 07-10-1996 Center For Microcomputers In Transportation ----------------------------------------------------------------------- Streets: (E-W) NORTHRIDGE DRIVE (N-S) U.S. 93 Analyst: SLF File Name: NWHC AM.HC9 Area Type: Other 7-1-96 AM PEAK Comment: DESIGN TRAFFIC +/- 2000 ------------------------------------------------------ Eastbound Westbound Northbound Southbound L T R ---- ---- ---- L T ---- ---- R L T R L T R No. Lanes > 1 < ---- 1 1< ---- ---- ---- 1 2< ---- ---- ---- 1 2< Volumes 15 5 20 160 5 145 20 830 150 135 820 15 Lane W (ft) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 RTOR Vols 0 0 0 0 Lost Time ----------------------------------------------------------------------- 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left Thru * Thru Right * Right Peds * Peds WB Left * SB Left Thru * Thru Right * Right Peds * Peds NB Right EB Right SB Right WB Right Green 15.OA Green 67.OP Yellow/AR 4.0 Yellow/AR 4.0 Cycle Length: 90 secs Phase combination order: #1 #5 ----------------------------------------------------------------------- Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio ----- ----------- Ratio Delay LOS Delay LOS ----- EB. LTR 225 1265 0.187 ----- ----- --- 0.178 20.4 C ----- --- 20.4 C WB L 281 1580 0.598 0.178 24.5 C 24.4 C TR 268 1508 0.589 0.178 24.4 C NB L 230 305 0.091 0.756 1.9 A 2.6 A TR 2605 3448 0.416 0.756 2.6 A SB L 151 200 0.940 0.756 45.8 E 8.2 B TR 2660 3520 0.347 0.756 2.4 A Intersection Delay = 8.0 sec/veh Intersection LOS = B Lost Time/Cycle, L = 6.0 sec Critical v/c(x) = 0.875 ----------------------------------------------------------------------- 8 fj�acSt' Siy,n-� USI�.c, y [1�afe$ HCM: SIGNALIZED INTERSECT, 1 SUMMARY Version 2.4c 07-01-1996 Center For Microcomputers In Transportation ----------------------------------------------------------------------- Streets: (E-W) NORTHRIDGE DRIVE (N-S) U.S. 93 Analyst: SLF File Name: Area Type: Other 7-1-96 AM PEAK Comment: DESIGN TRAFFIC +/- 2000 ------- ----- - - ---- ----------------------------------------- Eastbound Westbound Northbound Southbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes > 1 < 1 1< 1 2< 1 2< Volumes 15 5 20 160 5 145 20 830 150 135 820 15 Lane W (ft) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 RTOR Vols 0 0 0 0 Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 ----------------------------------------------------------------------- Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left Thru * Thru Right * Right Peds * Peds WB Left * SB Left Thru * Thru Right * Right Peds * Peds NB Right EB Right SE Right WB Right Green 15.OA Green 15.OA 50.OP Yellow/AR 4.0 1-Yellow/AR 3.0 3.0 Cycle Length: 90 secs Phase combination order: #1 #5 #6 ----------------------------------------------------------------------- Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ----------- ----- ----- ----- --- ----- --- EB LTR 220 1236 0.191 0.178 20.4 C 20.4 C WB L 277 1556 0.607 0.178 24.7 C 24.6 C TR 268 1508 0.589 0.178 24.4 C NB L 384 1676 0.055 0.367 2.5 A 8.6, B TR 1916 3448 0.566 0.556 8.7 B SB L 365 1676 0.389 .0.367 5.4 B 7.6 B TR 1956 3520 0.472 0.556 7.9 B Intersection Delay = 10.4 sec/veh Intersection LOS = B Lost Time/Cycle, L = 9.0 sec Critical v/c(x) = 0.563 ----------------------------------------------------------------------- � INTERSECTION TURNING MOVEMENT CALCULATIONS EXISTING PERCENTAGE & GRAVITY MODEL DISTRIBUTIONS DESIGN PM PEAK Rough Error Estimate SOUTHBOUND APPROACH Existing U.S. 93 290 112 Left 140 1,201 (114) Thru 1,050 26 11 Right 10 1,472 Out 1,260 Total 2,460 WESTBOUND APPROACH Existing NORTHRIDGE 143 (14) Left 115 3 1 Thru 5 152 (13) Right 115 589 Out 285 Total 520 NORTHBOUND APPROACH 7/1 /96 Projected by Existing % Projected by Gravity Est. Total 3,110 6% Left 177 6% Left 180 6% 43% Thru 1,327 43% Thru 1,315 42% 0% Right 13 0% Right 15 1 % 51% Out 1,595 51% Out 1,595 51% Total 3,112 100% Total 3,105 100% 0.00% Projected by Existing % Projected by Gravity Est. Total 660 22% Left 146 22% Left 155 23% 1 % Thru 6 1 % Thru 0 0% 22% Right 146 22% Right 165 24% 55% Out 361 55% Out 365 53% Total 659 100% Total 685 100% 4.00% Existing Projected by Existing % Projected by Gravity U.S. 93 Est. Total 3,110 26 11 Left 10 0% Left 13 0% Left 15 1 % 1,298 (108) Thru 1,130 46% Thru 1,429 46% Thru 1,405 46% 294 114 Right 140 6% Right 177 6% Right 180 6% 1,364 Out 1,180 48% Out 1,493 48% Out 1,490 48% Total 2,460 Total 3,111 100% Total 3,090 100% -1.00% EASTBOUND APPROACH Existing Projected by Existing % Projected by Gravity NORTHRIDGE Est. Total 80 22 (2) Left 15 25% Left 20 25% Left 25 31 % 5 2 Thru 5 8% Thru 7 8% Thru 5 6% 20 (2) Right 15 25% Right 20 25% Right 20 25% 55 Out 25 42% Out 32 41 % Out 30 38% Total 60 Total 79 100% Total 80 100% 0.00% 3,480 (1) TOTAL IN 2,750 3,480 3,480 3,480 0 TOTAL OUT 2,750 3,481 3,480 5,500 NOTE: This spreadsheet calculates left, through, and right turning movements for future traffic volumes using two methods; first by using existing turning percentages, and second by using a gravity model to proportion turns in relation to the total in -out traffic projected for each leg. f:\sitedev\nwhc\dwg\traffic\intcaicb.wk3 HCM: SIGNALIZED INTERSECT,_..1 SUMMARY Version 2.4c 07-10-1996 Center For Microcomputers In Transportation ----------------------------------------------------------------------- Streets: (E-W) NORTHRIDGE DRIVE (N-S) U.S. 93 Analyst: SLF File Name: NWHC PM.HC9 Area Type: Other 7-1-96 PM PEAK Comment: DESIGN TRAFFIC +/- 2000 ------------ -- ---- ----------------------------------------------- Eastbound Westbound Northbound Southbound L T R ---- ---- ---- L T ---- ---- R L T R L T R No. Lanes > 1 < 1 1< ---- ---- ---- ---- 1 2< ---- ---- ---- 1 2< Volumes 25 5 20 155 1 165 15 1405 180 180 1315 15 Lane W (ft) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 RTOR Vols 0 0 0 0 Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 ----------------------------------------------------------------------- Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left Thru * Thru Right * Right Peds * Peds WB' Left * SB Left Thru * Thru Right * Right Peds * Peds NB Right EB Right SB Right WB Right Green 15.OA Green 67.OP Yellow AR- 4.0 Yellow/AR 4.0 Cycle Length: 90 secs Phase combination order: #1 #5 ----------------------------------------------------------------------- Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- EB LTR ----------- ----- 207 1166 0.251 ----- ----- --- 0.178 20.7 C ----- --- 20.7 C WB L 265 1493 0.614 0.178 25.0 C 25.6 D TR 267 1502 0.655 0.178 26.2 D NB L 105 139 0.152 0.756 2.0 A 4.0 A TR 2621 3469 0.668 0.756 4.0 A SB L 94 125 2.001 0.756 TR 2662 3523 0.552 0.756 3.2 A Intersection Delay = * (sec/veh) Intersection LOS = (g/C)*(V/c) ----------------------------------------------------------------------- is greater than one. Calculation of D1 is infeasable. 86tease 5i).uX v51\, q P�,-xs HCM: SIGNALIZED INTERSECT' ! SUMMARY Version 2.4c 07-01-1996 Center For Microcomputers In Transportation ----------------------------------------------------------------------- Streets: (E-W) NORTHRIDGE DRIVE (N-S) U.S. 93 Analyst: SLF File Name: NWHC AM.HC9 Area Type: Other 7-1-96 PM PEAK Comment: DESIGN TRAFFIC +/- 2000 --------------------------- ------------------------------------------- Eastbound Westbound Northbound Southbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes > 1 < 1 1< 1 2< 1 2< Volumes 25 5 20 155 1 165 15 1405 180 180 1315 15 Lane W (ft) 12.0 12.0 12.0 12.0 12.0 12.0 12.0 RTOR Vols 0 0 0 0 Lost Time 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 3.00 -----------------------------------=----------------------------------- Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left * NB Left Thru * Thru Right * Right Peds * Peds WB Left * SB Left Thru * Thru Right * Right Peds * Peds NB Right EB Right SB Right WB Right Green 15.OA Green 10.OA 55.OP Yellow/AR 4.0 Yellow/AR 3.0 3.0 Cycle Length: 90 secs Phase combination order: #1 ##5 #6 ----------------------------------------------------------------------- Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ---- ------ ----- ----- ----- --- ----- --- EB LTR 200 1125 0.260 0.178 20.8 C 20.8 C WB L 261 1466 0.625 0.178 25.4 D 25.8 D TR 267 1502 0.655 0.178 26.2 D NB L 267 1676 0.060 0.256 4.0 A 10.8 B TR 2120 3469 0.826 0.611 10.9 B' SB L 266 1676 0.711 .0.256 20.3 C 9.6 B TR 2153 3523 0.683 0.611 8.2 B Intersection Delay = 11.7 sec/veh Intersection LOS = B Lost Time/Cycle, L = 9.0 sec Critical v/c(x) 0.814 ----------------------------------------------------------------------- 8 � kgse S1a#-a t li5i-0� (, 14k,,ges 6t�-''-�44 E,sfA),,s , , J ,,.�,,1e� ✓8L 5 8 L HCS: Unsignalized Interse� moons Release 2.1c Page 1 ----------------------------------- Center For Microcomputers In Transportation University of Florida 512 Weil Hall Gainesville, FL 32611-2083 Ph: (904) 392-0378 Streets: (N-S) U.S. 93 (E-W) Northridge Drive Major Street Direction.... NS Length of Time Analyzed... 15 (min) Analyst................... SLF Date of Analysis.......... 7/1/96 Other Information ......... DESIGN TRAFFIC - AM PEAK Two-way Stop -controlled Intersection ---------------------------------------------------------------------- Northbound Southbound Eastbound Westbound L T R L T R L T R L T R No. Lanes 1 2 < 0 1 2 < 0 0 > 1 < 0 1 1 < 0 Stop/Yield Volumes PHF Grade MCI (%) SU/RV' s ( % ) CV's (%) N 20 830 150 95 .95 .95 0 N 135 820 15 .95 .95 .95 0 15 5 20 95 .95 .95 0 160 5 145 .95 .95 .95 0 PCE's 11.10 11.10 11.10 1.10 1.1011.10 1.10 1.10 ----------------------------------------------------------------------- Adjustment Factors Vehicle Critical Follow-up Maneuver ------------------------------------------------------------------ Gap (tg) Time (tf) Left Turn Major Road 5.50 2.10 Right Turn Minor Road 5.50 2.60 Through Traffic Minor Road 6.50 3.30 Left Turn Minor Road 7.00 3.40 HCS: Unsignalized Intersections Release 2.1c Page 2 Worksheet for TWSC Intersection -------------------------------------------------------- Step 1: RT from Minor Street WB EB Conflicting Flows: (vph) 516 440 Potential Capacity: (pcph) 758 829 Movement Capacity: (pcph) 758 829 Prob. of Queue -Free State: 0.78 0.97 -------------------------------------------------------- Step 2: LT from Major Street SB NB -------------------------------------------------------- Conflicting Flows: (vph) 1032 879 Potential Capacity: (pcph) 479 578 Movement Capacity: (pcph) 479 578 Prob. of Queue -Free State: 0.67 0.96 -------------------------------------------------------- Step 3: TH from Minor Street WB EB -------------------------------------------------------- Conflicting Flows: (vph) 1995 2066 Potential Capacity: (pcph) 74 67 Capacity Adjustment Factor due to Impeding Movements 0.65 0.65 Movement Capacity: (pcph) 48 43 Prob. of Queue -Free State: 0.88 0.86 -------------------------------------------------------- Step 4: LT from Minor Street WB EB -------------------------------------------------------- Conflicting Flows: (vph) 1982 1910 Potential Capacity: (pcph) 57 64 Major LT, Minor TH Impedance Factor: 0.56 0.57 Adjusted Impedance Factor: 0.65 0.66 Capacity Adjustment Factor due to Impeding Movements 0.64 0.51 Movement Capacity: (pcph) -------------------------------------------------------- 36 33 Intersection Performance Summary Avg. 95% Flow Move Shared Total Queue Approach Rate Cap Cap Delay Length LOS Delay Movement (pcph) (pcph) (pcph)(sec/veh) (veh) (sec/veh) -------- ------ ------ ------ EB L 18 33 > ------- ------- -------------- EB T 6 43 > 66 137.0 2.4 F 137.0 EB R 23 829 > WB L 185 36 * 19.2 F WB T 6 48 > WB R 168 758 > 502 10.9 1.6 C NB L 23 578 6.5 0.0 B 0.1 SR L 156 479 11.1 1.5 C 1.5 Intersection Delay = 147.2 sec/veh * The calculated value was greater than 999.9. M U T C D LJ crru�.'�' /D 15-0 �� x 10,9 1('0, coo 1(� 1, d 35"see. ae10.7 t4q `i 4 , <