The URL can be used to link to this page

Home My WebLink AboutZ-3371-S Application 2Traffic Study Village at Brodie Creek prepared for.- Colonel or:Colonel Glenn Bowman Road Development Company I I Owl Ep I PETERS & ASSOCIATES ENGINEERS, INC. • CIVIL & TRAFFIC ENGINEERING • 5507 Ranch Drive - Suite 205 (501) 868-3999 Little Rock, Arkansas 72223 Fax (501) 868-9710 Colonel Glenn Road and Bowman Road Little Rock, Arkansas I''•ARK SAS ~, REGISTERED PROFESSIONAL ENGINEER ERNEST J. PETERS �.. No. sf6$2 i .l Project No.: P-1305 August 3, 2007 TABLE OF CONTENTS Sec#ion Page EXECUTIVE SUMMARY 1 INTRODUCTION 4 THE SITE 5 STREET SYSTEM 6 EXISTING TRAFFIC CONDITIONS 10 TRIP GENERATION & SITE TRAFFIC PROJECTIONS 16 TRAFFIC VOLUME ASSIGNMENTS 18 CAPACITY AND LEVEL OF SERVICE 19 TRAFFIC SIGNAL WARRANTS ANALYSIS 24 FINDINGS AND RECOMMENDATIONS 27 FIGURES 31 APPENDIX Site Plat Trip Generation Data Vehicle Turning Movement Count Data Capacity and Level of Service Calculations Traffic Signal Warrants and Results PETERS & ASSOCIATES ENGINEERS. INC. i P T( -- r. r:frr��r Peters & Associates Engineers, Inc. conducted a traffic im- pact study for a proposed retail and office development (Village at Brodie Creek) located on the north side of Colo- nel Glenn Road and on the east side of Bowman Road in Little Rock, Arkansas. The proposed site is just west of 1- 430. The primary focus of this report is to identify mitigative measures necessary to provide acceptable traffic opera- tions for the condition of full -build of the development of the proposed site. A reduced copy of the preliminary site plat is included in the Appendix for reference. Existing 24-hour traffic counts were gathered (July, 2007 in the vicinity of the site for the following locations: ■ Colonel Glenn Road approaches to Commercial Center Drive ■ Bowman Road at the site. Existing AM and PM vehicle turning movement count data were gathered for the following intersections in the vicinity of the development: • Colonel Glenn Road and the Northbound 1-430 On/Off- Ramps • Colonel Glenn Road and the Southbound 1-430 On/Off- Ramps • Colonel Glenn Road and Commercial Center Drive Colonel Glenn Road and Bowman Road / David O. Dodd Road. Projected traffic volumes for the proposed development were calculated. These projected site -generated trips were added to the existing traffic volumes, which resulted in total projected traffic volumes at full build out of the proposed site. The City has recently completed improvements in the vicin- ity of the site that include the following: ■ The installation of a traffic signal at the intersection of 0 PETERS & ASSOCIATES Colonel Glenn Road and the 1-430 Northbound Ramps. ENGINEERS, INC. 1i Page 1 i f r i Tt r � I;rfC� r The installation of a traffic signal at the intersection of Colonel Glenn Road and the 1-430 Southbound Ramps. Colonel Glenn Road widened from Commercial Center Drive to the 1-430 Southbound On -Ramp to provide an eastbound right -turn only lane. Projected Saturday site trip -generation volumes for the pro- posed development were calculated. These projected peak hour Saturday site -generated trips have been determined to be lower than the weekday vehicle trips due to the office use included in the development. However, office use traf- fic and several of the proposed commercial uses, as will be associated with the site, ordinarily does contribute to the adjacent street traffic conditions during the weekday on - street AM and PM peak traffic hours. Accordingly, the typi- cal weekday AM and PM peak traffic periods of the adja- cent streets become the worst hours traffic conditions for the immediate vicinity of the site and are the traffic operat- ing conditions which have warranted primary traffic analysis as a part of this study. Existing conditions at the study intersections were analyzed and compared to projected traffic conditions at these same intersections, as well as the access drives proposed to serve the site. It should be noted that the condition of full -build of all pro- posed land uses on the site has been the analysis condition for this traffic study. The level of mitigative improvements identified as needed for the full -build condition could be ef- fected in stages, consistent with levels or phases of devel- opment of the site. Recommendations of this study for the full -build condition are summarized as follows: • It is recommended that a fully -actuated traffic signal be installed at the intersection of Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard co- incident with the full development. 110 PETERS & ASSOCIATESPage 2 ENGINEERS. INC f • It is recommended that a fully -actuated traffic signal be installed at the intersection of Bowman Road and Brodie Creek Boulevard coincident with full -build of the development as proposed. • It is recommended that the roadway lane geometry be constructed as shown on Figure 10, "Proposed Sche- matic Lane Geometry." These proposed roadway im- provements are summarized as follows: ❑ Bowman Road widened at Brodie Creek Boulevard to accommodate a southbound left - turn only lane and southbound and northbound thru lanes. ❑ Brodie Creek Boulevard at Bowman Road constructed to accommodate a westbound left - turn lane, a westbound right -turn lane and two eastbound receiving lanes. ❑ Colonel Glenn Road widened from the 1-430 southbound ramps to Commercial Center Drive / Brodie Creek Boulevard to accommo- date the addition of a westbound lane. The intersections recommended for traffic signal con- trol at Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard and Bowman Road and Brodie Creek Boulevard should be interconnected with the existing traffic signals along Colonel Glenn Road in the vicinity as a part of a coordinated system. • Traffic signal designs and roadway improvements along Colonel Glenn Road and Bowman Road will require approval and must conform to design stan- dards of the City of Little Rock. Additionally, roadway improvements along Colonel Glenn Road in the im- mediate vicinity of 1-430 will also require approval and must conform to design standards of AHTD. PETERS & ASSOCIATES ENGINEERS, INC. Page 3 I f F. r r r r`� -l^rf� �� INTRODUCTIONPeters & Associates Engineers, Inc. conducted a traffic impact study for a proposed retail and office development (Village at Brodie Creek) located on the north side of Colonel Glenn Road and on the east side of Bowman Road in Little Rock, Arkansas. The proposed site is just west of 1-430. The primary focus of this report is to iden- tify mitigative measures necessary to provide acceptable traffic operations for the condition of full -build of the de- velopment of the proposed site. A reduced copy of the preliminary site plat is included in the Appendix for refer- ence. This is a report of methodology and findings relating to a traffic engineering study undertaken to: • Evaluate existing traffic conditions at the site. Ascertain projected traffic operating conditions at nearby intersections and the access drives proposed to serve the site. • Identify the effects on traffic operations resulting from existing traffic in combination with site -generated traf- fic associated with the development at the full -build condition. • Evaluate proposed access to the site and make rec- ommendations for mitigative improvements which may be necessary and appropriate to ensure mini- mum impact and acceptable traffic operations. In the following sections of this report there are presented traffic data, study methods, findings and recommenda- tions of this traffic engineering investigation. The traffic engineering study is technical in nature. Analysis tech- niques employed are those most commonly used in the traffic engineering profession for traffic impact analysis. Certain data and calculations relative to traffic operational analysis are referenced in the report. Complete calcula- tions and data are included in the Appendix of the report. 172 PETERS & ASSOCIATES ENGINEERS. INC Page 4 PETERS & ASSOCIATES ENGINEERS, INC. Page 5 � • � ��5 •'rte. - _ ON v'liltr 173 now It ® T i� T PETERS & ASSOCIATES ENGINEERS, INC. Page 5 Access to the site, as shown on the site plan, is proposed from each end of the planned Brodie Creek Boulevard. A segment of Brodie Creek Boulevard has recently been constructed in the immediate vicinity of Colonel Glenn Road and serves as the north leg of the existing Colonel Glenn Road and Commercial Center Drive intersection. Brodie Creek Boulevard, at Colonel Glenn Road consists of three southbound lanes and two northbound receiving lanes. Brodie Creek Boulevard is planned to be con- structed to extend through the site and intersect' Bowman Road along the west edge of the site approximately 1,800 feet north of Colonel Glenn Road. The location of the Brodie Creek Boulevard, the study intersections and dis- tances between them are shown on Figure 4, "Directional Distribution - Site Traffic." The site development plan calls for the construction of a variety of commercial and office uses, plus associated parking, landscaping and Brodie Creek Boulevard. The site will cover approximately 82 acres. Colonel Glenn Road in the vicinity of the site, at Com- mercial Center Drive, is 52 feet wide consisting of two 11 - foot westbound lanes, two 11 -foot eastbound thru lanes, a 12 -foot eastbound right -turn only lane. Colonel Glenn Road, in the vicinity of the site, is asphalt and constructed with shoulders and drainage ditches along the north side and curbs and gutters along the south side. There are no sidewalks and the speed limit is 40 miles per hour. Bowman Road, in the vicinity of the location of the planned Brodie Creek Boulevard is currently a 22 -foot wide asphalt roadway consisting of an 11 -foot northbound lane and an 11 -foot southbound lane. This roadway is constructed with shoulders and drainage ditches and the speed limit is 30 miles per hour in the vicinity of the site. Commercial Center Drive is a 36 -foot wide asphalt road- way constructed with curbs and gutters. There are cur - PETERS & ASSOCIATES ENGINEERS, INC. Page 6 rently no pavement markings. There are sidewalks along the east side of the street and the speed limit is not posted. The existing lane geometry at the study intersections is shown on Figure 9, "Existing Schematic Lane Geometry." There are three existing traffic signals in the immediate vicinity of the site at the following intersections: • Colonel Glenn Road and Bowman Road / David O. Dodd Road. • Colonel Glenn Road and the 1-430 Northbound Ramps. • Colonel Glenn Road and the 1-430 Southbound Ramps. The site is now an undeveloped tract. Baptist Health buildings are on the northeast corner of Colonel Glenn Road and Bowman Road and there is an office complex on the northwest corner of this intersection. There is a Nissan automotive dealership on the south side of Colo- nel Glenn Road, east of Commercial Center Drive and west of 1-430 and a Kia automotive dealership on the south side of Colonel Glenn Road, west of Commercial Center Drive. Rave Movie Theater is also south of Colo- nel Glenn Road and extends from Commercial Center Drive to David O. Dodd Road. The photos following show the general layout of Colonel Glenn Road, Bowman Road, Commercial Center Drive, the 1-430 ramps at Colonel Glenn Road and surrounding uses in the vicinity of the site. These were taken at loca- tions as indicated in the photo captions. Q PETERS & ASSOCIATES SNC[NEERS, INC. Page 7 . L 04 r� A 1 0 PETERS& ASSOCIATES Ei:GiMEfRS, enc. Commercial Center Drive Looking east on Colonel Glenn Road toward Commercial Center Drive. Brodie Creek Blvd. The site Looking west on Colonel Glenn Road from just west of the I-430 southbound off -ramp. I-430 Northbound On -Ramp I Looking west on Colonel Glenn Road toward the I-430 Northbound Ramps. I-430 Northbound Off -Ramp Looking south on the I-430 Southbound Off -Ramp toward Colonel Glenn Road. Page 8 PETERS & ASSOCIATES ENGINEERS, ING Page 9 TRAFFICEXISTING Hourly, 24-hour traffic counts were made at the following CONDITIONS locations in the vicinity of the development by this con- sultant as a part of this study: 24-HOUR TWO-WAY TABLE & STREET VOLUME CHART Colonel Glenn Road Approaches to Commercial Center Drive 20,109 Table 1/Chart 1 Bowman Road at the Site 8,688 Table 2/Chart 2 PETERS & ASSOCIATES ENGINEERS, INC. Hourly 24-hour traffic count data for these locations are summarized on Tables and Charts 1 and 2. Other traffic count data collected as a part of this study includes AM and PM peak hour vehicle turning movement counts at the following intersections: • Colonel Glenn Road and the Northbound 1-430 On/Off-Ramps • Colonel Glenn Road and the Southbound 1-430 On/Off-Ramps • Colonel Glenn Road and Commercial Center Drive • Colonel Glenn Road and Bowman Road / David O. Dodd Road. The AM and PM peak hour turning movement count data at these intersections are summarized in the following peak hour turning movement Charts 3 - 10 and are pre- sented in more detail in the Appendix of this report. AM and PM peak hour vehicfe turning movement counts made as a part of this study are shown on Figure 3, "Existing Traffic Volumes." Page 10 TIME Colonel Glenn Rd. Appr. to Commercial Ctr. Dr. Eastbound Westbound EB + WB 01:00 PM 607 835 1,442 02:00 PM 514 889 1,403 03:00 PM 544 882 1,425 04:00 PM 632 907 1,539 05:00 PM 662 941 1,603 06:00 PM 400 817 1,217 07:00 PM 222 688 911 08:00 PM 181 313 494 09:00 PM 127 172 299 10:00 PM 77 118 195 11:00 PM 37 67 105 12:JAM 24 16 39 01: 8 24 32 02: 14 11 26 03: 11 20 31 04:0 32 18 51 05:0 06:0 143 470 170 372 312 842 07:0 892 837 1,729 08:0 09:0 800 423 800 495 1,600 918 10:0474 281 703 1,177 11:0570 304 670 1,240 12:0521 24-Hotal: 8,385 958 11,724 1,479 20,109 600 500 E 400 0 300 z = 200 100 0 Table 2 — Chart 2 24 -Hour Traffic Counts Bowman Road in the Vicinity of the Site 1,200 1,000 g 600 'o 600 0 x° 400 200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .- Hour Table 1— Chart 1 24 -Hour Traffic Counts Colonel Glenn Road Approaches to Commercial Center Drive P41 V9, e4. o*' �d�• ae.• o�• c�+ o�• �• �• Ro'�4 �• ,ry�°A,,. �,�°�.o°�;o°yA ��°��d' �o°go°4gP,�� Hour TIME Bowman Road at the Northbound Southbound Site NB + SB 01:00 PM 269 295 1564 02:00 PM 294 299 593 03:00 PM 04:00 PM 314 368 324 459 638 827 05:00 PM 354 500 854 06:00 PM 07:00 PM 204 111 256 184 460 295 08:00 PM 98 1 111 209 09:00 PM 56 65 1 121 10:00 PM 69 72 141 11:00 PM 38 38 76 12:00 AM 19 12 31 01:00 AM 8 10 18 02:00 AM 5 4 9 03:00 AM 11 12 23 04:00 AM 16 18 34 05:00 AM 24 22 46 06:00 AM 189 111 300 07:00 AM 480 189 669 08:00 AM 342 200 542 09:00 AM 259 222 481 10:00 AM 281 267 548 11:00 AM 304 299 603 12:00 PM 299 307 606 24 -Hour Total: 4412 4276 8688 Page 11 Chart 4 PM Peak Hours Turning Movement Count Data Colonel Glenn Road and the I-430 NB On/Off-Ramps. 578 810 Cckni�Gfiennfl■d d. From SSoot�Thhru� ■ Fr -1504m�we_q- eLEL 1Rl 232 tt Ramp ® colorro1 Glenn Rd . 443o NB Off-Ramp = From East-Thru From South -Left ■I430 ND ()"4�wp Colonel Clem Rd. From SixlRRfptk Fromwm'lhru Qi '^ V zoo 200 m Q 371 d 160160 r— � � ■ColonelGlemRd. 4 re Off -Ramp _r.•C;e Rd. From Eml-RIg t From South-Thru ■ F u� I^:e �: ! +ft 2100 �1 1-430 NB On -Ramp 1430 100 eft 671 N COS" Olein Rd. 1-430 N13 Off -Ramp Fran Eaal-llru I, From South -Left 570 941 N V M ■1-43016 Olf.Ramp Colonel Glen Rd. From SadRRgh! � From West -Th. W � 60 200 60 200 7 222 160 160 1111 255 594 477 255 .2100 100Aw 11 339 0 60 60 1 -AM Count Data o o s a s a s s a a s a s a s a s a (� 07:15 AM In o0 0 0 a a a 0 512 08:40 AM 5; Time of Day 0 FL Chart 644 1126 891 614 p� AM Peak Hours Turning Movement Count Data Colonel Glenn Road and the I-430 NB On/Off-Ramps. � ! 277 cq M � cv Nart1, 1-430 NB Off -Rant r@ ' A 1-430 NB On -Ramp �! w. c V Chart 4 PM Peak Hours Turning Movement Count Data Colonel Glenn Road and the I-430 NB On/Off-Ramps. 578 810 Cckni�Gfiennfl■d d. From SSoot�Thhru� ■ Fr -1504m�we_q- eLEL 1Rl 232 tt Ramp ® colorro1 Glenn Rd . 443o NB Off-Ramp = From East-Thru From South -Left ■I430 ND ()"4�wp Colonel Clem Rd. From SixlRRfptk Fromwm'lhru Qi '^ V zoo 200 m Q 371 d 160160 � U 2100 100 570 941 60 60 cqq 0 n d a. d d a d a 0 o cin v o r erin iri n, aIR S a O O O O Time of Day ENGINEERS, INC. W Q I 1 - nt Data 04,:45 PM 407 985 578 7 M X FL 725 670 r— 155 M 6.4 North NB Off Ram - - Page 12 i� IE E MEN 08:00 AM MIEI 1-7 Bun- Time of Day MRM -m- 3 WEI 100 .1-430SSOff.Romp From NaM-ftflt lu Calpncl C.iMnlid• .0~OMM Rd. Fro'nece-TfFpm4Wl!-Thru 30 SB Off -Ramp Chart 5 ®1430 SB OR -Ramp Fran North -Rin CabralOlein Rd From Sast.Latt 1002 668 -) 111 AM Peak Hours Turning Movement Count Data ■I-0305t10N-Ramp From NoriJlAxa ■ CyYxRtl. FrunNtral.faW-M`Ib y'l d 200 160 a 100 60 0 M IE E MEN 08:00 AM MIEI 1-7 Bun- Time of Day MRM -m- 3 WEI 200 382 160 437 819 500 437 E 100 63 0 60 = p a 1 - AM Count data 0 07:15 AM w 200 g g o o a 08:00 AM 1-7 160 Time of Day 3 100 Q Chart 5 60 668 816 1002 668 -) 111 AM Peak Hours Turning Movement Count Data 0 d .1 Colonel Glenn Road and the I-430 SB On/Off-Ramps. d a a d d a- 148 o to o to o h o North d% 1-430 SB On -Ram A �1 -430 ,SB Off -Ramp A 610 Chart 6 PM Peak Hours Turning Movement Count Data Colonel Glenn Road and the 1-430 SB On/Off-Ramps. 511 1121 641 511 E ®6430 SB Off -Remy Cruex! Gkm Rd. C.lare[C.yyn Rd. From North -Right Flom Ea9•TTr ■ F—V*-Tnm ai 130 0 ®1-030 SB Off -Ramp Colonel Glenn Rd Fran North-Thru From East -Left = - PM Count Data q � . F-430 rom SB Off -Rep Colond Glenn Rd Fran West -Right 4)1 04.30 PM 200 1-7 160 100 411 III 60 111 H 0 d .1 d a a d d a- o to o to o h o 200 c 05:15 PM a �. 160 0 212 100 585 908 797 585 -> 60 1 �1 0 323 o r in It o to LNI $ Mo 0 o CTime of Day � PETERS & ASSOCIATES 1-430 SB On -Ram ENGINEERS, INC. Page 13 ®Brodle Creek Blvd From North -Right ■ cobraf OkmRa. ■ CammercNCad&D'. PM Peak Hours Turning Movement Count Data Frain Eael-Thw From SdMLaII Colonel Glenn Road and Commercial Center Drive. F—1 Brodb Creek BIW. I From North Glare Rd. Canna Caem Ro ■ 969 991 Blvd Brocle■ FromNooM--Poght -Thu FCpIQMI rare EeStiQri Frpm 4yeet-RioY Boat -Thr"■ From S&Ar Lailk Brodie Creek ■ FranNoRh-Lail ■ Camrt'W Cer'M R- CdaldCacrmftd- ■ Creek Brode BIW From North-Thru Cplayld1n Re CoWdO rn Rd.iL ■ FNm ewnZ Le11 . ft Fran SoW�-[✓jyy frwn VV&d-TNu From Vhai-R1y't Colonel Gle Rd Fran EastRIOt Cayn yy dam- Co>ond QOm Fx. From Sm/n-Thre ■Fran d Colalel Glom Rd,[BmompyP From EastRlght ouih From iVwA.ihnr Cdfer tk, R'✓ma101orn Rtl. ■ Fram.SateFTtW ■ Fran Yy�sl�.eft VVexJAR 300 300 = 300 260 250 _O O a 200 U 260 E 819 819 E 200 200 iso 160 100 so 13 9 100 l 0 100 0 50 0o n o a = o m In an O rn 50 0 OC Time of Day 5 a S 5 5 5 5 S 0 0 a a a a a a a o In"' o M c Z c o a Time of Day Od u Chart? -- 890 892 AM Peak Hours Turning Movement Count Data Colonel Glenn Road and Commercial Center Drive. ENGINEERS, INC. 875 819 56 Cl) 1 - AM Count Data O 07:15 AM 08:00 AM 3 905 890 North ,nmercial Center Dr. . - ( rodie Creek Blvd. Ch 1 - PM Count Data 2 - Not Used 3 -Not Used 04.30 PM 05:15 PM Anbeliu_ O'1 r r I Center Dr.+ Page 14 4� 1054 969 E 800 841 722 119 North O 7 Chart 8 PM Peak Hours Turning Movement Count Data Colonel Glenn Road and Commercial Center Drive. 969 991 Blvd Brocle■ FromNooM--Poght ■ Few w. �—ii Boat -Thr"■ From S&Ar Lailk Creek Brode BIW From North-Thru Cplayld1n Re CoWdO rn Rd.iL ■ FNm ewnZ Le11 . From Vhai-R1y't ■ Brodle Creek BIW. Fran North -Left Ctrlor Rarl . CNGbrs Rtl. Cram From SkelhJCyt ■ d Colalel Glom Rd,[BmompyP From EastRlght ouih From iVwA.ihnr Cdfer tk, R'✓ma101orn Rtl. ■ Fram.SateFTtW ■ Fran V VVexJAR 300 = 300 260 250 _O O a 200 U E 200 ISO 1 0 iso 722 735 100 so 13 so 0 0 0o n o a o m In an O rn q $ $ $ 0 0 o c Time of Day ENGINEERS, INC. 875 819 56 Cl) 1 - AM Count Data O 07:15 AM 08:00 AM 3 905 890 North ,nmercial Center Dr. . - ( rodie Creek Blvd. Ch 1 - PM Count Data 2 - Not Used 3 -Not Used 04.30 PM 05:15 PM Anbeliu_ O'1 r r I Center Dr.+ Page 14 4� 1054 969 E 800 841 722 119 North O 7 200 160 E 100 60 0 r�l1 Bowman Rd. T s oo. W c 0 Npocc Chart 10 139 I■ r r MIFIMMINVU11 NEWE PM Peak Hours Turning Movement Count Data rr Iw ,ISRo�� 616 71 11f, 6 11VIII Colonel GleetRd Lf. ■Bowmen Rd. From Nodh-Right ■ Colonel Gleet Rd. From East-Thru . l7enst O'Oodrd Rd• From Soah-Lah ■Elowman Rd- D.. O'Dold Rd Fr North ■ From South-Riglt ® FromnWestt-Thru . = Bowmen From Nodh-Th-T Fru ® Fromel Glomi n East -Left From ■ Z41Z416-01 (3-1010%(3-1010Rd, FromVWai.Rgld Colonel Gleet Rd. David ODodd Rd Colonel Glenn Rd. ■ ■ ■M.U, efl ■ FromSoulh-RigN . FCr m�ik#sMiWJ >W Colonel Clem Rd From Eest:ilght . David OV dd Rd. From Sadh-Thru Cddaml 01" Rd - FramWest-Lan 200 160 E 100 60 0 r�l1 O e- M % O m 95 0 0 0 Time of Day � �Chart 9 AM Peak Hours Turning Movement Count Data Colonel Glenn Road and Bowman/David O. Dodd Roa 271-332 v 16340 551 715 . 1 Bowman Rd. T s oo. W c 0 Npocc Chart 10 139 I■ r r MIFIMMINVU11 NEWE PM Peak Hours Turning Movement Count Data rr Iw ,ISRo�� 616 71 11f, 6 11VIII Colonel GleetRd Lf. -A, Bowmen Rd . Colonel Glenn Rd. From North-Thru From East-LeftFrom West-Rigtd ■Elowman Rd- D.. O'Dold Rd Fr North ■ From South-Riglt ® FromnWestt-Thru . = From -Le rra�h►i V Colonel Gleet Rd. David ODodd Rd Colonel Glenn Rd. ■ ■ From East-RIgrd From Sadh-Thu From West-Lefl O e- M % O m 95 0 0 0 Time of Day � �Chart 9 AM Peak Hours Turning Movement Count Data Colonel Glenn Road and Bowman/David O. Dodd Roa 271-332 v 16340 551 715 . 1 O O o 0 Time of Day PETERS & ASSOCIATES U ENGINEERS, INC. 00 62 303 368 3 r 1 f r r fI r:'r�TrC,,rSr Bowman Rd. ��l N W cn ;N -i O .N. t. )ata �•:15 AM-� . woo Ai 1 Y /J 0) 46 CO CO 249 643 271 123 948 551 263 I � r r r +- c•� NOrtt► David O'Dodd Rd.. W Bowman Rd. T s oo. W c 0 Npocc Chart 10 139 r r �el�■�■�■�■s PM Peak Hours Turning Movement Count Data Colonel Glenn Road and Bowman/David O. Dodd Road. r l 616 71 ■Bowmen RdColonel Gleet Rd . David O'Dodd Rd. From Worth -R gH From East -Thu From Soldh-.efl 6 11VIII Colonel GleetRd Lf. -A, Bowmen Rd . Colonel Glenn Rd. From North-Thru From East-LeftFrom West-Rigtd ■Elowman Rd- D.. O'Dold Rd Fr North ■ From South-Riglt ® FromnWestt-Thru . = From -Le rra�h►i V Colonel Gleet Rd. David ODodd Rd Colonel Glenn Rd. ■ ■ From East-RIgrd From Sadh-Thu From West-Lefl >W O O o 0 Time of Day PETERS & ASSOCIATES U ENGINEERS, INC. 00 62 303 368 3 r 1 f r r fI r:'r�TrC,,rSr Bowman Rd. ��l N W cn ;N -i O .N. t. )ata �•:15 AM-� . woo Ai 1 Y /J 0) 46 CO CO 249 643 271 123 948 551 263 I � r r r +- c•� NOrtt► David O'Dodd Rd.. W Bowman Rd. T s oo. W c 0 Npocc r r �el�■�■�■�■s r l 11VIII MT -A, O O o 0 Time of Day PETERS & ASSOCIATES U ENGINEERS, INC. 00 62 303 368 3 r 1 f r r fI r:'r�TrC,,rSr Bowman Rd. ��l N W cn ;N -i O .N. t. )ata �•:15 AM-� . woo Ai 1 Y /J 0) 46 CO CO 249 643 271 123 948 551 263 I � r r r +- c•� NOrtt► David O'Dodd Rd.. W Bowman Rd. T s oo. W c 0 Npocc CO Count Data 30 P :16 M 4 CD r (0 re) r Page 15 181 947 616 150 3.0 720 175E.� North rrlrr+ I r+=l 11r r a rf r The Trip Generation, an Informational Report (7th Edi- tion), 2004, published by the Institute of Transportation Engineers (ITE) and The Trip Generation Software (Version 5 by Microtrans), were utilized in calculating the magnitude of traffic volumes expected to be generated by the proposed commercial and office land uses of this de- velopment. These are reliable sources for this information and are universally used in the traffic engineering profes- sion. Using the selected trip -generation rates, calculations were made as a part of this study to provide a reliable es- timate of traffic volumes that can be expected to be asso- ciated with full -build of the development as proposed. Applying the appropriate trip -generation rates to the land - uses proposed for the development makes these calcula- tions. Results of this calculation are summarized on Ta- ble 3, "Summary of Trip Generation," below. It should be noted that Commercial Lots #1, 2 and 4 to be developed by others has been included in this study. PETERS & ASSOCIATES [J 12 ENGINEERS, INC. Page 16 AM PEAK HOUR PM PEAK HOUR PROPOSEDTWO-WAY LAND USE SIZE CODE WEEKDAY VOLUME_ Fast -Food Restaurant* 1,800 Sq. Ft. 934 714 39 38 26 24 High Turnover (Sit -Down) Restaurant* 4,700 Sq. Ft 932 478 22 21 25 16 Hotel* 100 Rooms 310 714 31 22 27 29 Hotel* 150 Rooms 310 1,070 47 34 41 43 High Turnover (Sit -Down) Restaurant* 8,000 Sq. Ft 932 814 38 35 42 27 General Office 150,000 Sq. R. 710 1,652 204 29 38 186 Specialty Retail* 15,000 Sq. Ft. 814 532 0 0 14 18 Specialty Retail* 40,000 Sq. Ft. 814 1,418 0 0 38 49 Automotive Dealership 50,000 Sq. Ft. 841 1,667 76 27 52 81 Specialty Retail* 24,000 Sq. Ft 814 851 0 0 23 29 General Office 24,000 Sq. Ft 710 264 33 5 6 30 Fast -Food Restaurant* 3,000 Sq. Ft 934 1,190 65 62 43 40 High Turnover (Sit -Down) Restaurant* 4,700 Sq. Ft. 932 478 22 21 25 16 Others Lot #1 -Assumed Fast -Food Restaurant* 5,000 Sq. Ft. 934 1,985 108 104 72 66 Others Lot #2 -Assumed High Turnover (Sit -Down) Restaurant* 7,000 Sq. Ft 932 712 34 31 38 24 Others Lot #4 -Assumed Bank with Drive-thru* 3,000 Sq. Ft. 91217 13 55 55 TOTALS:bw 736 442 565 733 TOTAL ENTERING + EXITIM *These volumes adlrarred to r flea 20% internal cajjwre Table 3 — Trip Generation Summary PETERS & ASSOCIATES [J 12 ENGINEERS, INC. Page 16 These calculations indicate that approximately 15,130 vehicle trips (combined in and out) per average weekday are projected to be generated by full -build of the pro- posed land uses on this site. Of this total, approximately 1,178 vehicle trips are estimated during the traffic condi- tions of the adjacent street AM peak hour and approxi- mately 1,298 vehicle trips are estimated during the traffic conditions of the adjacent street PM peak hour. The data for several of the retail land uses have been ad- justed for "internal trip capture" (i.e. multi-purpose trips within the site as opposed to new trips for each site land use). Additionally, the new trips generated by the pro- posed site have been adjusted for "pass -by" trips (i.e. that portion of the site destined traffic likely to come from the existing adjacent street traffic stream) when combined with the existing traffic volumes. Projected Saturday site trip -generation volumes for the proposed development were calculated. These projected peak hour Saturday site -generated trips have been deter- mined to be lower than the weekday vehicle trips due to the office use included in the development. However, of- fice use traffic and several of the proposed commercial uses, as will be associated with the site, ordinarily does contribute to the adjacent street traffic conditions during the weekday on -street AM and PM peak traffic hours. Accordingly, the typical weekday AM and PM peak traffic periods of the adjacent streets become the worst hours traffic conditions for the immediate vicinity of the site and are the traffic operating conditions which have warranted primary traffic analysis as a part of this study. PETERS &enc. ASSOCIATES rxcixesas, Page 17 1 rf F �` iris �r TRAFFIC VOLUME Once projected traffic was estimated for the site, direc- ASSIGNMENTS tional distributions were made to reflect the percent of left and right turns entering and exiting the site at the study intersections. Directional distribution percent- ages used in this report are shown on Figure 4, "Directional Distribution - Site Traffic." The basis for directional distribution is existing traffic patterns and this consultant's knowledge of area development. The directional distribution percentages for site traffic have been equated to percentage turns for each movement at study intersections. These values are shown on: • Figure 5, "Entering Traffic Percentage Turns" • Figure 6, "Exiting Traffic Percentage Turns." The projected traffic volumes shown on Figure 7, "Site - Generated Traffic Volumes - AM and PM Peak Hours," result from applying the projected entering and exiting percentages shown on Figures 5 and 6 to the pro- jected site -generated traffic summarized on Table 3, "Trip Generation Summary." The site -generated traffic volumes, shown on Figure 7 and existing background traffic volumes, shown on Figure 3, have been combined and the results are de- picted on Figure 8, "Site -Generated Traffic Plus Exist- ing Traffic Volumes - AM and PM Peak Hours." Traffic volumes shown on Figure 8 are the values used in traf- fic volume assignments and capacity and level of ser- vice calculations conducted as a part of this study. The effect of existing background traffic (i.e. the adja- cent street non -site traffic which exists) as well as pro- jected traffic associated with the site development has thus been accounted for in this analysis. QPETERS & ASSOCIATES 7� ENGINEERS. INC. "age 18 e Avg. Total Dela (sec./veh.) I Description A <10 This LOS is a free flow condition, with vehicles acting nearly independently to one another. There is little or no delay. B >10 and <20 This LOS is slightly restrictive condition with short traffic delays. The presense of other vehicles is noticable by the driver. This LOS is the design level that engineers strive for during the C >20 and <35 service life of the facility. LOS C results from an average delay. The traffic flow is stable, but more restrictive. This LOS is noticeably more restrictive, and there are long D >35 and <55 traffic delays. This LOS results in poor driver comfort and in greater accident probabilities. At this LOS, the intersection is operating at capacity with little or E >55 and <80 no gaps. There are very long traffic delays and unstable intersection operation. F >80 At this LOS, there are more vehicles arriving at the approach than can be discharged. Extreme delays will be encountered. LOS values that are reported for signalized intersections are based on overall control delay for the intersection. PETERS & ASSOCIATES MaNEexs. INC Page 19 7 - CAPACITY and Generally, the "capacity" of a street is a measure of its LEVEL OF ability to accommodate a certain magnitude of moving vehicles. It is a rate as opposed to a quantity, measured in terms of vehicles per hour. More specifically, street capacity refers to the maximum number of vehicles that a street element (e.g. an intersection) can be expected to accommodate in a given time period under the prevailing roadway and traffic conditions. Level of Service (LOS) ordinarily has a letter designation relative to the various operating characteristics, ranging from "A" as the highest quality to "F" representing consid- erable delay. The various Levels of Service are generally described as follows: e Avg. Total Dela (sec./veh.) I Description A <10 This LOS is a free flow condition, with vehicles acting nearly independently to one another. There is little or no delay. B >10 and <20 This LOS is slightly restrictive condition with short traffic delays. The presense of other vehicles is noticable by the driver. This LOS is the design level that engineers strive for during the C >20 and <35 service life of the facility. LOS C results from an average delay. The traffic flow is stable, but more restrictive. This LOS is noticeably more restrictive, and there are long D >35 and <55 traffic delays. This LOS results in poor driver comfort and in greater accident probabilities. At this LOS, the intersection is operating at capacity with little or E >55 and <80 no gaps. There are very long traffic delays and unstable intersection operation. F >80 At this LOS, there are more vehicles arriving at the approach than can be discharged. Extreme delays will be encountered. LOS values that are reported for signalized intersections are based on overall control delay for the intersection. PETERS & ASSOCIATES MaNEexs. INC Page 19 llr has been proven to be reliable when used to analyze ca- pacity and levels of traffic service under various operating conditions. Detailed calculations for all capacity calcula- tions are included in the Appendix. The adjacent street AM and PM peak traffic periods were used for these cal- culations. Factors included in the analysis are as follows: • Existing traffic patterns. • Directional distribution of projected traffic volumes. • Existing and proposed intersection geometry (including elements such as turn lanes, curb radii, etc.). • Projected traffic volumes. • Existing or proposed traffic control. j�'PETERS & ASSOCIATES ENGINEERS, INC Page 20 • Avg . Total Dela sec./veh.) Description <10 7— This LOS is a free flow condition, with vehicles acting nearly A independently to one another. There is little or no delay. B >10 and <15 This LOS is slightly restrictive condition with short traffic delays. The presense of other vehicles is noticeable by the driver. This LOS is the design level that engineers strive for during the C >15 and <25 service life of the facility. LOS C results from an average delay. The traffic flow is stable, but more restrictive. This LOS is noticeably more restrictive, and there are long D >25 and <35 traffic delays. This LOS results in poor driver comfort and in greater accident probabilities. At this LOS, the intersection is operating at capacity with little or E >35 and <50 no gaps. There are very long traffic delays and unstable intersection operation. F >50 At this LOS, there are more vehicles arriving at the approach than can be discharged. Extreme delays will be encountered. has been proven to be reliable when used to analyze ca- pacity and levels of traffic service under various operating conditions. Detailed calculations for all capacity calcula- tions are included in the Appendix. The adjacent street AM and PM peak traffic periods were used for these cal- culations. Factors included in the analysis are as follows: • Existing traffic patterns. • Directional distribution of projected traffic volumes. • Existing and proposed intersection geometry (including elements such as turn lanes, curb radii, etc.). • Projected traffic volumes. • Existing or proposed traffic control. j�'PETERS & ASSOCIATES ENGINEERS, INC Page 20 Traffic operational calculations were performed as a part of this study for traffic operating conditions of existing and full -build projected traffic. This analysis was performed using Synchro Version 6, 2003. This computer program has been proven to be reliable when used to analyze ca- pacity and levels of traffic service under various operating conditions. Detailed calculations for all capacity calcula- tions are included in the Appendix. The adjacent street AM and PM peak traffic periods were used for these cal- culations. Factors included in the analysis are as follows: • Existing traffic patterns. • Directional distribution of projected traffic volumes. • Existing and proposed intersection geometry (including elements such as turn lanes, curb radii, etc.). • Projected traffic volumes. • Existing or proposed traffic control. j�'PETERS & ASSOCIATES ENGINEERS, INC Page 20 I FF. I1Tlr r..ITr[�V CAPACITY ANALYSIS Results and Level of Service Analysis - Existing Traffic Conditions Capacity and level of service analysis was performed for ex- isting traffic conditions (existing traffic volumes, lane geome- try and traffic control) for the adjacent street AM and PM peak hours for the following intersections: • Colonel Glenn Road and the Northbound 1-430 On/Off- Ramps • Colonel Glenn Road and the Southbound 1-430 On/Off- Ramps • Colonel Glenn Road and Commercial Center Drive • Colonel Glenn Road and Bowman Road / David O. Dodd Road. As indicated in Table 4, "Level of Service Summary — Existing Traffic Conditions," for the intersections studied, all existing vehicle movements for existing traffic conditions presently operate at what calculates as an acceptable LOS "D" or better for the AM and PM peak hours except for the northbound vehicle movement on Commercial Center Drive at Colonel Glenn Road with existing "Stop" sign control (LOS "F") during the PM peak hour. Traffic volumes used for this analysis are shown on Figure 3, "Existing Traffic Volumes." Lane Geometry used for this analysis is depicted on Figure 9, "Existing Schematic Lane Geometry." WO 00 00 WO WO ONi �1 DNA a" 004 WO moo SO Wd Wd moo 954 WA moo so moo E14 WA moo moo 04 04 WO 004 NIA MMob ISO Projected Traffic Conditions Capacity and level of service analysis was performed for projected traffic conditions for the AM and PM peak hours with full -build of the development as proposed. This analysis was performed for the following intersections for projected traffic conditions: • Colonel Glenn Road and the Northbound 1-430 On/Off-Ramps • Colonel Glenn Road and the Southbound 1-430 On/Off-Ramps • Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard • Colonel Glenn Road and Bowman Road / David O. Dodd Road • Bowman Road and Brodie Creek Boulevard. Proposed roadway improvements depicted on Figure 10, "Proposed Schematic Lane Geometry," are summarized as follows: ❑ Installation of a traffic signal at the intersection of Colonel Glenn Road and Commercial Cen- ter Drive / Brodie Creek Boulevard. ❑ Installation of a traffic signal at the intersection of Bowman Road and Brodie Creek Boule- vard. ❑ Bowman Road widened at Brodie Creek Boulevard to accommodate a southbound left - turn only lane and southbound and northbound thru lanes. ❑ Brodie Creek Boulevard at Bowman Road constructed to accommodate a westbound left - turn lane, a westbound right -turn lane and two eastbound receiving lanes. ❑ Colonel Glenn Road widened from the 1-430 southbound ramps to Commercial Center Drive / Brodie Creek Boulevard to accommo- date the addition of a westbound lane. Page 22 Traffic volumes used for these projected traffic conditions are shown on Figure 8, "Site -Generated Traffic Plus Ex- isting Traffic Volumes - AM and PM Peak Hour." The op- erating conditions projected to exist at the study intersec- tions are summarized in Table 5, "Level of Service Sum- mary - Projected Traffic Conditions." As indicated in Table 5, all of the vehicle movements for projected traffic conditions are expected to operate at what calculates as an acceptable LOS "D" or better for the worst-case AM and PM peak hours except for the fol- lowing vehicle movements: • Westbound thru movements on Colonel Glenn Road at the 1-430 northbound off -ramp during the PM peak hour (LOS "E"). • Northbound left-turn/thru movements on the 1-430 northbound off -ramp at Colonel Glenn Road during the PM peak hour (LOS "F"). • Westbound left -turn movements on Brodie Creek Boulevard at Bowman Road during the AM and PM peak hours with "Stop" sign control (LOS "F"). This vehicle movement improves to an acceptable LOS "C" in the AM peak hour and LOS "D" in the PM peak hour with proposed traffic signal control. e Colonel Glenn Road and 1-430 Southbound Ramps SIGNAL C A B A D D A V @ W 0)@ w @ @ w 3 33 @ @ Z @ x A7 @ x N @ m [p Y) m m C D Commercial Center Drive / Brodie CreekA Blvd. SIGNAL A B D D PM Colonel Glenn Road and 1-430 Northbound Ramps SIGNAL Lei 111 AM Colonel Glenn Road and 1-430 Southbound Ramps SIGNAL C A B A D D A C PM D B AM Colonel Glenn Road andA A B A C D Commercial Center Drive / Brodie CreekA Blvd. SIGNAL A B D D D .PM B A AM Colonel Glenn Road and SIGNAL C C B B C C C C C B PM Bowman Road/David 0. Dodd Road C C C A B B C D C B AM SIGN F B A A Bowman Road and Brodie Creek Blvd. SIGNAL C C A A PM SIGN F B A A SIGNAL D D A A Table 5 - Level of Service Summary - Projected Traffic Conditions & ASSOCIATES �PETERS 1 ENGINEERS, INC Page 23 v 0 0 13 13 0 0 2 0 M e PETERS & ASSOCIATES IG ENGINEERS, INC. The recommended traffic signal control at the intersec- tions of Colonel Glenn Road and Brodie Creek Road and Bowman Road and Brodie Creek Boulevard would allow acceptable traffic operations and add safety and conven- ience for these intersections, as well as help accommo- date growth in the vicinity of the site. In evaluating the need for a traffic signal, certain estab- lished warrants must be examined by a comprehensive investigation of traffic conditions and physical characteris- tics of the location. The decision to install a traffic signal at a particular location must be evaluated quantitatively relative to these warrants. Satisfaction of conditions for only one of the warrants, as specified, is required for sig- nalization. These warrants, as specified in the Manual on Uniform Traffic Control Devices (MUTCD), are described in detail in the appendix of this report. They are summa- rized as follows: ♦ Warrant One: Eight -Hour Vehicular Volume ♦ Warrant Two: Four -Hour Vehicular Volume ♦ Warrant Three: Peak Hour ♦ Warrant Four: Pedestrian Volume ♦ Warrant Five: School Crossing ♦ Warrant Six: Coordinated Signal System ♦ Warrant Seven: Crash Experience ♦ Warrant Eight: Roadway Network SIGNAL WARRANTS RESULTS Traffic signal warrants analysis was made for existing plus full -build projected volumes for the following intersec- tions: • Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard • Bowman Road and Brodie Creek Boulevard. Page 24 NO MO ago a Signal Warrants Results Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard It was found that traffic signal warrants are projected to be met for the intersection of Colonel Glenn Road and Com- mercial Center Drive / Brodie Creek Boulevard at full de- velopment of the site. Volumes are projected to be suffi- cient at this intersection to satisfy Warrants 1A, 1 B, 1AB, 2 and 3. Traffic signal control would be appropriate for this intersection to coincide with the development as proposed. The traffic signal warrants analysis results for this intersec- tion are summarized in Table 6, "Traffic Signal Warrants Results - Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard - Projected Conditions." Bowman Road and Brodie Creek Boulevard It was found that traffic signal warrants are projected to be met for the intersection of Bowman Road and Brodie Creek Boulevard at full development of the site. Volumes are projected to be sufficient at this intersection to satisfy Warrants 1 B, 2 and 3 and are short only two hours from satisfying Warrant 1AB. Traffic signal control would be appropriate for this intersection at full -build of this develop- ment as proposed. The traffic signal warrants analysis results for this intersection are summarized in Table 7, "Traffic Signal Warrants Results - Bowman Road and Bro- die Creek Boulevard - Projected Conditions." Page 25 Signal Warrants Results Colonel Glenn Road and Commercial Center Drive I Brodie Creek Boulevard It was found that traffic signal warrants are projected to be met for the intersection of Colonel Glenn Road and Com- mercial Center Drive / Brodie Creek Boulevard at full de- velopment of the site. Volumes are projected to be suffi- cient at this intersection to satisfy Warrants 1A, 1 B, 1AB, 2 and 3. Traffic signal control would be appropriate for this intersection to coincide with the development as proposed. The traffic signal warrants analysis results for this intersec- tion are summarized in Table 6, "Traffic Signal Warrants Results - Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard - Projected Conditions." Bowman Road and Brodie Creek Boulevard It was found that traffic signal warrants are projected to be met for the intersection of Bowman Road and Brodie Creek Boulevard at full development of the site. Volumes are projected to be sufficient at this intersection to satisfy Warrants 1 B, 2 and 3 and are short only two hours from satisfying Warrant 1AB. Traffic signal control would be appropriate for this intersection at full -build of this develop- ment as proposed. The traffic signal warrants analysis results for this intersection are summarized in Table 7, "Traffic Signal Warrants Results - Bowman Road and Bro- die Creek Boulevard - Projected Conditions." PETERS GJ & ASSOCIATES n ^C ENGINEERS. INC. rages FINAL RESULTS: Traffic Signal Warrants Analysis [f N Projected Conditions Hour warrant was met: Major St.: Colonel Glenn Road Minor St.: Brodie Creek Blvd. VOLUME COMB. 4 Hr. Peak 600 900 480 720 150 75 120 60 SUM MAX. #8-1 #8-2 HOUR MAJOR MINOR 1A 1B 1AB 2 3 7:00 2298 52 0 0 0 0 0 0 0 8:00 1845 75 0 1 0 0 1 0 0 9:00 1174 75 0 1 0 0 1 0 0 10:00 1487 119 0 1 0 0 1 1 0 11:00 1607 159 1 1 1 1 1 1 1 Table 6 12:00 1869 212 1 1 1 1 1 1 1 Traffic Signal Warrants Results 13:00 2039 272 1 1 1 1 1 1 1 Colonel Glenn Road and Commercial 14:00 1952 262 1 1 1 1 1 1 1 Center Drive / Brodie Creek Boulevard 15:00 2076 286 1 1 1 1 1 1 1 Projected Traffic Conditions 16:00 2006 276 1 1 1 1 1 1 1 17:00 2244 337 1 1 1 1 1 1 1 18:00 1649 256 1 1 1 1 1 1 1 19:00 1356 229 1 1 1 1 1 1 1 20:00 859 232 1 0 1 1 1 1 0 21:00 654 241 1 0 1 0 0 0 0 11 12 10 11 9 This intersection SATISFIES the warrants for signalization as outlined in the "M.U.T.C.D." FINAL RESULTS Traffic Signal Warrants Analysis Projected Conditions Hour warrant was meY Major St.: Bowman Road Minor St.: Borodie Creek Blvd. VOLUME COMB. 4 Hr. Peak 420 630 336 504 140 70 112 56 SUM MAX. #8-1 #8-2 HOUR MAJOR MINOR 1A 1B 1AB _ 2 3 7:00 943 93 0 1 0 0 1 1 1 8:00 629 38 0 0 0 0 0 0 0 Table 7 9:00 572 39 0 0 0 0 0 0 0 Traffic Signal Warrants Results 10:00 688 61 0 0 0 0 1 0 0 Bowman Road and 11:00 781 80 0 1 0 0 1 1 0 Brodie Creek Boulevard 12:00 770 103 0 1 0 0 1 1 0 13:00 834 130 0 1 1 1 1 1 1 Projected Traffic Conditions 14:00 863 124 0 1 1 1 1 1 1 15:00 836 136 0 1 1 1 1 1 1 16:00 1024 134 0 1 1 1 1 1 1 17:00 1061 163 1 1 1 1 1 1 1 18:00 623 121 0 0 1 1 1 1 0 19:00 495 108 0 0 0 0 0 0 0 20:00 376 107 0 0 0 0 0 0 0 21:00 299 109 0 0 0 0 0 0 0 1 8 6 9 6 s intersection SATISFIES the warrants for signalization outlined in the "M.U.T.C.D." Uf�7 ATES Page 26 it r 1 Tt r r :rrr�f FINDINGS AND Findings of this study are summarized as follows: RECOMMENDATIONS • Traffic volumes projected to be generated by full -build of the development as proposed are approximately 15,130 vehicle trips (combined in and out) per average weekday. 04 Y The weekday AM and PM peak hours of the adjacent Nq street have been determined to be the worst-case traffic 04 conditions in the vicinity. It is estimated that approxi - q mately 1,178 vehicle trips are estimated during the traf- 14 fic conditions of the adjacent street AM peak hour and 1A approximately 1,298 vehicle trips are estimated during the traffic conditions of the adjacent street PM peak hour at full -build of the development as proposed. b Q �PETERS & ASSOCIATES ENGINEERS, INC. • Existing conditions at the intersections studied were analyzed and compared to projected traffic conditions at these same intersections, as well as the access pro- posed to serve the site. Results of the analysis have indicated: Existinq Traffic Conditions ♦ Analysis for existing traffic conditions (existing traffic volumes, lane geometry and traffic con- trol) were conducted. For the intersections stud- ied, all existing vehicle movements for existing traffic conditions presently operate at what cal- culates as an acceptable LOS "D" or better for the AM and PM peak hours except for the northbound vehicle movement on Commercial Center Drive at Colonel Glenn Road with exist- ing "Stop" sign control (LOS "F") during the PM peak hour: Protected Traffic Conditions ♦ Analysis for projected traffic conditions were conducted. All of the vehicle movements for projected traffic conditions are expected to oper- ate at what calculates as an acceptable LOS "D" Page 27 i or better for the worst-case AM and PM peak hours except for the following vehicle move- ments: ❑ Westbound thru movements on Colonel Glenn Road at the 1-430 northbound off - ramp during the PM peak hour (LOS "E"). ❑ Northbound left-turn/thru movements on the 1-430 northbound off -ramp at Colonel Glenn Road during the PM peak hour (LOS "F). ❑ Westbound left -turn movements on Bro- die Creek Boulevard at Bowman Road during the AM and PM peak hours with "Stop" sign control (LOS "F). This vehi- cle movement improves to an acceptable LOS "C" in the AM peak hour and LOS "D" in the PM peak hour with proposed traffic signal control. • It should be noted that the condition of full -build of all proposed land uses on the site has been the analysis condition for this traffic study. The level of mitigative improvements identified as needed for the full -build condition could be effected in stages, consistent with levels or phases of development of the site. • It was found that traffic signal warrants are projected to be met for the intersection of Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard and at the intersection of Bowman Road and Brodie Creek Boulevard at full development of the site. • The recommended traffic signal control at the intersec- tions of Colonel Glenn Road and Brodie Creek Road and Bowman Road and Brodie Creek Boulevard would allow acceptable traffic operations and add safety and convenience for these intersections, as well as help ac- commodate growth in the vicinity of the site. J PETERS & ASSOCIATES ENGINEERS, INC. Page 28 16 It is recommended that the roadway lane geometry be constructed as shown on Figure 10, "Proposed Schematic Lane Geometry." These proposed road- way improvements are summarized as follows: Wo ❑ Bowman Road widened at Brodie Creek rY F� 17 E r - 1 rF . r 04 left -turn only lane and southbound and Recommendations of this study for the full -build condi- tion are summarized as follows: constructed to accommodate a westbound �l • It is recommended that a fully -actuated traffic signal be installed at the intersection of Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard coincident with the full development. r� • It is recommended that a fully -actuated traffic signal be installed at the intersection of Bowman Road and Brodie Creek Boulevard coincident with full -build of the development as proposed. 00 16 It is recommended that the roadway lane geometry be constructed as shown on Figure 10, "Proposed Schematic Lane Geometry." These proposed road- way improvements are summarized as follows: Wo ❑ Bowman Road widened at Brodie Creek Boulevard to accommodate a southbound 04 left -turn only lane and southbound and northbound thru lanes. ❑ Brodie Creek Boulevard at Bowman Road constructed to accommodate a westbound left -turn lane, a westbound right -turn lane and two eastbound receiving lanes. ❑ Colonel Glenn Road widened from the 1-430 southbound ramps to Commercial Center Drive / Brodie Creek Boulevard to accommo- date the addition of a westbound lane. • The intersections recommended for traffic signal con- trol at Colonel Glenn Road and Commercial Center Drive / Brodie Creek Boulevard and Bowman Road and Brodie Creek Boulevard should be intercon- nected with the existing traffic signals along Colonel Glenn Road in the vicinity as a part of a coordinated system. ruPETERS & ASSOCIATES ENGINEERS, INC. Page29 go Mo re? PETERS & ASSOCIATES ��SN• PKC. Page 30 f -F, MT r r lj�',rr�� 0 Traffic signal designs and roadway improvements along Colonel Glenn Road and Bowman Road will require approval and must conform to design stan- dards of the City of Little Rock. Additionally, roadway rt improvements along Colonel Glenn Road in the im- mediate vicinity of 1-430 will also require approval and must conform to design standards of AHTD. go Mo re? PETERS & ASSOCIATES ��SN• PKC. Page 30 w x w PETERS & ASSOCIATES ENGINEERS. INC. N Mm) to �ON b b 150 S Y 4 3 80 p a� 413 616-0 a�0 ao-303 969 -0 a u O o- 722 181 b = 6 62 a ,a M 5 b a 60 Norn N N 0. 4 rD M m )M O O O Y � 578-o a p o- 570 13Q Y 4 323 407 b a= 6 371 511 w a p o-585 N CO- CL NOO a+ b b 123 p QQe 4 1 NNn rico 56p X� 42 271-0QW0 o-551 819-0 ¢ p o- 890 249 -6 a = 6 163 . 11 1.01 a= o �Q� o-614 0 b 60 M N o 222 a. 6512 63p ¢¢0 4148 000 437-o QW p o-668 a= q N �IEL0A COLON NH R1aAi) m A) c x rn c V) W pq •A n +f ' 6T Lai n w' '1`''�;�1'��''�� ..I li .... -.Ili d J 4iillffffffil� owl III 1 1 -1 II a ovm OT IN 6 Si1T �w LL M L2 J L2 0 Z_ X LL Q Z i CQ G j m Q 0 Z � z U Q O O Q LLJJ H w z gLLJJ J J (D � J LLJ Z O J O U N 1-0 lox-* � R .16 be *-5% C11 5% 5% 0. 5%-0 C11 55% b d8% U U) z LL W F- F- w z QQL r z x w U w a Q O ry z Y Q W O U m W z O Q Q:f 0 m Q O Q ry LJ I z z 0 z W (D 7 t1J 4 w d c� 0 � U V] LO Pt M W x L W z oa a w Z I - U � W W_ M- w w CL A Q W z a Y Q' Y U 0 w J H H J wril W r co o C o C V1 v o y +' Q) O V 0 o 7 L C C N N d O C � ` O a Q) o O V N U in G)aoo ,— � `m0 E o 't7 +-' O o zH O N U riM o) N r � io7 um T wt � O a 0" ••:a a in TT an=- I Ur arc a� i Won 4 SAT «9 OT SOT 93 p Y w 'r� Q�=O . 102 b ax a, 4 m '� t w b 154 p QY 4 165 b a�= o, 4 0 0W W Z Z) o = W Q = 4 Y � U w LL IL ~ Q CL I Q Z Q Q Q Q Z Y Q LdW mU Q z W C) � Z � O Q Q m O Lj Q J F- W Z w J J J CD � J W Z O J O U F O V) Ell d ci aa N W wz a.o W Z oN a w Z -- F� _ U W_ )W � ¢ a� b b 7S Y¢� 37-0aW�O 4-28 :2 aYa� 28-0 a w p o-103 42 b a x 428 311 b a x 4 45 e, 4 ,o rc. n W a � r- ¢Yd4147 57o a w O o- 73 170 a a p o- 293 M ax 4220 ax rD u1 a b b 4p Y¢� YQ� 22-0 QWp o-37 4 37-0 Q W p -62 46 b a x 4 37 g Ya 74 -0 Q Wa p o- 44 Y 0 221-0 Q p 88 o- 177 405 a x b o, 4 59 4 133 4 ro n rn N MO W M rp N N W r co o C o C V1 v o y +' Q) O V 0 o 7 L C C N N d O C � ` O a Q) o O V N U in G)aoo ,— � `m0 E o 't7 +-' O o zH O N U riM o) N r � io7 um T wt � O a 0" ••:a a in TT an=- I Ur arc a� i Won 4 SAT «9 OT SOT 93 p Y w 'r� Q�=O . 102 b ax a, 4 m '� t w b 154 p QY 4 165 b a�= o, 4 0 0W W Z Z) o = W Q = 4 Y � U w LL IL ~ Q CL I Q Z Q Q Q Q Z Y Q LdW mU Q z W C) � Z � O Q Q m O Lj Q J F- W Z w J J J CD � J W Z O J O U F O V) Ell d ci aa N W wz a.o W Z oN a w Z -- F� _ U W_ )W � ¢ u') N � N M a b w ¢YQ � 624 -0 a W O *-628 407 b a = 4 547 n r, N N a b w 315-0 aWp *-649 222 b a = 4 618 130 S Y W 4 441 647-0 26= o-819 a= Q-1 4 .0 N c a N n 63� xC 4218 614 a .2 o- 810 CLz M O N M O U NV�O d W W Z _ w >04� + v vt -j W.00 a�pEli �* 80 i 4 13 157p�Y=b43 646- E -0N o- 325 �w O N O o- 804 215 b O 4 84 LL LL 0 Y _ � 0 � 445 U QNVW Q M Ids EL -CL zrn a COL vi LL OD C N N O C O NCO > O < W LL O a O y c U tv 00 (n O rte. O w y < 0 Q Z ~N`E -0 4 2 o ° 0 o Q p a= zHOCNv 130 S Y W 4 441 647-0 26= o-819 a= Q-1 4 .0 N c a N n 63� xC 4218 614 a .2 o- 810 CLz M O N M O Y 0 �;�a+lil8'rifl aim O ma a b 93 p Y auto 102 b a = a, 4 M N N Co CD N w b 154 S Y a: 168 b CL CL = a, 4 t2K a z Y Q LLJ W cr 0 v, U m z w o o z OR o Q m o w Q J H w z z J w J J_ CD J W z 0 0 07 W U O U) ul (3 CD vi aw W ao W Z zN A. w F i UOD w Qd Fa - NV�O W W Z m �N -j W.00 a�pEli �* 80 i 4 13 157p�Y=b43 646- a u� O a= o- 325 QYQ 990 -0W p o- 804 215 b 4 84 LL LL 0 Y 311ban= 445 MNT QNVW Q M Ids EL -CL r O M LL O NCO < W LL 127p�Yob41 < 0 Q Z 56 % Y �� 4 2 289 -0 266 Q p a= 4-581 193 W U) 849-o- Q O o- 940 b 4 Q W 405 b a= 459 4 X LJJ W Ki °' M �- N U) Y 0 �;�a+lil8'rifl aim O ma a b 93 p Y auto 102 b a = a, 4 M N N Co CD N w b 154 S Y a: 168 b CL CL = a, 4 t2K a z Y Q LLJ W cr 0 v, U m z w o o z OR o Q m o w Q J H w z z J w J J_ CD J W z 0 0 07 W U O U) ul (3 CD vi aw W ao W Z zN A. w F i UOD w Qd Fa - 40 f ~ 092C If fi e�one�GLm tl. O t Q w =� i w tL _= KYt MtYtt': U) W :Wp.p Gbnn Rd W �► U) `,� ~ olonelGbnnRd X ui o� N W ao rtn wm Q 6T Lai 1^�� x nce � aaR atl 0 Q cr z Y Q LLJ LTJ MQ z LLJ C Y 0 Q O Ir m Q o O Q � J H Lil z (� z J gLLJ J � J L.LJ z O J O .7 40 saw r N �i w Mm co 04 t L - t tm N W tG t Duo : r s y � y 61em Rd. Colonel Glenn Rd ^t� a`] CIO D N -O �i c ELCs►kNNR�� cr � � rn f �s o xm � cc i W n o 17-1' eir0t = lQ�� I ov to IT LUX Q� on ia awgn OT JOT e- --- ---------- lA UW Z Q F- j0 w w O =w C/) (9 W LULU z C/) J o a— I.L a a O Z Y a w U m a z W Y 0 Q a O m Q o O LLJ Q J H w z F-- CD CD z J J w J J_ (D � J W z 0 O U N C m J � O cu z C (1 Un C O U toO CL cu w II d II H II lA UW Z Q F- j0 w w O =w C/) (9 W LULU z C/) J o a— I.L a a O Z Y a w U m a z W Y 0 Q a O m Q o O LLJ Q J H w z F-- CD CD z J J w J J_ (D � J W z 0 O U PETERS & ASSOCIATES ENGINEERS, INC. pll�, k 9;r11 'o ate.. Yom; t.:, _ r'�a�� 11 � •`��cl�{�lrF' Scale 1" 100 ft �� 1L ' •-- a'��r ',L;"•I ;iC �`/ ;, :ir'r''I'•I•;y'�y . -- . fl r � � � ■•r r E ' ,'1 }�t;1 .I, ,�- rl' r 't°s r4r r;7I) I !' s I'"•f i; ViclNty Map No_....:..:.. ..._ , ; ;�� • ,, is .- .;W,.; � I �:—� :��:��. •� -_ r26 m= --.ti. ,��gr{ 1.1 1'.• F=no CTi'.Y. Ik 1 ' - - •, F �*s� .' _ � a: r � I ! I ; .+ Bii.w � P. _ r j �.�_ T,�• _ __ �%•' f:y: _ •��j" `+ 1 6 1.1 !y. � �y��. L=� �js�r..'. - _]3♦1 _ 'J':.•,..,., lit � - - _ •'� !;J _ •x„a �r • _ , f+11 I!I II -_- - `'•:t�h��- r�' L As �, Y t� •yJ FIs - f ,I r,k ", �e��- •' �$,; -- -- • ;�� 3- _ • :eat%:, *!'t;:;;i .�. .:e•el'a: :� �{ham` -'' i I f. �� `Y �:„ s,E.;TfOF;E� _ _ �''�•..?' rl;il ° n•Y.i I. j- j. ' ,,,E., �x:'-'�S�Y _-- . J.: - SiG ::ilr'_7 _ � - _ _- '-�:�:w -- - *; �, ' •t`V,",!;`ri� ,� � -----� L 1 . 1 ��F�' 1 �'.:.. • _�___�-�: { { - `x. _f►; - •�.iA, ro.FF .J_�.1�1�91i- I,tp --0• -- ' I .'o-8 Q- ems. . ,'" ! J"r I + I 1 fy.i I ' � it � i � , 1 ; �:;,",,�i T I i+�;1' �- -•:- \ �'. y 30MM wu �+I mow' R� L�_ L - _ _��__ '■ -_ - _----- ' F% vim rnon¢oIIM ! .II- _j',' .��+m •, �' _ ..r r-I.�a.G '--�•�:w�r/ �V'w .o nn'rmrrrfn , �,. �` "' .'� � � � s w.. � � i I I I I f r •, nr , J 1m t l E I I= •� F ---• •` + i __ : -`- _�F.. ^^' '1'' �F� nn • . uu � tttt I I I I - I PRELMNARY PLAT & SITE PLAN ! + • S LOT 1-13 t' A =�` VILLAGE AT BRODIE CREEK x i�1 1 �sarixaa"' An Addition to Qe Glib of UtUe Rock s JWY te, =7 F A PETERS & assOCGTss L%,Gv4tm. IXC. as Little Rock, Arkansas Retail Development - Colonel Glenn Road and Bowman Road Typical Weekday *These volumes adjusted to reflect 20% internal capture TWO-WAY AM PEAK HOUR PM PEAK HOUR PROPOSEDAPPROXIMATE ITE WEEKDAY LAND USE SIZE CODE VOLUME ENTER EXIT ENTER EXIT Fast -Food Restaurant* 1,800 Sq. Ft. 934 714 39 38 26 24 High Turnover (Sit -Down) Restaurant* 4,700 Sq. Ft. 932 478 22 21 25 16 HOW" 100 Rooms 310 714 31 22 27 29 Hotel* 150 Rooms 310 1,070 47 34 41 43 High Turnover (Sit -Down) Restaurant* 8,000 Sq. Ft. 932 814 38 35 42 27 General Office 150,000 Sq. Ft. 710 1,652 204 29 38 186 Specialty Retail* 15,000 Sq. Ft. 814 532 0 0 14 18 Specialty Retail* 40,000 Sq. Ft. 814 1,418 0 0 38 49 Automotive Dealership 50,000 Sq. Ft. 841 1,667 76 27 52 81 Specialty Retail* 24,000 Sq. Ft. 814 851 0 0 23 29 General Office 24,000 Sq. Ft. 710 264 33 5 6 30 Fast -Food Restaurant* 3,000 Sq. Ft. 934 1,190 65 62 43 40 High Turnover (Sit -Down) Restaurant* 4,700 Sq. Ft. 932 478 22 21 25 16 Others Lot #1 -Assumed Fast -Food Restaurant* 5,000 Sq. Ft. 934 1,985 108 104 72 66 Others Lot #2 -Assumed High Turnover (Sit -Down) Restaurant* 7,000 Sq. Ft. 932 712 34 31 38 24 others Lot #4 -Assumed Bank with Drive-thru* 3,000 Sq. Ft. 912 591 17 13 55 55 TOTALS: 15,130 736 442 565 733 TOTAL ENTERING + EXMNG *These volumes adjusted to reflect 20% internal capture P1305 - VILLAGE AT BRODIE CREEK Summary of Multi -Use Trip Generation 2% Average Weekday Driveway Volumes July 31, 2007 24 Hour AM Pk Hour PM Pk Hour Two -Way Land Use Size Volume Enter Exit Enter Exit Fast -Food Restaurant with Drive-Thru 1.8 Th.Gr.Sq.Ft. 893 49 47 32 30 High Turnover (Sit -Down) Restaurant 04 4.7 Th.Gr.Sq.Ft. 598 28 26 31 20 Hotel 100 Occupied Rooms 892 39 28 34 36 Hotel 150 Occupied Rooms 1338 59 42 51 54 High Turnover (Sit -Down) Restaurant 8.0 Th.Gr.Sq.Ft. 1017 48 44 53 34 General Office Building 150.0 Th.Gr.Sq.Ft. 1652 204 29 38 186 0% Specialty Retail Center 15.0 T.G.L.A. 665 0 0 18 23 0% Specialty Retail Center 40.0 T.G.L.A. 1773 0 0 48 61 C' New Car Sales 50.0 Th.Gr.Sq.Ft. 1667 76 27 52 81 Specialty Retail Center 24.0 T.G.L.A. 1064 0 0 29 36 General Office Building 24.0 Th.Gr.Sq.Ft. 264 33 5 6 30 Fast -Food Restaurant with Drive-Thru 3.0 Th.Gr.Sq.Ft. 1488 81 78 54 50 High Turnover (Sit -Down) Restaurant 4.7 Th.Gr.Sq.Ft. 598 28 26 31 20 Fast -Food Restaurant with Drive-Thru 5.0 Th.Gr.Sq.Ft. 2481 135 130 90 83 High Turnover (Sit -Down) Restaurant 7.0 Th.Gr.Sq.Ft. 890 42 39 47 30 Drive-in Bank 3.0 Th.Gr.Sq.Ft. 739 21 16 69 69 Total 18019 843 537 683 843 Note: A zero indicates no data available. TRIP GENERATION BY MICROTRANS 4� powo ci PETERS & ASSOCIATES ENGINEERS, INC. 9^ A so 430 NB Onmp Out In Total 1401 0 1401 T F N N O North m (3 -- jj�tlis 2Do7 7:00:CEI N m s 2 7!10/2007 8:45:00 AM O w 1 3 L� S;w AM Comt Data a O N 04w p, O om 4� T F► Left Th ry Ri ht 541 7 4T7 En 865 965 out 1tt Total 1430 N8 t51f•Ra Peters & Associates Engineers, Inc. 49 67 116 Peak Hours Turning Movement Count Data 1 65 140 AM Hour Turning Movement Count Data File Name : AM -NB 1-430 NB Ramps and Colonel Glenn Road Site Code -.00000000 64 Little Rock, AR Start Date : 07/10/2007 55 P-1305 Page No 1 238 Groups Printed -AM Count Data 08:30 AM 53 Colonel Glenn Rd. 1-430 NB Off -Ramp Colonel Glenn Rd. 29 0 From East From South From West 82 111 Start Time Right Thru App' Right Thru Left App' Thru Left Total Total App' Int. Total Total Factor 1 1.01 1.01 109 1 1.01 1.01 1.0 78 97 1.0 1.0 370 Total 9^ A so 430 NB Onmp Out In Total 1401 0 1401 T F N N O North m (3 -- jj�tlis 2Do7 7:00:CEI N m s 2 7!10/2007 8:45:00 AM O w 1 3 L� S;w AM Comt Data a O N 04w p, O om 4� T F► Left Th ry Ri ht 541 7 4T7 En 865 965 out 1tt Total 1430 N8 t51f•Ra 08:00 AM 49 67 116 74 1 65 140 151 117 2681524 08:15 AM 57 64 121 37 1 55 93 122 116 238 452 08:30 AM 53 62 115 29 0 47 76 82 111 193 1 384 08:45 AIN 49 60 109 31 0 47 78 97 86_ 183, 370 Total 7.08 253 461 171 2 214 387 452 430 8821 1730 =� Grand Total 438 477 915 417 7 541 965' 1008 956 1964 3844 Apprch % 47.9 52.1 43.2 0.7 56.1 51.3 48.7 Total % 11.4 12.4 23.8 10.8 0.2 14.1 25.1 26.2 24.9 51.1 9^ A so 430 NB Onmp Out In Total 1401 0 1401 T F N N O North m (3 -- jj�tlis 2Do7 7:00:CEI N m s 2 7!10/2007 8:45:00 AM O w 1 3 L� S;w AM Comt Data a O N 04w p, O om 4� T F► Left Th ry Ri ht 541 7 4T7 En 865 965 out 1tt Total 1430 N8 t51f•Ra mP Out In Total. 739 F0 I 738 m o� T o F- mC a d North — a C m C c3� ] ^ N [7 E Dt777:7 :OD N s. o _ m 2`' 7/10/2007 8:00:00 AM �s 2' �j 1 IE AM Count Data O � ao — Left Thru Right 33eVntal 21 Out 1430 Off -Ram Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data AM Hour Turning Movement Count Data File Name AM -NB 1-430 NB Ramps and Colonel Glenn Road Site Code 00000000 Little Rock, AR Start Date : 07/10/2007 P-1305 Page No 2 Colonel Glenn Rd. 1-430 NB Off -Ramp Colonel Glenn Rd. From East From South From West Start Time Right Thru Total Right Thru Left Total Thr, Left Total Int. Total Peak Hour From 07.00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM Volume 222 255 477 277 5 339 621 614 512 1126 2224 Percent 46.5 53.5 44.6 0.8 54.6 54.5 45.5 07:45 Volume 74 80 154 91 1 109 201 174 144 318 673 Peak Factor o 0.826 High Int. 07:45 AM 07:45 AM 07:45 AM Volume 74 80 154 91 1 109 201 174 144 318 Peak Factor 0.774 0.772 0.885 mP Out In Total. 739 F0 I 738 m o� T o F- mC a d North — a C m C c3� ] ^ N [7 E Dt777:7 :OD N s. o _ m 2`' 7/10/2007 8:00:00 AM �s 2' �j 1 IE AM Count Data O � ao — Left Thru Right 33eVntal 21 Out 1430 Off -Ram Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM-NB �# 1-430 NB Ramps and Colonel Glenn Road Site Code : 00000000 Little Rock, AR Start Date : 07/10/2007 P-1305 Page No 1 Groups Printed- PM Count Data _ Colonel Glenn Rd. 1-430 NB Off-Ramp Colonel Glenn Rd. From East From South From West _ Start Time Right Thru App. I Total Right Thru Left Total Thru Left Total Int. Total Factor 1.0 1.01 1.0 1.0 1.0 1.0 1.0- 04:00 PM 70 81 151 25 0 52 77 100 89 189 417 04:15 PM 71 84 155 26 0 51 77 98 93 191 423 04:30 PM 70 94 164 24 2 55 81 105 84 189 434 04:45 PM 86 118 204 34 0 72 106, 124 1_02 226 536 Total X97 377 674 109 2 230 341 ]- 427 368 7951 1810 05:00 PM 120 155 275 35 1 57 93 142 93 2351 603 05:15 PM 104 138 242 57 1 53, 111 156 104 260 613 05:30 PM 97 167 264 29 0 50 79 148 72 220 563 05:45 PM 76 109 185 34 0 42 76 133 45 178, 439 Tntal 397 569 966 155 2 202 359 579 314 8931-2218 Grand Total 694 946 16401 264 4 432 7001 1006 682 16881 4028 Apprch % 42.3 57.7 37.7 0.6 61.7 59.6 40.4 1 Total % 17.2 23.5 40.7 6.6 0.1 10.7 17.4 25.0 16.9 41.9 Out In Total ® F-01 1380 m ~ CO �O a North C kq P J� d � _ [7 — 1Tf172U0'i0�: a 2II O/2007 5:45:00 PM 4-2 a U PM Count Data p 001 -_y 4� T F-' Left Thru R1 ht ' 432" 4 2 700 700 Out In Total 1-430 Na Off-Ram '-7 From South From West Total Right Thru Left Total Thru Left Total Int. Total Panle 1 of 1 985 Peters & Associates Engineers, Inc. Colonel Glenn 232 389 Peak Hours Turning Movement Count Data 371 Start Time PM Hour Turning Movement Count Data File Name PM -NB Peak Hour From 04:00 1-430 NB Ramps and Colonel Glenn Road Site Code 00000000 04:45 PM Little Rock, AR Start Date : 07/10/2007 156 P-1305 Page No : 2 '-7 From South From West Total Right Thru Left Total Thru Left Total Int. Total Panle 1 of 1 985 155 Colonel Glenn 232 389 From East 371 Start Time Right Thru 59.6 Peak Hour From 04:00 PM to 05:45 PI 39.4 Intersection 04:45 PM 1 Volume 407 578 156 Percent 41.3 58.7 05:15 PM 05:15 Volume 104 138 Peak Factor 275 High Int. 05:00 PM 53 Volume 120 155 104 Peak Factor '-7 From South From West Total Right Thru Left Total Thru Left Total Int. Total Panle 1 of 1 985 155 2 232 389 570 371 39.8 0.5 59.6 60.6 39.4 242 57 1 53 111 156 104 05:15 PM 05:15 PM 275 57 1 53 111 156 104 0.895 0.876 941 2315 260 613 0.944 260 0.905 "M NU On.-Rarnp Out In Tnlal F-78-01 780 n 11 ~ N O a North o F3— IPM 11Dl2DD7 4:45:iJ0 2/10/2007 5:30:00 PM15 oun Ct Data m O „o om 4-1 Left hr lJ 232 2 89 389 Out ht Total I. W Nl3Off-Ra Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data AM Hour Turning Movement Count Data AR 1-430 SB Ramps and Colonel Glenn Road will Little Rock, AR P-1305 affil Grou Printed -AM Count Dats File Name : AM -SB Site Code : 00000000 Start Date : 07/13/2007 Page No : 1 9* 1-430 5B Off -Ramp Colonel Glenn Rd. Colonel Glenn Rd. From North From East 95 0 From West 180 85 Start Time Right Thru Left I Agp. Total Thru I Left I App. Total Right Thru I App. Total Int. Total _ Factor 1.01 1.01 1.01 387 1.01 1.01 0 61 1.0 1 1.0 12 84 07.00 AM ss 0 56 114 74 10 84 27 142 169 357 07:15 AM 71 0 69 140 106 6 112 33 119 152 404 07:30 AM 110 0 73 183 116 21 137 46 200 246 566 07:45 AM 106 0' 107 213 130 426 27 64 157 490 42 148 189 650 231 7981 601 Total 345 0 305 6501 1938 9* 08:00 AM 95 0 85 180 85 9 94 27 160 1871461 08:15 AM 79 0 68 147 83 15 98 15 127 142 387 08:30 AM 61 0 61 122 72 12 84 25 139 164 370 08:45 AM 53 0 48 111 78 13 91 34 119 153 355 Total 298 0 262 560 318 49 367 101 545 6461 1573 Grand Total 643 0 567 1210 744 113 857 249 1195 14441 3511 Apprch % 53.1 0.0 46.9 86.8 13.2 17.2 82.8 Total % 18.3 0.0 16.1 34.5 21.2 3.2 24.4 7.1 34.0 41.1 94 04 04 04 04 Oft 10 - mp Out In Polar F- D236 o 1 ss TF N J � � LoNorth " N _ 1��U0�1—� vo � H 3/2007 8:45:00 AM r m p n `� U :5O m 1 i.011nt Data �o 362 0 i6 Out In Total I-430 SB onrR! No 04 File Name : AM -SB Site Code : 00000000 Start Date 07/13/2007 Page No :2 Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data AM Hour Turning Movement Count Data 1-430 SB Ramps and Colonel Glenn Road Little Rock, AR p� P-1305 - 1-430 SB Off -Ramp Colonel Glenn Rd. From North From East Cc Start Time Rig ht Thru Left A .Total Thru Left App. Total Ri ht Peal Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM 437 63 500 148 Volume 382 0 334 716 Percent 53.4 0.0 46.6 87.4 12.6 18.1 07:45 Volume 106 0 107 213 130 27 157 42 Peak Factor AM High Int. 07:45 AM 07:45 AM 07:30 Volume 106 0 107 213 130 27 157 46 Peak Factor 0.840 0.796, No 04 File Name : AM -SB Site Code : 00000000 Start Date 07/13/2007 Page No :2 n Rd. 668 816 2032 81.9 189 231 601 0.845 200 2461 0.829 X30 amp Out In Total 1 01 18 16 I L21 -0 Right Thos L {1 1 L► oCl) —0 Narlh ^' ❑ �2 a m �u t--+ <� m ~ 7/13/2007 7:15:00 AM �f3 c 7/13/2007 8:00:00 AMCr 2 .3-5 AM Count Data 0� k 211 00 211 Out In Total 1-430 B r -Ram 24 at 0 1-430 SO Off-Fffnn-p Out In Total DO 13 8 137fi 973 0 403 7ht to eft 1 l Nor h �7 W200 4:00'.00 PM /13/2007 5:30:00 PM l PM Count Data 807 F-0� B07 Out InTotal 1-430 50 Orr Ramo Peters & Associates Engineers, Inc. * Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -SB 46 1-430 SB Ramps and Colonel Glenn Road Site Code 00000000 Little Rock, AR Start Date 07/13/2007 go Page No 1 P-1305 Gmu s Printed- PM Count. 1-430 SB Off -Ramp Colonel Glenn Rd. Colonel Glenn Rd. -start Time R' hE From North ThrU Left Total Thru From East Left Ap .Total R1 ht From West Thru A ,dotal Int. Total F actor 04:00 PM 1.0 '111 1.0 0 1.0 62 173 1.0 105 1.0 34 139 1.0 90 1.0 142 232 544 04:15 PM 126 0 68 194 120 37 157 95 170 265 616 04:30 PM 143 0 44 187 143 27 170 80 159 239 596 04:4_5 PM 175 0 49 224 119 18 137 60 139 199 560 Total 555 0 223 T78 487 116 6031 325 610 .93.51 2316 05:00 PM 150 0 58 208 126 42° 1681 94 122 216 592 20 05:15 PM 142 0 61 203 123 43 166 89 165 254 623 05:30 PM 126 0 61 187 123 30 153 68 119 187 527 24 Grand Total 973 0 403 1376 859 231 1090 576 1016 1592 4058 Apprch % 70.7 0.0 29.3 78.8 21.2 36.2 63.8 No Total % 24.0 0.0 9.9 33.9 21.2 5.7 26.91 14.2 25.0 39.2 24 at 0 1-430 SO Off-Fffnn-p Out In Total DO 13 8 137fi 973 0 403 7ht to eft 1 l Nor h �7 W200 4:00'.00 PM /13/2007 5:30:00 PM l PM Count Data 807 F-0� B07 Out InTotal 1-430 50 Orr Ramo No Peters & Associates Engineers, Inc. 14Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data w* 1-430 SB Ramps and Colonel Glenn Road Little Rock, AR P-1305 Colonel Glenn Rd. From East File Name : PM -SB Site Code 1-430 5B Off -Ramp Start Date : 07/13/2007 Page No From North Start Time I Right I Thru I Left 1. App. 35.6 Peak Hour From 04:00 PM to 05:30 PM - Peak 1 of 1 Intersection 04:30 PM 43 166 Volume 610 0 212 623 Percent 74.2 0.0 25.8 05:15 Volume 142 0 61 0.951 Peak Factor 04:30 PM High Int. 04:45 PM Volume 175 0 49 170 Peak Factor 165 254 Colonel Glenn Rd. From East File Name : PM -SB Site Code : 00000000 Start Date : 07/13/2007 Page No 2 From West 822 511 130 641 323 585 908 2371 79.7 20.3 35.6 64.4 203 123 43 166 89 165 254 623 0.951 04:30 PM 05:15 PM 224 143 zt 170 89 165 254 0.917 0.943 0.894 f -Ramp Out In Total k11T22STO212 MIN Thru e t ,- 1 L* T� N 0 a y� North 074 0:3 C !�[ M130150:O0R0 /312075Ix PP M r f r� S�n Count nate � 4 �. m- IF 553 F— 01 453 Out In olal 1-430 —0 94 Peters & Associates Engineers, Inc. Colonel Glenn Rd. Commercial CenterUr.. Colonel Glenn Rd. Peak Hours Turning Movement Count Data 0 156 AM Hour Turning Movement Count Data File Name : AM -COM 0 Colonel Glenn Road Commercial Ctr Drive Site Code 00000000 From Little Rock, AR Start Date : 07/09/2007 From West P-1305 Page No 1 Rig Groups Printed- AM Count Data Left App. 0 go No go so No A FIT D va. Out In Total 0 0 0 Right 1Left 4-1 N 1 0., rth a j,�, 0 L7 W L m 2_0 rH12007 7:500 AM 4- m a F ro T AIa12007 8:45:00 AM 0 a " AM Count Datil m o� � � �d L,ft h �� a qM 103 T_� 133 Out in Total Commercial Genlef IX Brodie Creek Blvd. Colonel Glenn Rd. Commercial CenterUr.. Colonel Glenn Rd. 0 0 156 From North 5 0 From East 5 0 From South 184 357 From West 08:15 AM 0 Start Time Rig Thr Left App. Rig Thr Left App. Rig Thr Left App. Rig Thr Left App. Int. 0 ht u 0 Total ht u 155 Total ht u 3 Total ht u 184 Total Total Factor 1.0 1.0 1.0 0 1.0 1.0 1.0 157 1.0 1.0 1.0 4 1.0 1.0 1.0 171 332 07:00 AM 0 0 0 0 0 123 7 130 2 0 1 3 1 183 0 184 317 07:15 AM 0 0 0 0 0 163 15 178 2 0 0 2 0 200 0 200 380 07:30 AM 0 0 0 0 0 250 18 268 4 0 0 4 1 261 0 262 534 07:45 AM 0 0 0 0 0 250 11 261 4 12 0 0 0 1 4 13, 1 3 245 889 0 0 246 892 511 Total 0 0 0 0 0 786 51 837 1742 No go so No A FIT D va. Out In Total 0 0 0 Right 1Left 4-1 N 1 0., rth a j,�, 0 L7 W L m 2_0 rH12007 7:500 AM 4- m a F ro T AIa12007 8:45:00 AM 0 a " AM Count Datil m o� � � �d L,ft h �� a qM 103 T_� 133 Out in Total Commercial Genlef IX 08:00 AM 0 0 0 0 0 156 12 168 5 0 0 5 0 184 0 184 357 08:15 AM 0 0 0 0 0 168 11 179 5 0 0 5 0 191 0 191 375 08:30 AM 0 0 0 0 0 142 13 155 3 0 0 3 1 183 0 184 342 08:45 AM 0 0 0 0 0 145 12 157 4 0 0 4 0 171 0 171 332 Total 0 0 0 0 0 611 48 659 17 0 0 17 1 729 0 730 _ 140& Grand 0 0 0 0 0 139 99 1496 29 0 1 30 4 161 0 1622 3148 Total 7 8 Apprch % 0.0 0.0 0.0 0.0 93. 96. 0.0 3.3 0.2 99. 0.0 6.6 44. 51. Total % 0.0 0.0 0.0 0.0 0.0 .1 47.5 0.9 0.0 0.0 1.0 0.1 0.0 51.5 No go so No A FIT D va. Out In Total 0 0 0 Right 1Left 4-1 N 1 0., rth a j,�, 0 L7 W L m 2_0 rH12007 7:500 AM 4- m a F ro T AIa12007 8:45:00 AM 0 a " AM Count Datil m o� � � �d L,ft h �� a qM 103 T_� 133 Out in Total Commercial Genlef IX rodpe Cwk EflVd, Out In Total 0XIL_ so go , No go go 00 W�o° North c `" a L PM C� CS 007�7.7r3�0--2 m �'' i0 n 1912007 9:00:00 AM m 0 AM Count Data o Left t ht al 151 I 58 15] 73 Out In Total Commercial Center Dr. Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data AM Hour Turning Movement Count Data File Name : AM -COM Colonel Glenn Road Commercial Ctr Drive Site Code : 00000000 Little Rock, AR Start Date : 07/09/2007 P-1305 Page No 2 Brodie Creek Blvd. Colonel Glenn Rd. Commercial Center Dr. Colonel Glenn F2d. From North From East From South From West Start Time Rig Thr Left App. Rig Thr Left App' Total Rig Thr • Left ht App. Total Rig ht Thr u Left App. Int. Total Total ht u Total ht i u Peak i- our From 07:00 AM to 08:45 AM - Peak'1 of 1 Intersectio 07:15 AM in Volume 0 0 0 0 0 819 56 875 15 0 0 15 2 890 0 892 1782 Percent 0.0 0.0 0.0 0.0 93. 6.4 1000 0.0 0-0 0-2 99. 0.0 07:30 0 0 0 0 0 250 18 268 4 0 0 4 1 261 0 262 534 Volume Peak 0.834 Factor High Int. 6:45:00 AM 07:30 AM 08:00 AM 07:30 AM Volume 0 0 0 0 0 250 18 268 5 0 0 5 1 261 0 262 Peak 0.816 0.750 0.851 Factor rodpe Cwk EflVd, Out In Total 0XIL_ so go , No go go 00 W�o° North c `" a L PM C� CS 007�7.7r3�0--2 m �'' i0 n 1912007 9:00:00 AM m 0 AM Count Data o Left t ht al 151 I 58 15] 73 Out In Total Commercial Center Dr. Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Com Colonel Glenn Road and Commercial Ctr Dr SitStet ode e 07/09/2007 0000 Little Rock, AR Page No 1 P-1305 Grauos Printed- PM Count Data 05:00 PM CreeCreek Blvd. Colonel Glenn Rd. Commercial Center Dr, Colonel Glenn Ka. 0 0 0 From North 0 0 From East 0 0 From South 0 0 From West 0 0 0 Rig Rig Thr Left App.4ht Total % hr Left App. Rig Thr Left App. Int. StartTime ht T�hr�Left ht u Totalu Total ht u Total Total actor 1.0 1.0 1.0 1.0 .0 1.0 1.0 1.0 1.0 04.00 PM 0 0 0 0 0 153 23 176 31 0 2 33 2 155 0 157 3fi6 04:15 PM 0 0 0 0 0 206 16 222 35 0 2 37 3 141 1 145 404 04:30 PM 0 0 0 0 5 215 21 241 15 0 2 17 4 175 0 179 437 04:45 PM 0 0 0 0 0 243 25 268 24 0 3 27 3 148 0 151 446 5 817 85 9071 105 0 9 114 12 619 1 632 1 1653 Total 0 0 0 0 05:00 PM 0 0 0 05:15 PM 0 0 0 05:30 PM 0 0 0 05:45 PM 0 0 0 Total 0 0 0 Grand 0 0 0 Total Apprch % 0.0 0.0 0.0 Total % 0.0 0.0 0.0 0 0 241 17 258 40 0 5 45 4 224 0 228 531 0 0 270 17 287 40 0 12 52 2 175 0 177 516 0 0 174 18 1921 18 0 0 18 3 128 0 131 341 0 0 185 19 204 1 32 0 4 36 2 124 0 126 366 0• 0 870 71 9411 130 0 21 151.1 11 651 d 662 1754 0 5 167 156 1848 235 0 30 265 23 1270 1 1294 3407 0.3 913 8.4 88 0.0 113 1.8 98. 0.1 0.0 0.1 49. 4.6 54.2 6.9 0.0 0.9 7.8 0.7 37. 0.0 38.0 Brodie Creek avd. out In Total E � d 0 0 Ott iN Na th a� c MOO PM 4 19!2007 5:45:00 PM y PM Count pate 0� m m T Left VThmuRI017944 out In Total ommera Cent 1 p Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name PM -Com Colonel Glenn Road and Commercial Ctr Dr Site Code 00000000 Little Rock, AR Start Date 07/09/2007 P-1305 Page No 2 Brodie Creek Blvd. Colonel Glenn Rd. Commercial Center Dr. Colonel Glenn Rd. From North From East From South From West Rig Thr Left App. Rig Thr Left App. Rig Thr Left App. Rig Thr Left App. Int. r'1 �I Start Time ht u Total ht u Total ht u Total ht u Total Total Peak Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersectio 04:30 PM n Volume 0 0 0 0 5 969 80 1054 119 0 22 141 13 722 0 735 1930 Percent 0.0 0.0 0.0 0.5 91. 7.6 8 4 0.0 15. 1.8 98. 0.0 05:00 0 0 0 0 0 241 17 258 40 0 5 45 4 224 0 228 531 Volume Peak Factor 0.909 _ High Int. 3:45:00 PM 05:15 PM 05:15 PM 05:00 PM Volume 0 0 0 0 0 270 17 287 40 0 12 52 4 224 0 228 Peak 0.918 0.678 0.806 Factor Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data AM Hour Turning Movement Count Data File Name : AM -Bow Colonel Glenn Road and Bowman Road Site Code 00000000 Little Rock, AR Start Date : 07/09/2007 P-1305 Page No 1 Grow DS Printed- AM Count Data o..,.,...�., PH I Colonel Glenn Rd. David O'Dodd Rd. colonel Glenn Rd. From West Rig Thr Left APP' Int. ht u Total Total 1:0 1.0 1.0 0 132 22 154 353 0 142 38 180 458 1 173 49 223 590 104 0 126 54 180 501 34a 1 573 163 737 1902 560 110 22 132 365 41 0 118 25 143 336 9 0 109 24 133 277 10 0 101 22 123 255 i16 5 438 93 531 1233 460 1 101 256 1268 3135 0.1 79. 20. 7 2 14.7 0.0 32. 8.2 40.4 Start Time y ht u Left Total Factor 1.0 1.0 1.0 07:00 AM 9 4 21 34 42 63 10 07:15 AM 13 2 30 45 58 64 32 07:30 AM 4 7 38 49 86 80 41 07:45 AM 15 8 38 61 58 61 37 Total 41 21 127 189 244 268 120 08:00 AM 18 5 28 51 47 66 13 08:15 AM 5 7 29 41 30 69 12 08:30 AM 4 6 21 31 32 58 14 08:45 AM 3 5 20 28 30 52 12 Total _-K-23 98 151 139 245 51 Grand 71 44 225 340 Total Apprch IN, 20. 12. 66. 9 9 2 Total IN, 2.3 1.4 7.2 10. From East r fhr Left App. Rig u Total ht 1.0 1.0 1.0 115 39 154 62 207 82 156 80 20 4 632 263 q 8 126 39 13 4 111 31 8 2 104 0 7 2 94 0 8 2 435-70 35 10 rom South Thr Left App. u Total 1.0 1,Q 10 1 50 16 1 79 27 2 111 383 513 171 10671 333 109 18 35. 9 8 48. 1 16. 0 72• 4 23 - 7 3.9 !I 122. 16. 5.5 34.0 100. 3.5 0.6 awman j Out In Total 748 340 1088 71 22 tight Tluu Lit ca 0 LX1w• c North ^;w 0 719/2007 :W.00AAA 4 2 a 7!@12007 8:45:00 AM L' r V� Mit Count Baia .r O� T �W 41 4� I F► Left Thru Ri M 38 109 3 L ;216 460 676 Out In Total David Dodd Rd. Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data AM Hour Turning Movement Count Data File Name : AM -Bow Colonel Glenn Road and Bowman Road Site Code : 00000000 Little Rock, AR Start Date : 07/09/2007 P-1305 Page No : 2 Percent Bowman Fid. 65. Colonel Ulenn Ka. uavia u uoaa ma. 19. From North 75. 21. 3.1 From East From South Start Time Rig Thr Left App. Rig Thr Left App. Rig Thr Left App. Volume ht u 223 590 Total ht u Peak Total ht u Total Peak Hour From 07:00 AM to 08:45 AM - Peak I of 1 Intersectio 07:15 AM I n High Int. 07:45 AM 07:30 AM Volume 50 22 134 206 249 271 123 643 263 76 11 350. Percent 24. 10. 65. 38. 42. 19. 75. 21. 3.1 3 7 0 7 1 1 715 1914 1 70 07:30 4 7 38 49 86 80 41 207 82 27 2 111 Volume 173 49 223 590 Peak Factor High Int. 07:45 AM 07:30 AM 07:30 AM Volume 15 8 38 61 86 80 41 207 82 27 2 111 Peak 0.844 0.777 0.788 Factor Glenn Rd. ht u Left Total Total 1 551 163 715 1914 0.1 77. 22. 1 8 1 173 49 223 590 0.811 07:30 AM 1 173 49 223 0.802 Bowman Out In Total 486 208 [ _pj 22 134 Right TM Lett 1 L► ~ J� Nath WE -2 A ' �- lBf2d107 7:15:00 AM 4—;l1 3 �— !`BI2007 8:00:00 AM o r i AM Count Data -• T Left Thru RI hl 41 772 146 96 Out In Total David UDatld Rd. Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Bow Colonel Glenn Road and Bowman Road Site Code : 00000000 Little Rock, AR Start Date : 07/09/2007 P-1305 Page No : 1 GpgWL5 Printed- PM Count Data Bowman Rd. I Colonel Glenn Rd. David O'Dodd Rd. i From North From East From South Ri Thr App. Rig Thr App. Rig Thr Left App. Rig Start Time 9 Left Total ht u Left Total ht u Total ht Factor ht 1.0 u 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 04:00 PM 32 19 68 119 22 128 13 163 21 3 4 04:15 PM 24 14 73 111 45 127 26 198 18 9 3 04:30 PM 25 15 70 110 41 133 30 204 20 8 1 0.4.45 PM 30 23 69 122 39 156 36 231 26 8 1 Total 11.t 71 280 4621 147 544 105 796 85 28.. 9 05:00 PM 52 18 85 155 43 170 46 2591 39 9 4 05:15 PM 32 24 78 134 58 157 38 2531 30 13 0 05:30 PM 33 18 57 108 43 112 20 1751 20 11 1 05:4_5 PM 20 6 46 72 32 118 9 159 28 _ 4 1 Total 137 66 26.6 469 176 557 113 846 117 37 6 Grand 248 137 546 931 323 110 218 16421 202 65 15 Total 26• 14. 58. 19. 67. 13. 71. 23• 5.3 Apprch % 6 7 6 7 1 3 6 0 Total % 7.0 3.9 15. 26.4 9.2 31. 6.2 46.6 5.7 1.8 0.4 5 2 onel Glenn Rd. From West LTh Left App' Int. Total Total 1.0 74 13 87 397 30 3 77 13 93 432 29 1 77 12 90 433 35 1 78 14 93 481 122 5 306 52 520 76 19 43 1 72 17 32 1 42 14 33 1 54 10 1601 3 244 60 2821 8 550 112 95561 90 520 57 372 65 329 307 1782 670 3525 19.0 Bowman Out In Total ® 83tF 1431 I2UI 3 FillThru Left 1 °M O North w °o cm � � 2 ► T!". 67 a:na:ao +- a s. ~ 0IN 7 5:45:00 PM m ur4Uata O o- Le�' Left h R. 1$ 363 262 645 Out In Total David Rd. 82. 16. 1.2 1 7 I 15. 8.0 0.2 3.2 95561 90 520 57 372 65 329 307 1782 670 3525 19.0 Bowman Out In Total ® 83tF 1431 I2UI 3 FillThru Left 1 °M O North w °o cm � � 2 ► T!". 67 a:na:ao +- a s. ~ 0IN 7 5:45:00 PM m ur4Uata O o- Le�' Left h R. 1$ 363 262 645 Out In Total David Rd. 10 10 l� I� Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name PM -Bow Colonel Glenn Road and Bowman Road Site Code : 00000000 Little Rock, AR Start Date 07/09/2007 P-1305 Page No 2 Bowman Rd. Colonel G enn Rd. David O'Dodd Rd. Colonel Glenn Rd. { From North From East From South From West Rig Thr Left App. Rig Thr Left App. Rig Thr Left App' Rig Thr Left App. nt. LSt,rtT,'i-e ht u Total ht u Total ht u Total ht u Total Total Peak Hour From .013 PM to 05:45 PM - Peak 1 of 1 Intersectio 04:30 PM n Volume 139 80 302 521 181 616 150 947 115 38 6 159. 3 303 62 368 1995 26. 15. 58. 19. 65. 15. 72. 23. 3.8 0.8 82. 16. Percent 7 4 0 1 0 8 3 9 3 8 05:00 52 18 85 155 43 170 46 259 39 9 4 52 0 76 19 95 561 Volume Peak 0.889 Factor High Int. 05:00 PM 05:00 PM 05:00 PM 05:00 PM Volume 52 18 85 155 43 170 46 259 39 9 4 52 0 76 19 95 Peak 0.840 0.914 0.764 0.968 Factor MA 10 10 l� I� W a� AA� PETERS & ASSOCIATES ENGINEERS, INC. co Intersection 5urnmary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. I� co no A I� Page 1 Peters & Associates Engineers, Inc. I� Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek; Little Rock, AR Queues Timing Plan: AM Peak Hour 1: Colonel Glenn Road & Bowman Road 8/3/2007 10 Lane Group EBL EBT EBR WBL WBT WBR NOL NOT NBR SBL SBT SBI Lane Group Flow (vph) 177 599 1 134 295 271 12 83 286 146 24 54 10 v/c Ratio 0.30 0.38 1.00 0.28 0.17 0.30 0.03 0.25 0.55 0.35 0.04 0.10 9* Control Delay 11.5 19.4 947.0 11.5 17.1 6.8 23.2 37.3 8.9 26.9 26.4 8.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.5 19.4 947.0 11.5 17.1 6.8 23.2 37.3 8.9 26.9 26.4 8.7 Queue Length 50th (ft) 47 129 0 43 72 33 5 45 0 66 10 0 Queue Length 95th (ft) 78 176 #12 m71 91 70 18 89 71 115 33 30 Internal Link Dist (ft) 1092 948 930 1029 2* Turn Bay Length (ft) 150 250 150 150 150 200 Base Capacity (vph) 581 1571 1 493 1733 9T4 356 334 519 426 570 522 go Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 ! Reduced v/c Ratio 0.30 0.38 1.00 0.27 0.17 0.30 0.03 0.25 0.55 0.34 0.04 0.10 co Intersection 5urnmary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. I� co no A I� Page 1 Peters & Associates Engineers, Inc. I� Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek; Little Rock, AR 0 HCM Signalized Intersection Capacity Analysis Timing Plan: AM Peak Hour Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) 163 1: Colonel Glenn Road & Bowman Road 1 Peak -hour factor, PHF 271 Adj. Flow (vph) 11 RTOR Reduction (vph) 8/3/2007 Lane Group Flow (vph) 22 Turn Type 0.92 Protected Phases 0.92 Permitted Phases 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 177 -A --- P_ --* 'r•-- 271 ',- 4\I * 1� 24 i i 4/ 0 Movement EBL EST EBR W8L WBT WBR NBL NBT NBR SBL SBT SBR 134 Lane Configurations 122 tt 83 63 146 24 I t r NA pm+pt Delay (s) 16.0 Perm pm+pt Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 24 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 C Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 45.5 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 0.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 5.0 Satd. Flow (prot) 1770 3539 1583 1770 3539 1583 1770 1863 1583 1770 1863 1583 3.0 Flt Permitted 0.57 1.00 1.00 0.30 1.00 1.00 0.74 1.00 1.00 0.59 1.00 1.00 Satd. Flow (perm) 1065 3539 1583 566 3539 1583 1381 1863 1583 1105 1863 1583 Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) 163 Volume (vph) 1 Peak -hour factor, PHF 271 Adj. Flow (vph) 11 RTOR Reduction (vph) 263 Lane Group Flow (vph) 22 Turn Type 0.92 Protected Phases 0.92 Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) 163 551 1 123 271 249 11 76 263 134 22 50 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 177 599 1 134 295 271 12 83 286 146 24 54 0 0 1 0 0 149 0 0 223 0 0 37 177 599 0 134 295 122 12 83 63 146 24 17 pm+pt 0.1 NA pm+pt Delay (s) 16.0 Perm pm+pt 13.5 19.8 53.1 28.5 Perm pm+pt 21.8 Perm 3 8 C 7 4 C 1 6 C 5 2 20.6 8 31.5 32.1 4 4 6 Approach LOS 6 2 C 2 43.5 38.5 0.0 52.5 43.0 43.0 21.6 20.6 20.6 35.0 29.0 29.0 45.5 39.5 0.0 54.0 44.0 44.0 23.6 21.6 21.6 36.0 30.0 30.0 0.46 0.40 0.00 0.55 0.45 0.45 0.24 0.22 0.22 0.37 0.31 0.31 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 538 1426 0 441 1589 711 341 411 349 476 570 485 v/s Ratio Prot 0.02 c0.17 c0.03 0.08 0.00 0.04 c0.03 0.01 v/s Ratio Perm 0.13 0.13 0.08 0.01 0.04 c0.08 0.01 v/c Ratio 0.33 0.42 0.00 0.30 0.19 0.17 0.04 0.20 0.18 0.31 0.04 0.03 Uniform Delay, d1 15.6 21.0 49.0 11.6 16.2 16.1 28.4 31.2 31.0 21.5 23.9 23.8 Progression Factor 1.00 1.00 1.00 1.13 1.21 3.27 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.9 0.0 0.4 0.2 0.5 0.0 1.1 1.1 0.4 0.1 0.1 Delay (s) 16.0 21.9 49.0 13.5 19.8 53.1 28.5 32.3 32.1 21.8 24.0 24.0 Level of Service B C D B B D C C C C C C Approach Delay (s) 20.6 31.5 32.1 22.6 Approach LOS C C C C Intersection Summary HCM Average Control Delay 26.6 HCM Level of Service C HCM Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 98.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 48.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Page 2 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek; Little Rock, AR HCM Unsignalized Intersection Capacity Analysis Timing Plan: AM Peak Hour 5: Colonel Glenn Road & Commercial Center Drive 8/3/2007 Movement EBT EBR WBL WBT NBL NBR Lane Configurations ti. ►j tt ►� Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) 890 2 56 819 0 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 967 2 61 890 0 16 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) 1028 699 pX, platoon unblocked 0.91 0.91 0.91 vC, conflicting volume 970 1535 485 vC 1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 866 1489 332 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 91 100 97 CM capacity (veh/h) 703 95 603 Direction, Lane # EB 1 EB 2 WB 1 WB 2 WB 3 NB 1 NB 2 Volume Total 645 325 61 445 445 0 16 Volume Left 0 0 61 0 0 0 0 Volume Right 0 2 0 0 0 0 16 cSH 1700 1700 703 1700 1700 1700 603 Volume to Capacity 0.38 0.19 0.09 0.26 0.26 0.00 0.03 Queue Length 95th (ft) 0 0 7 0 0 0 2 Control Delay (s) 0.0 0.0 10.6 0.0 0.0 0.0 11.1 Lane LOS B A B Approach Delay (s) 0.0 0.7 11.1 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 34.7% ICU Level of Service A Analysis Period (min) 15 Page 3 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek; Little Rock, AR Timing Plan: AM Peak Hour � Queues 6: Colonel Glenn Road & 1-430 S 8/3/2007 I Lane Group EBT EBR WBL 'WBT SBT SBR Lane Group Flow (vph) 726 161 68 475 363 415 v/c Ratio 0.63 0.15 0.18 0.36 0.96 0.62 Control Delay 13.4 1.9 1.6 2.9 76.4 8.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 1.9 1.6 2.9 76.4 8.0 Queue Length 50th (ft) 338 16 2 45 225 0 Queue Length 95th (ft) 442 17 m2 m32 #403 81 =� Internal Link Dist (ft) 619 828 690 Turn Bay Length (ft) 150 125 300 Base Capacity (vph) 1160 1039 379 1312 379 665 go Starvation Cap Reductn 0 0 0 0 0 0 94 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 dq Reduced v/c Ratio 0.63 0.15 0.18 0.36 0.96 0.62 0 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. 94 Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. A N* A A Page 4 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek; Little Rock, AR HCM Signalized Intersection Capacity Analysis Timing Plan: AM Peak Hour 6: Colonel Glenn Road & 1-430 S 18/3/2007 * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SE Lane Configurations v/s Ratio Perm + r 0.12 + 0.06 v/c Ratio 0.64 -4 F Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 1.00 4.0 4.0 4.0 4.0 0.2 0.6 36.7 1.9 4.0 4.0 Lane Util. Factor 1.6 2.9 1.00 1.00 1.00 1.00 A A A E 1.00 1.00 Frt 1.00 0.85 1.00 1.00 B A A 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 HCM Average Control Delay 24.1 0.95 1.00 Satd. Flow (prot) HCM Volume to Capacity ratio 1863 1583 1770 1863 Actuated Cycle Length (s) 1770 1583 Flt Permitted 1.00 1.00 0.23 1.00 Analysis Period (min) 0.95 1.00 Satd. Flow (perm) 1863 1583 434 1863 1770 1583 Volume (vph) 0 668 148 63 437 d 0 0 0 334 0 382 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 726 161 68 475 0 0 0 0 363 0 415 RTOR Reduction (vph) 0 0 55 0 0 0 0 0 0 0 0 326 Lane Group Flow (vph) 0 726 106 68 475 0 0 0 0 0 363 89 Turn Type Perm pm+pt Perm Perm Protected Phases 8 7 4 2 Permitted Phases 8 4 2 2 Actuated Green, G (s) 59.0 59.0 68.0 68.0 20.0 20.0 Effective Green, g (s) 60.0 60.0 69.0 69.0 21.0 21.0 Actuated g/C Ratio 0.61 0.61 0.70 0.70 0.21 0.21 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1141 969 374 1312 379 339 v/s Ratio Prot c0.39 0.01 c0.26 v/s Ratio Perm 0.07 0.12 0.21 0.06 v/c Ratio 0.64 0.11 0.18 0.36 0.96 0.26 Uniform Delay, d1 12.1 7.9 8.2 5.8 38.1 32.1 Progression Factor 0.88 0.79 0.17 0.39 1.00 1.00 Incremental Delay, d2 2.5 0.2 0.2 0.6 36.7 1.9 Delay (s) 13.1 6.4 1.6 2.9 74.8 33.9 Level of Service B A A A E C Approach Delay (s) 11.9 2.7 0.0 53.0 Approach LOS B A A D Intersection. Summary HCM Average Control Delay 24.1 HCM Level of Service C HCM Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 98.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 71.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Page 5 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek; Little Rock, AR Timing Plan: AM Peak Hour Queues 7: Colonel Glenn Road & 1-430 N 8/3/2007 a-- * I 04 Lane Group EBL EBT WBT WBR NBT NBR Lane Group Flow (vph) 557 667 277 241 373 301 v/c Ratio 0.73 0.54 0.32 0.28 0.84 0.51 004 Control Delay 17.3 8.3 19.2 3.4 51.0 8.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 14 Total Delay 17.3 8.3 19.2 3.4 51.0 8.4 04 Queue Length 50th (ft) 143 172 108 0 217 17 Queue Length 95th (ft) m195 m230 184 45 307 81 94 Internal Link Dist (ft) 828 1195 824 94 Turn Bay Length (ft) 540 200 200 Base Capacity (vph) 760 1242 862 862 543 668 94 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.73 0.54 0.32 0.28 0.69 0.45 R� intersection Summiary m Volume for 95th percentile queue is metered by upstream signal. q LA 04 04 94 A I� Page 6 Existing Traffic; Existing Geometrics 94 Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek; Little Rock, AR HCM Signalized Intersection Capacity Analysis Timing Plan: AM Peak ki 2007 7: Colonel Glenn Road & 1-430 N Moven�ent EBL EBT EBR W@L NEST INBR NBL NBT NBP. SBL SBT SBR Lane Configurations` 0.07 0.07 v/c Ratio 0.71 0.54 0.32 0.15 0.84 0.26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 1.0 0.4 4.0 4.0 Delay (s) 13.9 4.0 4.0 17.6 15.6 47.6 29.8 Lane Util. Factor 1.00 1.00 B B 1.00 1.00 Approach Delay (s) 1.00 1.00 16.7 39.6 0.0 Frt 1.00 1.00 B 1.00 0.85 'Intersection Summary 1.00 0.85 Flt Protected 0.95 1.00 HCM Level of Service 1.00 1.00 HCM Volume to Capacity ratio 0.95 1.00 Satd. Flow (prot) 1770 1863 Sum of lost time (s) 1863 1583 Intersection Capacity Utilization 1775 1583 ICU Level of Service C Flt Permitted 0.52 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 974 1863 1863 1583 1775 1583 Volume (vph) 512 614 0 0 255 222 339 5 277 0 0 0 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 557 667 0 0 277 241 368 5 301 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 129 0 0 198 0 0 0 Lane Group Flow (vph) 557 667 0 0 277 112 0 373 103 0 0 0 Turn Type pm+pt Perm Split Perm Protected Phases 3 8 4 1 1 Permitted Phases 8 4 1 Actuated Green, G (s) 64.4 64.4 44.4 44.4 24.6 24.6 Effective Green, g (s) 65.4 65.4 45.4 45.4 24.6 24.6 Actuated g/C Ratio 0.67 0.67 0.46 0.46 0.25 0.25 Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 780 1243 863 733 446 397 v/s Ratio Prot c0.12 0.36 0.15 c0.21 v/s Ratio Perm c0.36 0.07 0.07 v/c Ratio 0.71 0.54 0.32 0.15 0.84 0.26 Uniform Delay, d1 15.1 8.4 16.6 15.2 34.8 29.4 Progression Factor 0.77 0.72 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 1.2 1.0 0.4 12.8 0.4 Delay (s) 13.9 7.3 17.6 15.6 47.6 29.8 Level of Service B A B B D C Approach Delay (s) 10.3 16.7 39.6 0.0 Approach LOS B B D A 'Intersection Summary HCM Average Control Delay 19.9 HCM Level of Service B HCM Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 98.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Page 7 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek; Little Rock, AR a Page 1 Peters & Associates Engineers, Inc. 10 14 11116 go Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek Queues Timing Plan: PM Peak Hour 1: Colonel Glenn Road & Bowman Road 8/3/2007 Lane Group EBL EBT EBR W6L WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 67 329 3 163 670 197 7 41 125 328 87 151 v/c Ratio 0.16 0.16 1.00 0.32 0.39 0.23 0.05 0.22 0.46 0.74 0.15 0.25 Control Delay 8.6 8.3 561.7 18.0 17.0 4.9 35.8 38.4 13.3 35.8 21.2 4.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.6 8.3 561.7 18.0 17.0 4.9 35.8 38.4 13.3 35.8 21.2 4.9 Queue Length 50th (ft) 14 38 0 63 136 21 3 20 0 142 32 0 Queue Length 95th (ft) 31 57 #19 m94 m177 m32 16 51 50 #246 65 39 Internal Link Dist (ft) 1092 948 930 1029 Turn Bay Length (ft) 150 250 150 150 150 200 Base Capacity (vph) 408 2064 3 503 1727 814 130 185 270 446 599 611 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.16 1.00 0.32 0.39 0.23 0.05 0.22 0.46 0.74 0.15 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. a Page 1 Peters & Associates Engineers, Inc. 10 14 11116 go Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 94 1: Colonel Glenn Road & Bowman Road 8/3/2007 14 94 Movement EBL EBT EBR v/s Ratio Prot 0.01 Lane Configurations 1900 tt r go Ideal Flow (vphpl) 1900 1900 1900 00 Total Lost time (s) 4.0 4.0 4.0 0.95 Lane Util. Factor 1.00 0.95 1.00 Incremental Delay, d2 0.2 Frt 1.00 1.00 0.85 p� Flt Protected 0.95 1.00 1.00 - D Satd. Flow (prot) 1770 3539 1583 0.92 Flt Permitted 0.30 1.00 1.00 Intersection Summary Satd. Flow (perm) 559 3539 1583 103 Volume (vph) 62 303 3 0.51 Peak -hour factor, PHF 0.92 0.92 0.92 Adj. Flow (vph) 67 329 3 Analysis Period (min) RTOR Reduction (vph) 0 0 3 Lane Group Flow (vph) 67 329 0 Turn Type pm+pt NA Protected Phases 3 8 Permitted Phases 8 Actuated Green, G (s) 48.0 48.0 0.0 Effective Green, g (s) 49.0 49.0 0.0 C4 Actuated g/C Ratio 0.58 0.58 0.00 04 Clearance Time (s) 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1 �9 � �i�l :> t l i►i�l :li �l �i I Lane Grp Cap (vph) 398 2064 0 1900 v/s Ratio Prot 0.01 c0.09 1900 4.0 v/s Ratio Perm 0.09 4.0 4.0 1.00 v/c Ratio 0.17 0.16 0.00 1.00 Uniform Delay; d1 8.3 8.0 42.0 0.95 Progression Factor 1.00 1.00 1.00 1770 Incremental Delay, d2 0.2 0.2 0.0 0.55 Delay (s) 8.5 8.2 42.0 1030 Level of Service A A - D 150 Approach Delay (s) 8.5 6 0.92 Approach LOS A 0.92 163 Intersection Summary 197 7 0 HCM Average Control Delay 103 20.0 163 HCM Volume to Capacity ratio 94 0.51 Perm Actuated Cycle Length (s) Perm 84.0 Intersection Capacity Utilization 53.9% Analysis Period (min) 15 c Critical Lane Group 1 �9 � �i�l :> t l i►i�l :li �l �i I TT r 1900 1900 1900 1900 4.0 4.0 4.0 4.0 1.00 0.95 1.00 1.00 1.00 1.00 0.85 1.00 0.95 1.00 1.00 0.95 1770 3539 1583 1770 0.55 1.00 1.00 0.70 1030 3539 1583 1305 150 616 191 6 0.92 0.92 0.92 0.92 163 670 197 7 0 0 103 0 163 670 94 7 Perm Perm Perm NBT 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 38 0.92 41 0 41 NBR SBL 1900 1900 4.0 4.0 1.00 1.00 0.85 1.00 1.00 0.95 1583 1770 1.00 0.49 1583 922 115 302 0.92 0.92 125 328 113 0 13 328 Perm pm+pt 5 6 2 7.4 26.0 8.4 27.0 0.10 0.32 5.0 5.0 3.0 3.0 SBT t 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 80 0.92 87 0 87 0 26.0 27.0 0.32 5.0 3.0 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 139 0.92 151 102 49 Perm 2 26.0 27.0 0.32 5.0 3.0 490 1685 754 131 186 158 444 599 509 c0.19 0.02 c0.13 0.05 0.16 0.06 0.01 0.01 c0.11 0.03 0.33 0.40 0.12 0.05 0.22 0.08 0.74 0.15 0.10 13.7 14.2 12.2 34.2 34.8 34.3 23.9 20.3 20.0 1.15 1.15 2.06 1.00 1.00 1.00 1.00 1.00 1.00 1.3 0.5 0.2 0.8 2.7 1.0 6.3 0.5 0.4 17.0 16.9 25.4 35.0 37.5 35.3 30.2 20.8 20.3 B B C C D D C C C 18.5 35.8 26.1 B D C HCM Level of Service C Sum of lost time (s) 12.0 ICU Level of Service A Page 2 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek 4 6 4 4 6 39.0 39.0 39.0 7.4 7.4 40.0 40.0 40.0 8.4 8.4 0.48 0.48 0.48 0.10 0.10 5.0 5.0 5.0 5.0 5.0 3.0 3.0 3.0 3.0 3.0 NBR SBL 1900 1900 4.0 4.0 1.00 1.00 0.85 1.00 1.00 0.95 1583 1770 1.00 0.49 1583 922 115 302 0.92 0.92 125 328 113 0 13 328 Perm pm+pt 5 6 2 7.4 26.0 8.4 27.0 0.10 0.32 5.0 5.0 3.0 3.0 SBT t 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 80 0.92 87 0 87 0 26.0 27.0 0.32 5.0 3.0 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 139 0.92 151 102 49 Perm 2 26.0 27.0 0.32 5.0 3.0 490 1685 754 131 186 158 444 599 509 c0.19 0.02 c0.13 0.05 0.16 0.06 0.01 0.01 c0.11 0.03 0.33 0.40 0.12 0.05 0.22 0.08 0.74 0.15 0.10 13.7 14.2 12.2 34.2 34.8 34.3 23.9 20.3 20.0 1.15 1.15 2.06 1.00 1.00 1.00 1.00 1.00 1.00 1.3 0.5 0.2 0.8 2.7 1.0 6.3 0.5 0.4 17.0 16.9 25.4 35.0 37.5 35.3 30.2 20.8 20.3 B B C C D D C C C 18.5 35.8 26.1 B D C HCM Level of Service C Sum of lost time (s) 12.0 ICU Level of Service A Page 2 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek 0 HCM Unsignalized Intersection Capacity Analysis Timing Plan: PM Peak Hour nk 5: Colonel Glenn Road & Commercial Center Drive 8/3/2007 � ~ 4\ /01 W8L VVBT NBL NBR tt 523 799 1492 Free I Movement EST EBR 0% Lane Configurations t'. 80 Sign Control Free 119 Grade 0% 0.92 Volume (veh/h) 722 13 1053 Peak Hour Factor 0.92 0.92 24 Hourly flow rate (vph) 785 14 Pedestrians 1700 1700 Lane Width (ft) 1700 1700 Walking Speed (ft/s) 600 Percent Blockage 0.31 0.16 Right turn flare (veh) 0.31 0.31 Median type 0.22 Median storage veh) 0 0 Upstream signal (ft) 1028 0 pX, platoon unblocked 20 vC, conflicting volume 0.0 0.0 vC1, stage 1 conf vol 0.0 0.0 vC2, stage 2 conf vol 12.6 vCu, unblocked vol tC, single (s) tC, 2 stage (s) B tF (s) 0.0 p0 queue free % cM capacity (veh/h) Approach LOS Ulm" on. Lane # EB 1 EB 2 � ~ 4\ /01 W8L VVBT NBL NBR None tt 523 799 1492 Free Stop 1492 399 0% 0% 6.9 80 969 22 119 0.92 0.92 0.92 0.92 87 1053 24 129 None Average Delay 1.8 Intersection Capacity Utilization 38.1% Analysis Period (min) 15 -0 Page 3 lb Peters & Associates Engineers, Inc. P ICU Level of Service A Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek 699 523 799 1492 399 799 1492 399 4.1 6.8 6.9 2.2 3.5 3.3 89 77 78 819 102 600 WB 1 WB 2 WB 3 NB 1 NB 2 Average Delay 1.8 Intersection Capacity Utilization 38.1% Analysis Period (min) 15 -0 Page 3 lb Peters & Associates Engineers, Inc. P ICU Level of Service A Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek Volume Total 523 276 87 527 527 24 129 Volume Left 0 0 87 0 0 24 0 Volume Right 0 14 0 0 0 0 129 cSH 1700 1700 819 1700 1700 102 600 Volume to Capacity 0.31 0.16 0.11 0.31 0.31 0.23 0.22 Queue Length 95th (ft) 0 0 9 0 0 21 20 Control Delay (s) 0.0 0.0 9.9 0.0 0.0 50.8 12.6 Lane LOS A F B Approach Delay (s) 0.0 0.8 18.6 Approach LOS C Intersection Summary - Average Delay 1.8 Intersection Capacity Utilization 38.1% Analysis Period (min) 15 -0 Page 3 lb Peters & Associates Engineers, Inc. P ICU Level of Service A Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek M Timing Plan: PM Peak Hour 111111110 Queues 6: Colonel Glenn Road & 1-430 S 8/3/2007 I Lane Grvu EST EBR WBL WBT SBT SBR Lane Group Flow (vph) 636 351 141 555 230 663 vlc Ratio 0.82 0.43 0.58 0.56 0.35 0.87 Control Delay 40.3 12.2 20.3 19.4 21.2 28.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.3 12.2 20.3 19.4 21.2 28.0 Queue Length 50th (ft) 328 31 51 231 86 193 Queue Length 95th (ft) #492 m132 m64 356 144 #414 Internal Link Dist (ft) 619 828 690 Turn Bay Length (ft) 150 125 300 oleo Base Capacity (vph) 776 825 242 998 653 763 I" Starvation Cap Reductn 0 0 0 0 0 a0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.82 0.43 0.58 0.56 0.35 0.87 z* Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Will 0 so 04 go 90 9* Page 4 Existing Traffic; Existing Geometrics 00 Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek flo 10 00 00 Page 5 Peters & Associates Engineers, Inc. Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 6: Colonel Glenn Road & 1-430 S 8/3/2007 ---* --* --* `- t t �► 1 4/ "(- Movement EBL EBT EBR VVBL VVBT VVBR NBL NBT NBR SBL SBT SBP. Lane Configurations + r t 4 r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1863 1583 1770 1863 1770 1583 Flt Permitted 1.00 1.00 0.13 1.00 0.95 1.00 Satd. Flow (perm) 1863 1583 247 1863 1770 1583 Volume (vph) 0 585 323 130 511 b 0 0 0 212 0 610 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 636 351 141 555 0 0 0 0 230 0 663 RTOR Reduction (vph) 0 0 166 0 0 0 0 0 0 0 0 179 Lane Group Flow (vph) 0 636 185 141 555 0 0 0 0 0 230 484 Turn Type Perm pm+pt Perm Perm Protected Phases 8 7 4 2 Permitted Phases 8 4 2 2 Actuated Green, G (s) 34.0 34.0 44.0 44.0 30.0 30.0 Effective Green, g (s) 35.0 35.0 45.0 45.0 31.0 31.0 Actuated g/C Ratio 0.42 0.42 0.54 0.54 0.37 0.37 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 776 660 241 998 653 584 v/s Ratio Prot c0.34 0.04 c0.30 v/s Ratio Perm 0.12 0.27 0.13 c0.31 v/c Ratio 0.82 0.28 0.59 0.56 0.35 0.83 Uniform Delay, d1 21.7 16.2 15.0 12.9 19.2 24.1 Progression Factor 1.39 2.68 1.32 1.34 1.00 1.00 Incremental Delay, d2 9.0 1.0 2.5 1.6 1.5 12.8 Delay (s) 39.2 44.4 22.4 18.8 20.7 36.9 Level of Service D D C B C D Approach Delay (s) 41.0 19.5 0.0 32.7 Approach LOS D B A C Intersection Summary p� HCM Average Control Delay 32.3 HCM Level of Service C HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 84.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Page 5 Peters & Associates Engineers, Inc. Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek It Page 6 Peters & Associates Engineers, Inc. Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek Queues Timing Plan: PM Peak Hour 7: Colonel Glenn Road & 1-430 N 8/3/2007 a-- * I Lane Group EBL EBT WBT WBR NBT NBR Lane Group Flow (vph) 403 620 628 442 254 168 v/c Ratio 0.81 0.47 0.69 0.44 0.73 0.38 Control Delay 30.6 2.6 22.5 3.0 43.6 7.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.6 2.6 22.5 3.0 43.6 7.0 Queue Length 50th (ft) 76 31 257 0 126 0 Queue Length 95th (ft) m#236 m44 387 48 190 46 Internal Link Dist (ft) 828 1195 824 Turn Bay Length (ft) 540 200 200 Base Capacity (vph) 495 1320 905 997 465 539 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.81 0.47 0.69 0.44 0.55 0.31 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. It Page 6 Peters & Associates Engineers, Inc. Existing Traffic; Existing Geometrics P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis 18.4 HCM Level of Service B HCM Volume to Capacity ratio Timing Plan: PM Peak Hour 7: Colonel Glenn Road & 1-430 N 84.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 8/3/2007 ---* --. --,* *,- T �► 1 -� Movement EBL EBT EBR WBL WBT WBR NBL NST NBR SBL SBT SBP, Lane Configurations t t IT if Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1863 1583 1775 1583 Flt Permitted 0.21 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 384 1863 1863 1583 1775 1583 Volume (vph) 371 570 0 0 578 401 232 2 155 0 0 0 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 403 620 0 0 628 442 252 2 168 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 227 0 0 135 0 0 0 Lane Group Flow (vph) 403 620 0 0 628 215 0 254 33 0 0 0 Turn Type pm+pt Perm Split Perm Protected Phases 3 8 4 1 1 Permitted Phases 8 4 1 Actuated Green, G (s) 58.5 58.5 39.8 39.8 16.5 16.5 Effective Green, g (s) 59.5 59.5 40.8 40.8 16.5 16.5 Actuated g/C Ratio 0.71 0.71 0.49 0.49 0.20 0.20 Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 515 1320 905 769 349 311 v/s Ratio Prot c0.14 0.33 0.34 c0.14 v/s Ratio Perm c0.42 0.14 0.02 v/c Ratio 0.78 0.47 0.69 0.28 0.73 0.11 Uniform Delay, d1 11.9 5.4 16.8 12.9 31.6 27.7 Progression Factor 1.75 0.25 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.3 1.0 4.4 0.9 7.4 0.2 Delay (s) 27.0 2.3 21.1 13.8 39.0 27.8 Level of Service C A C B D C Approach Delay (s) 12.1 18.1 34.6 0.0 Approach LOS B B C A Intersection Summa HCM Average Control Delay 18.4 HCM Level of Service B HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 84.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Page 7 Existing Traffic; Existing Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Timing Plan: AM Peak Hour Queues 1: Colonel Glenn Road & Bowman Road 8/3/2007 p Lane Group E6L EBT EBR WBL WBT dVBR P]BL NBT NBR SBL SBT SBR Lane Group Flow (vph) 210 632 1 138 314 311 12 96 293 213 33 74 v/c Ratio 0.47 0.61 0.00 0.40 0.37 0.51 0.04 0.21 0.48 0.39 0.04 0.10 Control Delay 29.2 27.7 17.0 14.1 12.9 5.3 24.0 26.0 6.4 17.5 13.8 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.2 27.7 17.0 14.1 12.9 5.3 24.0 26.0 6.4 17.5 13.8 4.2 Queue Length 50th (ft) 85 143 0 43 53 48 5 39 0 67 9 0 Queue Length 95th (ft) 148 202 4 m50 m61 m54 18 78 59 116 25 23 Internal Link Dist (ft) 1092 948 930 1029 Turn Bay Length (ft) 150 150 250 150 150 150 150 200 Base Capacity(vph) 444 1038 465 359 841 613 333 452 606 551 792 715 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.61 0.00 0.38 0.37 0.51 0.04 0.21 0.48 0.39 0.04 0.10 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Page 1 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: AM PeakHour 1: Colonel Glenn Road & Bowman Road 3 Hour � --t '-- T �► l -I. 'r Movement ESL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations '�'� ��` r I t r T r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (Prot) 1770 3539 1583 1770 3539 1583 1770 1863 1583 1770 1863 1583 Flt Permitted 0.56 1.00 1.00 0.47 1.00 1.00 0.74 1.00 1.00 0.58 1.00 1.00 Satd. Flow (perm) 1045 3539 1583 877 3539 1583 1370 1863 1583 1073 1863 1583 Volume (vph) 193 581 1 127 289 286 11 88 270 196 30 68 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 210 632 1 138 314 311 12 96 293 213 33 74 RTOR Reduction (vph) 0 0 1 0 0 237 0 0 222 0 0 43 Lane Group Flow (vph) 210 632 0 138 314 74 12 96 71 213 33 31 Turn Type Pm+Pt Perm pm+pt Perm Perm Perm pm+pt Perm Protected Phases 3 8 7 4 6 5 2 Permitted Phases 8 8 4 4 6 6 2 2 Actuated Green, G (s) 22.5 22.5 22.5 18.0 18.0 18.0 18.4 18.4 18.4 33.0 33.0 33.0 Effective Green, g (s) 23.5 23.5 23.5 19.0 19.0 19.0 19.4 19.4 19.4 34.0 34.0 34.0 Actuated g/C Ratio 0.29 0.29 0.29 0.24 0.24 0.24 0.24 0.24 0.24 0.42 0.42 0.42 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 443 1040 465 325 841 376 332 452 384 548 792 673 v/s Ratio Prot 0.09 c0.18 c0.06 0.09 0.05 c0.05 0.02 v/s Ratio Perm 0.05 0.00 0.05 0.05 0.01 0.04 c0.11 0.02 v/c Ratio 0.47 0.61 0.00 0.42 0.37 0.20 0.04 0.21 0.19 0.39 0.04 0.05 Uniform Delay, d1 23.4 24.3 20.0 32.7 25.5 24.4 23.2 24.2 24.0 15.2 13.5 13.5 Progression Factor 1.00 1.00 1.00 0.45 0.47 0.90 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 2.6 0.0 0.6 0.9 0.8 0.2 1.1 1.1 0.5 0.1 0.1 Delay (s) 24.2 26.9 20.0 15.4 12.8 22.8 23.4 25.3 25.1 15.6 13.6 13.6 Level of Service C C B B B C C C C B B B Approach Delay (s) 26.3 17.3 25.1 14.9 Approach LOS C B C B intersection Summary HCM Average Control Delay 21.6 HCM Level of Service C HCM Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Page 2 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Queues Timing Plan: AM Peak Hour 5: Colonel Glenn Road & Commercial Center Drive 8/3/2007 Lane Group EBL EBT WBL WBT NBT SBL SBT SBR Lane Group Flow (vph) 64 1024 61 1363 32 113 118 38 vlc Ratio 0.24 0.46 0.24 0.72 0.18 0.53 0.55 0.16 Control Delay 4.4 4.8 7.4 10.9 23.9 42.1 42.8 12.7 Queue Delay 0.o o.0 o.d 0.0 d 0 0.0 d -d o Total Delay 4.4 4.8 7.4 10.9 23.9 42.1 42.8 12.7 Queue Length 50th (ft) 4 32 7 1108 8 55 58 0 Queue Length 95th (ft) m6 34 m19 #285 32 108 112 26 Internal LinkDist,(t) 948 '619 414 242 Turn Bay Length (ft) 150 150 120 120 Base,Capacity-(vph) 281 2230 253 1893 251 231 233 250 Starvation Cap Reductn 0 0 0 0 0 0 0 0 SpillbApk Cap-Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced V7c Ratio 0.23 0.46 0.24 0.72 0.13 0.49 0.51 0.15 Intersection Summary 95th percentile volume exceeds capacity, queue may berlonger. Queue shown is maximum after two cycles. m Volume fo-r 95th-percenfile queue, is metered by upstream signal. Page 3 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis 11.1 HCM Level of Service B Timing Plan: AM Peak Hour 5: Colonel Glenn Road & Commercial Center Drive Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 62.3% ICU Level of Service B 8/3/2007 15 c Critical Lane Group Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT. T'. I T *1 ?F Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.95 0.93 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 0.96 1.00 Satd. Flow (prot) 1770 3538 1770 3368 1723 1681 1692 1583 Flt Permitted 0.09 1.00 0.23 1.00 1.00 0.95 0.96 1.00 Satd. Flow (perm) 164 3538 432 3368 1723 1681 1692 1583 Volume (vph) 59 940 2 56 849 405 0 15 15 203 9 35 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 64 1022 2 61 923 440 0 16 16 221 10 38 RTOR Reduction (vph) 0 0 0 0 60 0 0 15 0 0 0 33 Lane Group Flow (vph) 64 1024 0 61 1303 0 0 18 0 113 118 5 Turn Type pm+pt D.Pm Split Split Perm Protected Phases 5 2 6 8 8 4 4 Permitted Phases 2 2 4 Actuated Green, G (s) 49.4 49.4 49.4 40.6 6.5 9.1 9.1 9.1 Effective Green, g (s) 50.4 50.4 50.4 41.6 7.5 10.1 10.1 10.1 Actuated g/C Ratio 0.63 0.63 0.63 0.52 0.09 0.13 0.13 0.13 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 200 2229 272 1751 162 212 214 200 v/s Ratio Prot 0.02 c0.29 c0.39 c0.01 0.07 c0.07 v/s Ratio Perm 0.18 0.14 0.00 v/c Ratio 0.32 0.46 0.22 0.74 0.11 0.53 0.55 0.02 Uniform Delay, d1 10.6 7.7 6.4 15.0 33.2 32.7 32.8 30.6 Progression Factor 0.40 0.51 0.66 0.57 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.8 0.6 1.7 2.7 0.3 2.6 3.1 0.0 Delay (s) 5.0 4.5 6.0 11.2 33.5 35.3 35.9 30.7 Level of Service A A A B C D D C Approach Delay (s) 4.6 11.0 33.5 34.9 Approach LOS A B C C Intersection Summary HCM Average Control Delay 11.1 HCM Level of Service B HCM Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Page 4 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek a io Queues Timing Plan: AM Peak Hour 6: Colonel Glenn Road & 1-430 S 8/3/2007 Lane Group EBT EBR WBL WBT SBT SBR Lane Group Flow (vph) 880 237 68 667 363 608 v/c Ratio 0.90 0.26 0.30 0.57 0.75 0.38 Control Delay 25.1 2.3 11.2 4.8 37.6 0.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.1 2.3 11.2 4.8 37.6 0.7 Queue Length 50th (ft) 414 0 3 100 165 0 Queue Length 95th (ft) #662 17 m3 m120 #288 0 Internal Link Dist (ft) 619 828 690 Turn Bay Length (ft) 150 125 300 Base Capacity (vph) 978 912 226 1164 487 1583 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.90 0.26 0.30 0.57 0.75 0.38 It Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Page 5 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek 10 14 Lane Grp Cap (vph) 955 811 204 1164 487 1583 v/s Ratio Prot c0.47 0.02 c0.36 v/s Ratio Perm 0.10 0.19 0.21 0.38 v/c Ratio 0.92 0.19 0.33 0.57 0.75 0.38 Uniform Delay, d1 18.0 10.5 28.0 8.8 26.4 0.0 HCM Signalized Intersection Capacity Progression Factor Analysis 0.44 0.67 Timing Plan: AM Peak Hour Incremental Delay, d2 6: Colonel Glenn Road & 1-430 S 0.5 0.4 1.0 10.0 0.7 Delay (s) 8/3/2007 5.1 19.2 4.6 36.4 0.7 Level of Service C A B A D A Approach Delay (s) 20.7 6.0 0.0 14.1 Approach LOS C A A B Intersection Summary HCM Average Control Delay Movement EBL EBT EBR WBL WBT WBR NBL NBT NSR SBL SBT SBR Lane Configurations f r Sum of lost time (s) + Intersection Capacity Utilization 4 r ICU Level of Service Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 q Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1863 1583 1770 1863 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, 1770 1583 Flt Permitted P1305; Village at Brodie 1.00 1.00 0.09 1.00 0.95 1.00 Satd. Flow (perm) 1863 1583 166 1863 1770 1583 ' Volume (vph) 0 810 218 63 614 Q 0 0 0 334 0 559 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 880 237 68 667 0 0 0 0 363 0 608 RTOR Reduction (vph) 0 0 83 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 880 154 68 667 0 0 0 0 0 363 608 Turn Type Perm pm+pt Perm Free Protected Phases 8 7 4 2 Permitted Phases 8 4 2 Free i Actuated Green, G (s) 40.0 40.0 49.0 49.0 21.0 80.0 Effective Green, g (s) 41.0 41.0 50.0 50.0 22.0 80.0 Actuated g/C Ratio 0.51 0.51 0.62 0.62 0.28 1.00 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 10 14 Lane Grp Cap (vph) 955 811 204 1164 487 1583 v/s Ratio Prot c0.47 0.02 c0.36 v/s Ratio Perm 0.10 0.19 0.21 0.38 v/c Ratio 0.92 0.19 0.33 0.57 0.75 0.38 Uniform Delay, d1 18.0 10.5 28.0 8.8 26.4 0.0 Progression Factor 0.60 0.44 0.67 0.42 1.00 1.00 Incremental Delay, d2 14.2 0.5 0.4 1.0 10.0 0.7 Delay (s) 24.9 5.1 19.2 4.6 36.4 0.7 Level of Service C A B A D A Approach Delay (s) 20.7 6.0 0.0 14.1 Approach LOS C A A B Intersection Summary HCM Average Control Delay 14.6 HCM Level of Service B HCM Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 86.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Page 6 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek 10 14 Page 7 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Queues Timing Plan: AM Peak Hour 7: Colonel Glenn Road & 1-430 N 8/3/2007 �--- * I I' Lane Group EBL EBT WBT WBR NBT NBR Lane Group Flow (vph) 672 705 342 241 502 301 v/c Ratio 0.95 0.63 0.78 0.43 0.93 0.47 Control Delay 34.2 7.4 43.8 6.6 54.3 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.2 7.4 43.8 6.6 54.3 8.8 Queue Length 50th (ft) 187 129 163 0 238 26 Queue Length 95th (ft) m#290 m168 #297 55 #419 88 Internal Link Dist (ft) 828 1195 824 Turn Bay Length (ft) 540 200 200 Base Capacity (vph) 706 1113 437 556 555 651 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.95 0.63 0.78 0.43 0.90 0.46 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Page 7 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Intersection Capacity Analysis Timing Plan: AM Peak HCM Signalized Glenn Road & 1-430 N 3 2007 7: Colonel t ---v 4,- 4\ t `► 1 --. Movement EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0i + t r -T r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1863 1583 1775 1583 Flt Permitted 0.30 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 565 1863 1863 1583 1775 1583 Volume (vph) 618 649 0 0 315 222 457 5 277 0 0 0 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 672 705 0 0 342 241 497 5 301 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 184 0 0 159 0 0 0 Lane Group Flow (vpl-i) 672 705 0 0 342 57 0 502 142 0 0 0 Turn Type pm+pt Perm Split Perm Protected Phases 3 8 4 1 1 Permitted Phases 8 4 1 Actuated Green, G (s) 46.8 46.8 17.8 17.8 24.2 24.2 Effective Green, g (s) 47.8 47.8 18.8 18.8 24.2 24.2 Actuated g/C Ratio 0.60 0.60 0.24 0.24 0.30 0.30 Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 714 1113 438 372 537 479 v/s Ratio Prot c0.29 0.38 0.18 c0.28 v/s Ratio Perm c0.27 0.04 0.09 v/c Ratio 0.94 0.63 0.78 0.15 0.93 0.30 Uniform Delay, d1 19.6 10.4 28.7 24.3 27.1 21.4 Progression Factor 0.65 0.51 1.00 1.00 1.00 1.00 Incremental Delay, d2 14.4 1.7 12.9 0.9 23.6 0.3 Delay (s) 27.2 7.0 41.6 25.1 50.8 21.7 Level of Service C A D C D C Approach Delay (s) 16.8 34.8 39.9 0.0 Approach LOS B C D A Intersection Summary HCM Average Control Delay 27.3 HCM Level of Service C HCM Volume to Capacity ratio 0.92 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 86.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Page 8 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Page 9 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek Queues Timing Plan: AM Peak Hour 13: Brodie Creek Boulevard & Bowman Road 8/3/2007 I Lane Group WBL WBR NBT SBL SBT Lane Group Flow (vph) 101 111 635 184 237 v/c Ratio 0.33 0.31 0.64 0.38 0.17 Control Delay 22.1 7.1 18.8 5.8 3.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 22.1 7.1 18.8 5.8 3.8 Queue Length 50th (ft) 29 0 154 16 21 Queue Length 95th (ft) 60 32 #385 40 50 Internal Link Dist (ft) 363 647 268 Turn Bay Length (ft) 120 120 Base Capacity (vph) 557 574 995 490 1370 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.18 0.19 0.64 0.38 0.17 Intersection'Suirirnarp _ # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Page 9 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek Page 10 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: AM Peak Hour 13: Brodie Creek Boulevard & Bowman Road 8/3/2007 f- T l MQverneni WBL WBR NBT NBR SBL SBT Lane Configurations ?f % t Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 0.98 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1583 1825 1770 1863 Flt Permitted 0.95 1.00 1.00 0.21 1.00 Satd. Flow (perm) 1770 1583 1825 399 1863 Volume (vph) 93 102 496 88 169 X18 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 p� Adj. Flow (vph) 101 111 539 96 184 237 RTOR Reduction (vph) 0 94 9 0 0 0 Lane Group Flow (vph) 101 17 626 0 184 237 Turn Type Perm pm+pt Protected Phases 8 2 1 6 Permitted Phases 8 6 00 Actuated Green, G (s) 7.1 7.1 25.4 36.9 36.9 Effective Green, g (s) 8.1 8.1 26.4 37.9 37.9 04 Actuated g/C Ratio 0.15 0.15 0.49 0.70 0.70 041 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 No Lane Grp Cap (vph) 266 237 892 470 1308 v/s Ratio Prot c0.06 c0.34 c0.05 0.13 v/s Ratio Perm 0.01 0.22 v/c Ratio 0.38 0.07 0.70 0.39 0.18 Uniform Delay, d1 20.7 19.7 10.7 5.4 2.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.1 4.6 0.5 0.3 Delay (s) 21.6 19.8 15.3 6.0 3.1 Level of Service C B B A A Approach Delay (s) 20.7 15.3 4.3 Approach LOS C B A Intersection Summa 04 HCM Average Control Delay 12.6 HCM Level of Service B HCM Volume to Capacity ratio 0.59 04 Actuated Cycle Length (s) 54.0 Sum of lost time (s) 12.0 00 Intersection Capacity Utilization 56.0% ICU Level of Service B Analysis Period (min) 15 04 c Critical Lane Group 04 so wit Page 10 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek pX, platoon unblocked vC, conflicting volume 1191 587 635 vC1, stage 1 conf vol 237 Volume Left 101 vC2, stage 2 conf vol 0 184 0 vCu, unblocked vol 1191 587 635 tC, single (s) 6.4 6.2 HCM Unsignalized Intersection Capacity Analysis Timing Plan: AM Peak Hour 1700 13: Brodie Creek Boulevard & Bowman Road 3.5 8/3/2007 2.2 p0 queue free % 39 78 81 cM capacity (veh/h) 167 510 948 Direetion,Lan e # WB 1 WB 2 NS 1 SB 1 $132 9.7 0.0 Lane LOS F B Go Movement WBL WBR NBT NBR SBL SBT 0.0 Lane Configurations Vi r T. D T go Sign Control Stop Free Free 04 Grade 0% 0% 0% 7.0 Volume (veh/h) 93 102 496 88 169 218 56.0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 15 Hourly flow rate (vph) 101 111 539 96 184 237 Pedestrians Lane Width (ft) p Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1191 587 635 vC1, stage 1 conf vol 237 Volume Left 101 vC2, stage 2 conf vol 0 184 0 vCu, unblocked vol 1191 587 635 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) 1700 948 1700 tF (s) 3.5 3.3 2.2 p0 queue free % 39 78 81 cM capacity (veh/h) 167 510 948 Direetion,Lan e # WB 1 WB 2 NS 1 SB 1 $132 Volume Total 101 111 635 184 237 Volume Left 101 0 0 184 0 Volume Right 0 111 96 0 0 cSH 167 510 1700 948 1700 Volume to Capacity 0.61 0.22 0.37 0.19 0.14 Queue Length 95th (ft) 82 21 0 18 0 Control Delay (s) 55.1 14.0 0.0 9.7 0.0 Lane LOS F B A Approach Delay (s) 33.6 0.0 4.2 Approach LOS D Intersection Summary Average Delay 7.0 Intersection Capacity Utilization 56.0% ICU Level of Service B Analysis Period (min) 15 Page 1 Projected Traffic; Proposed Geometrics; No Signal at Bowman and Brodie Creek Blvd. Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Page 1 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek Queues Timing Plan. PM Peak Hour 1: Colonel Glenn Road & Bowman Road 8/3/2007 p1 Lane Group EBL EBT ESR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 91 353 3 171 702 234 7 51 132 427 100 184 v/c Ratio 0.32 0.31 0.01 0.43 0.58 0.35 0.03 0.13 0.30 0.63 0.11 0.21 Control Delay 21.2 29.3 17.3 7.1 14.8 4.8 36.8 37.7 8.5 20.4 12.9 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 21.2 29.3 17.3 7.1 14.8 4.8 36.8 37.7 8.5 20.4 12.9 1.6 p Queue Length 50th (ft) 37 98 0 22 200 49 4 30 0 169 36 8 Queue Length 95th (ft) 69 140 7 m21 236 m63 17 64 51 246 m48 11 Internal Link Dist (ft) 1092 948 930 1029 Turn Bay Length (ft) 150 150 250 150 150 150 150 200 Base Capacity(vph) 334 1133 509 480 1203 674 279 403 446 723 898 858 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.27 0.31 0.01 0.36 0.58 0.35 0.03 0.13 0.30 0.59 0.11 0.21 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. rd rA I� I� Page 1 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 1: Colonel Glenn Road & Bowman Road 8/3/2007 10 Movement Lane Configurations Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) EBL 1900 4.0 1.00 1.00 0.95 1770 0.23 435 EBT tt 1900 4.0 0.95 1.00 1.00 3539 1.00 3539 EBR ( 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 WBL 1900 4.0 1.00 1.00 0.95 1770 0.45 846 WBT tt 1900 4.0 0.95 1.00 1.00 3539 1.00 3539 WBR r 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 NBL I 1900 4.0 1.00 1.00 0.95 1770 0.69 1290 NBT t 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 NBR r 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 SBL 1900 4.0 1.00 1.00 0.95 1770 0.62 1154 SBT t 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 SBR r 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 Volume (vph) 84 325 3 157 646 21'5 6 47 121 393 92 169 10 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 04 Adj. Flow (vph) 91 353 3 171 702 234 7 51 132 427 100 184 RTOR Reduction (vph) 0 0 2 0 0 137 0 0 103 0 0 95 10 Lane Group Flow (vph) 91 353 1 171 702 97 7 51 29 427 100 89 9 Turn Type pm+pt Perm pm+pt Perm Perm Perm pm+pt Perm Protected Phases 3 8 7 4 6 5 2 Permitted Phases 8 8 4 4 6 6 2 2 Actuated Green, G (s) 41.8 34.2 34.2 44.2 35.4 35.4 22.8 22.8 22.8 52.0 52.0 52.0 Effective Green, g (s) 43.8 35.2 35.2 46.2 36.4 36.4 23.8 23.8 23.8 53.0 53.0 53.0 Actuated g/C Ratio 0.40 0.32 0.32 0.42 0.33 0.33 0.22 0.22 0.22 0.48 0.48 0.48 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 p� Lane Grp Cap (vph) 278 1132 507 438 1171 524 279 403 343 697 898 763 v/s Ratio Prot 0.03 0.10 c0.03 c0.20 0.03 c0.14 0.05 00 v/s Ratio Perm 0.10 0.00 0.13 0.06 0.01 0.02 c0.15 0.06 00 v/c Ratio 0.33 0.31 0.00 0.39 0.60 0.18 0.03 0.13 0.08 0.61 0.11 0.12 Uniform Delay, d1 22.0 28.3 25.4 20.7 30.7 26.2 34.0 34.7 34.4 19.6 15.6 15.6 14 Progression Factor 1.00 1.00 1.00 0.24 0.42 0.61 1.00 1.00 1.00 0.83 0.80 0.45 04 Incremental Delay, d2 0.7 0.7 0.0 0.4 1.7 0.6 0.2 0.6 0.5 1.5 0.2 0.3 Delay (s) 22.7 29.0 25.5 5.4 14.7 16.6 34.1 35.4 34.9 17.6 12.7 7.4 go Level of Service C C C A B B C D C B B A Approach Delay (s) 27.7 13.7 35.0 14.3 co Approach LOS C B C B go Intersection Summary HCM Average Control Delay 18.0 HCM Level of Service B HCM Volume to Capacity ratio 0.57 ,011 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.0 04 Intersection Capacity Utilization 61.0% ICU Level of Service B Analysis Period (min) 15 go c Critical Lane Group Page 2 Projected Traffic; Proposed Geometrics d1 Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek R Page 3 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek Queues Timing Plan: PM Peak Hour 5: Colonel Glenn Road & Commercial Center Drive 8/3/2007 � --1' 4-4\I * Lane Group EBL EBT WBL NBT NBL NBT SSL SBT SBR Lane Group Flow (vph) 49 888 87 1414 24 141 185 196 63 v/c Ratio 0.23 0.38 0.26 0.72 0.20 0.62 0.67 0.70 0.20 Control Delay 14.5 7.5 6.1 10.2 52.5 23.2 54.5 56.5 10.8 Queue Delay 0.0 0.1 0.0 0.0 0.0 0.8 0.0 0.0 0.0 Total Delay 14.5 7.5 6.1 10.2 52.5 24.0 54.5 56.5 10.8 Queue Length 50th (ft) 10 176 12 145 16 8 129 137 0 Queue Length 95th (ft) m19 165 m23 296 44 #79 201 211 36 Internal Link Dist (ft) 948 619 414 242 Turn Bay Length (ft) 150 150 120 120 120 Base Capacity (vph) 218 2327 331 1973 121 230 351 354 381 Starvation Cap Reductn 0 0 0 17 0 0 0 0 0 Spillback Cap Reductn 0 342 0 0 0 12 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.45 0.26 0.72 0.20 0.65 0.53 0.55 0.17 Intersectiori;Summary # 95th percentile volume exceeds capacity, queue may be longer. - Queue shown is maximum after two cycles. 0 m Volume for 95th percentile queue is metered by upstream signal. 44 00 0 4 114 05 R Page 3 Peters & Associates Engineers, Inc. Projected Traffic; Proposed Geometrics P1305; Village at Brodie Creek Page 4 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 5: Colonel Glenn Road & Commercial Center Drive 8/3/2007 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBI- SBT SBR Lane Configurations tlF 0 T. *T r Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.96 1.00 0.86 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 0.96 1.00 Satd. Flow (prot) 1770 3531 1770 3412 1770 1607 1681 1692 1583 Flt Permitted 0.10 1.00 0.28 1.00 0.95 1.00 0.95 0.96 1.00 Satd. Flow (perm) 192 3531 521 3412 1770 1607 1681 1692 1583 Volume (vph) 45 804 13 80 990 3f1 22 11 119 337 14 58 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 49 874 14 87 1076 338 24 12 129 366 15 63 RTOR Reduction (vph) 0 1 0 0 25 0 0 120 0 0 0 53 Lane Group Flow (vph) 49 887 0 87 1389 0 24 21 0 185 196 10 Turn Type pm+pt D.Pm Split Split Perm Protected Phases 5 2 6 8 8 4 4 rel Permitted Phases 2 2 4 Actuated Green, G (s) 71.4 71.4 71.4 60.8 6.4 6.4 17.2 17.2 17.2 Effective Green, g (s) 72.4 72.4 72.4 61.8 7.4 7.4 18.2 18.2 18.2 Actuated g/C Ratio 0.66 0.66 0.66 0.56 0.07 0.07 0.17 0.17 0.17 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 221 2324 343 1917 119 108 278 280 262 v/s Ratio Prot 0.01 c0.25 c0.41 c0.01 0.01 0.11 c0.12 v/s Ratio Perm 0.13 0.17 0.01 v/c Ratio 0.22 0.38 0.25 0.72 0.20 0.19 0.67 0.70 0.04 Uniform Delay, d1 24.1 8.6 7.7 17.8 48.5 48.5 43.0 43.3 38.6 Progression Factor 0.77 0.77 0.48 0.45 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.4 1.5 2.0 0.8 0.9 5.9 7.4 0.1 Delay (s) 18.9 7.0 5.1 10.1 49.3 49.3 48.9 50.8 38.6 Level of Service B A A B D D D D D Approach Delay (s) 7.6 9.8 49.3 48.3 Approach LOS A A D D Intersection Summa HCM Average Control Delay 16.9 HCM Level of Service B HCM Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 71.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Page 4 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Queues Timing Plan: PM Peak Hour 6: Colonel Glenn Road & 1-430 S 8/3/2007 Lane Group EBT EBR VVBL WBT SBT SBR Lane Group Flow (vph) 890 479 141 703 230 811 v/c Ratio 0.99 0.54 0.86 0.66 0.37 0.51 Control Delay 52.7 10.8 49.3 10.0 28.5 1.2 Queue Delay 0.5 0.0 0.0 0.0 0.0 0.0 Total Delay 53.2 10.8 49.3 10.0 28.5 1.2 Queue Length 50th (ft) 659 135 65 183 119 0 Queue Length 95th (ft) #912 176 m71 m192 187 0 Internal Link Dist (ft) 619 828 690 Turn Bay Length (ft) 150 125 300 Base Capacity (vph) 898 886 164 1067 628 1589 Starvation Cap Reductn 2 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.99 0.54 0.86 0.66 0.37 0.51 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Page 5 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 6: Colonel Glenn Road & 1-430 S 8/3/2007 Movement EBL ERT ESR WBL WBT WBR N8i_ NBT NBR SBL SBT SBR Lane Configurations t r t *T ?f Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1863 1583 1770 1863 1770 1583 Flt Permitted 1.00 1.00 0.07 1.00 0.95 1.00 Satd. Flow {perm) 1863 1583 131 1863 1770 1583 Volume (vph) 0 819 441 130 647 0 0 0 0 212 0 746 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 890 479 141 703 0 0 0 0 230 0 811 RTOR Reduction (vph) 0 0 123 0 0 0 0 0 0 0 0 0 Lane Group Flow (vph) 0 890 356 141 703 0 0 0 0 0 230 811 Turn Type Perm pm+pt Perm Free Protected Phases 8 7 4 2 Permitted Phases 8 4 2 Free Actuated Green, G (s) 52.0 52.0 62.0 62.0 38.0 110.0 Effective Green, g (s) 53.0 53.0 63.0 63.0 39.0 110.0 Actuated g/C Ratio 0.48 0.48 0.57 0.57 0.35 1.00 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 898 763 164 1067 628 1583 v/s Ratio Prot c0.48 0.05 c0.38 v/s Ratio Perm 0.22 0.45 0.13 c0.51 v/c Ratio 0.99 0.47 0.86 0.66 0.37 0.51 Uniform Delay, d1 28.3 19.0 47.7 16.1 26.3 0.0 Progression Factor 0.89 0.91 0.84 0.54 1.00 1.00 Incremental Delay, d2 26.3 1.8 13.0 1.0 1.6 1.2 Delay (s) 51.4 19.2 53.0 9.7 28.0 1.2 Level of Service D B D A C A Approach Delay (s) 40.2 16.9 0.0 7.1 Approach LOS D B A A Intersection Summary HCM Average Control Delay 23.6 HCM Level of Service C HCM Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 4.0 Intersection Capacity Utilization 91.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Page 6 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek Queues Timing Plan: PM Peak Hour 7: Colonel Glenn Road & 1-430 N 8/3/2007 --1' "+-- 4 *� I Lane Group EBL EBT WBT WBR NBT NOR Lane Group Flow (vph) 595 683 678 442 354 168 v/c Ratio 0.99 0.52 1.00 0.58 0.87 0.34 Control Delay 48.1 4.5 72.1 13.3 63.0 7.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.1 4.5 72.1 13.3 63.0 7.1 Queue Length 50th (ft) 315 102 -V528 81 236 0 Queue Length 95th (ft) m#447 m115 #763 191 #371 52 Internal Link Dist (ft) 828 1195 824 Turn Bay Length (ft) 540 200 200 0 Base Capacity (vph) 604 1302 676 758 452 528 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.99 0.52 1.00 0.58 0.78 0.32 Intersection Summary -- Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Page 7 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek IM HCM Signalized Intersection Capacity Analysis 3 8 Timing Plan: PM Peak Hour Permitted Phases 7: Colonel Glenn Road & 1-430 N 1 go Actuated Green, G (s) 75.9 75.9 d Effective Green, g (s) 76.9 8/3/2007 PW Actuated g/C Ratio 0.70 0.70 go Clearance Time (s) 5.0 5.0 Igo Vehicle Extension (s) 3.0 3.0 70.4 Delay (s) 47.7 4.1 33.7 04 Level of Service D A C 54.1 Approach Delay (s) 24.4 0.0 D Approach LOS C A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t 91.2% t r -t f c Critical Lane Group 0* Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 iq Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 q Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 1863 1863 1583 1775 1583 all Flt Permitted 0.09 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 170 1863 1863 1583 1775 1583 E0 Volume (vph) 547 628 0 0 624 407 324 2 155 0 0 0 A Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 595 683 0 0 678 442 352 2 168 0 0 0 go RTOR Reduction (vph) 0 0 0 0 0 184 0 0 130 0 0 0 a Lane Group Flow (vph) 595 683 0 0 678 258 0 354 38 0 0 0 Turn Type pm+pt Perm Split Perm IM Protected Phases 3 8 b Permitted Phases 8 1 go Actuated Green, G (s) 75.9 75.9 d Effective Green, g (s) 76.9 76.9 go Actuated g/C Ratio 0.70 0.70 go Clearance Time (s) 5.0 5.0 Igo Vehicle Extension (s) 3.0 3.0 90 Lane Grp Cap (vph) 599 1302 361 0.36 v/s Ratio Prot c0.30 0.37 1 go v/s Ratio Perm c0.40 25.1 25.1 10 v/c Ratio 0.99 0.52 25.1 0.36 Uniform Delay, d1 34.6 7.9 0.23 go Progression Factor 0.58 0.40 4.0 No Incremental Delay, d2 27.5 1.0 3.0 70.4 Delay (s) 47.7 4.1 33.7 04 Level of Service D A C 54.1 Approach Delay (s) 24.4 0.0 D Approach LOS C A Intersection Summary HCM Average Control Delay 40.6 HCM Volume to Capacity ratio 0.94 Actuated Cycle Length (s) 110.0 Intersection Capacity Utilization 91.2% Analysis Period (min) 15 10 c Critical Lane Group 0* 4 574 1 1 361 0.36 4 c0.20 1 38.9 38.9 25.1 25.1 39.9 39.9 25.1 25.1 0.36 0.36 0.23 0.23 5.0 5.0 4.0 4.0 3.0 3.0 3.0 3.0 676 574 405 361 0.36 c0.20 0.16 0.02 1.00 0.45 0.87 0.11 35.0 26.7 40.9 33.6 1.00 1.00 1.00 1.00 35.3 2.5 18.4 0.1 70.4 29.2 59.4 33.7 E C E C 54.1 51.1 0.0 D D A HCM Level of Service D Sum of lost time (s) 8.0 ICU Level of Service F go Page 8 Projected Traffic; Proposed Geometrics go Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek i I Queues Timing Plan: PM Peak Hour a 13: Brodie Creek Boulevard & Bowman Road 8/3/2007 f- *-- t 10� l i� t.ane Group WBL WBR NBT SBL SBT Lane Group Flow (vph) 167 183 391 141 576 v/c Ratio 0.65 0.47 0.31 0.22 0.40 Control Delay 55.7 10.0 2.5 4.9 5.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 55.7 10.0 2.5 4.9 5.2 10 Queue Length 50th (ft) 113 0 5 19 104 Queue Length 95th (ft) 174 58 69 43 194 00 Internal Link Dist (ft) 363 647 268 go Turn Bay Length (ft) 120 120 Base Capacity (vph) 483 565 1246 863 1457 GO Starvation Cap Reductn 0 0 0 0 0 94 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 4 Reduced v/c Ratio 0.35 0.32 0.31 0.16 0.40 9# Intersection Summary CO so go so CO 90 d go d go 0 go so d d d d A b d Page 9 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek i I A 10 so No no ■o HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 13: Brodie Creek Boulevard & Bowman Road 8/3/2007 f t 1 /*� \I. i Movement WK Lane Configurations Ideal Flow (vphpl) 1900 Total Lost time (s) 4.0 Lane Util. Factor 1.00 Frt 1.00 Flt Protected 0.95 Satd. Flow (prot) 1770 Flt Permitted 0.95 Satd. Flow (perm) 1770 Volume (vph) 154 Peak -hour factor, PHF 0.92 Adj. Flow (vph) 167 RTOR Reduction (vph) 0 Lane Group Flow (vph) 167 Turn Type Protected Phases 8 q Permitted Phases Actuated Green, G (s) 15.0 Effective Green, g (s) 16.0 Actuated g/C Ratio 0.15 Clearance Time (s) 5.0 Vehicle Extension (s) 3.0 d Lane Grp Cap (vph) 257 v/s Ratio Prot c0.09 v/s Ratio Perm v/c Ratio 0.65 Uniform Delay, d1 44.4 Progression Factor 1.00 Incremental Delay, d2 5.6 Delay (s) 49.9 Level of Service D $ Approach Delay (s) 45.3 Approach LOS D intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group WBR r 1900 4.0 1.00 0.85 1.00 1583 1.00 1583 168 0.92 183 156 27 Perm 8 15.0 16.0 0.15 5.0 3.0 230 0.02 0.12 40.9 1.00 0.2 41.1 D NBT T 1900 4.0 1.00 0.97 1.00 1815 1.00 1815 292 0.92 317 4 387 2 74.3 75.3 0.68 5.0 3.0 1242 0.21 0.31 7.0 0.25 0.6 2.4 A 2.4 A 13.8 0.44 110.0 45.2% 15 I94-21 1900 68 0.92 74 0 0 00al 1900 4.0 1.00 1.00 0.95 1770 0.49 919 130 0.92 141 0 141 pm+pt 1 6 85.0 86.0 0.78 5.0 3.0 770 0.01 0.13 0.18 4.7 1.00 0.1 4.8 A SBT 1900 4.0 1.00 1.00 1.00 1863 1.00 1863 0.92 576 0 576 0 85.0 86.0 0.78 5.0 3.0 1457 c0.31 0.40 3.8 1.00 0.8 4.6 A 4.6 A HCM Level of Service B Sum of lost time (s) 8.0 ICU Level of Service A Page 10 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek A p 0% so 0% pi HCM Unsignalized Intersection Capacity Analysis Timing Plan: PM Peak Hour gi 13: Brodie Creek Boulevard & Bowman Road 8/3/2007 292 68 t `► 1 Peak Hour Factor 0.92 Movement WBL WBR NBT NBR SBL SBT Lane Configurations iff T t C t I Sto Free Free Sign on ro Grade p 0% 0% 0% Volume (veh/h) 154 168 292 68 130 530 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 167 183 317 74 141 576 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1213 354 391 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1213 354 391 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 5 74 88 cM capacity (veh/h) 177 689 1167 Direction. Lane # WB 1 WB 2 NB 1 SB 1 S82 Volume Total 167 183 391 141 576 Volume Left 167 0 0 141 0 Volume Right 0 183 74 0 0 cSH 177 689 1700 1167 1700 Volume to Capacity 0.95 0.26 0.23 0.12 0.34 Queue Length 95th (ft) 184 27 0 10 0 Control Delay (s) 107.8 12.1 0.0 8.5 0.0 Lane LOS F B A Approach Delay (s) 57.9 0.0 1.7 Approach LOS F Intersection Summary Average Delay 14.7 Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 Page 1 Projected Traffic; Proposed Geometrics; No Signal at Bowman and Brodie Creek Blvd. Peters & Associates Engineers, Inc. P1305; Village at Brodie Creek I PETERS & ASSOCIATES ENGINEERS, INC. la a! O a 4 0 r - - - - - --- 00 w IL L • n actor r r r — — — —r.-ro N .y x a r T •• O o N O r r r r r r r r r r r r r 0 E rWa°� N C Q m 3 ao m 0 0 0 o r r r r r r r r r r b o >. (� N C m O O m N a r Coco r r r r r r r r r r CO Q W 3 vr� a N 4 O a C = to U) O r r r r r r r r OO ((j r r r r � C O m rn 3 ay N poo > 10 a o o oo — r— r — —— r r« r CK e m t O fi Y m KY m 0 m a��o�')NNM V �O 0 a C O XNrn�N�r(ND Q Z r r N N N N N M N N N N W V V O 2 C Y N ` o m cY QfO0$ �0• W UO r W W N0�W � W 20 }c~—i..r2rx`2C F Q Cp mV 5��NrO� . NNN C - 0' `N�U)IL o s V 0m a K13 o 0 0 0 0 0 0 0 0 0 0 0 o n o 0 0 0 0 0 0 0 0 0 0 0 o n m e e Q m d 0O IR CC Ol Or ^��0 tri W rl Nn rr r N O LL x �rt O O M O W O O O O O O W r W 0 O O N`� 2 N m m _ a C34moo OO V 0000000000 �(� O C_ E c> = m w C Rr K} O •� (0000Oi �- O r N N N N N M N N N [R E y_ � n m y L p. t of m LL j > O r L O x p O ^ Y m W C•^ (Ny OO V MMf�r W 1�O1MN Q 50nN� W r1� W W I�MONMQ of > m m vaa a m a N M a O W+ m> r r r U 00 W r M V 0 W M r O N N r N N N r M M N N N � Z T E r 0 Z Z m c m � N Z U LL QO O 0 O r N N N N M N N N o } 'C W + Y vV Z Z L O N ~ p �pvrnrn0)N W f8 V O>(� W J '� ppppppp n W O �p M � U U Q .2O� m o Pl W W 0- 0 0 N 7 N N N N N 0 >`OF WW N ^oO wr NCA U W MWO N1°I O OrM W O�0O NU VM O W WN a 0 O (O 004NMNCONKKmmp22 rr m Z Q m IL Z m aO w 2i N W m E t m r oy� g rnMO N1�O4�M W ONON m m W �p �nMnrM�W Wvrnr`li 0 N �a9 K� cm c c O HrnWrnm.N- r r J m •N Y O o O V R W+ ci c C T CN d V ° C m TI O �• W V T M �O M W M M W W U {p m Q O R Op^ r so L >m D o aN+ JUmo. O ,t m w D N m C p o Cl) n m p c � c Wr W inNrnrMOMv�p WO QOIMNMWMQM 9.4 M N N C m � m G O W W I W n r w+ >> ` U�U xu~i o o �L m c = m N N m y d Vz O O O O O O O O O O O O O O Q 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 m U ❑ n W m r -- - ---- O- - Nn f0 Z F Z O W la 0 a T C` Q C A R l0 C Cf U F m v Y Q a m Ks o o J d AU) MC •• y SS U OU 2 pp E a i C W 3 o 2 jp CR L.l R « F 9 7 V LUo J Q z a Y m M 1 Z N m a O U N r r o o-000 w0n m r J 000 OQ Q v O m N= �.� E O 3 m m y (`J� K E i rovovorrr.-.-opvo r o 0 o r r r r r r r r o O a 000000 r r r r r roma o 0 0 0 0 o r r r r r r o 0 o r r r r r r r 0000 0000000000-0000 mcomcc mmo��c�icmro�o�v �pp ww mNnmaon,�mNrNOWirm m W m n n W m m O O m 7 m N ao000000000000p p O O O O O O O O O O O O O q r � v� W m r c a cc m C m w « c }s a w- 0 WCl LL m F Cp p - $5 C F• 3 m^��000nn�NNm m a j O N N O O O O O O O m n N u] o i 3 E E c = E D o m n V tmp M m «= o a m o o r r o 0 0 0 o 0 4 m E N m c N m w O c E >� li rg,� m m N m Q m Q O m v g mmmrOmovm m2 W zr r �oo� r zr 3 E m f/13 f LL Z .. N �, mmromov W mr W nom'. O G 0.-. Z m tt 2 m mmmmo��,m�oo0 Z Am W N W r0<m fR y r m1 mn l N W 0 n W W n N�p z Ca�MM wy o_ �`o12zw a ~yob f9 ... m C i O 0 3l 2 q N rnm O rN((pp N mOnnm nmO� W nrNn W C ma C m v m$ m•- �r2 O O m W n Or W ��177N NKA V 7 V W W mm Nr z Z Qfn li « c V c M LL E + m � 0 S C1 ;�( O !3�� NrnO�OrN W NmOnn�L N N�vvvvvN tmD MP1N- (q R'.�`.9Y9 [i � U C d •• C U y a m R C m_ m K s m E'v� o -- n o n W mm�mrnu�n v h �im � Q m m 3 p m o YL o .n mom m mvmNrrr A ILc M m c W R y + W n r r N O v r m m W m W m « ..�� O 'Q a inmm�immmmmvmNrr� '� H 'M UOU2 t~q f l� N h c (7 .000000000000p 0 0 0 0 0 0 0 0 0 0 0 0 0 m v w .0 g� 0 Xmm 6- m aO r- r - - N -mrn m z o w December 2000 24 4 Section 4C.02 Warrant 1 El ht -Hour Vehicular Volume Support: Page 4C-3 The Minimum Vehicular Volume, Condition A, is intended for application where a large volume of intersecting traffic is the principal reason to consider installing a traffic control signal. The Interruption of Continuous Traffic, Condition B, is intended for application where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or conflict in entering or crossing the major street. sect. 4C.01 to 4C.02 Page 4C-4 Standard: December 2000 The need for a traffic control signal shall be considered if an engineering study finds that one of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection; or B. The vehicles per hour given in both of the 100 gercent columns of Condition B in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection. -e In applying each condition the major -street and minor -street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to �} be on the same approach during each of these 8 hours. Option: If the posted or statutory speed limit or the 85th -percentile speed on the major street exceeds 70 km/h (40 mph), or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 70 percent columns in Table 4C-1 may be used in place of the 100 percent columns. Standard: The need for a traffic control signal shall be considered if an engineering study finds that both of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 80 percent columns of Condition A in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection; and B. The vehicles per hour given in both of the 80 percent columns of Condition B in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection. These major -street and minor -street volumes shall be for the same 8 hours for each condition; however, the 8 hours satisfied in Condition A shall not be required to be the same 8 hours satisfied in Condition B. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours. Sect. 4C.02 December 2000 a Table 410-1. Warrant 1, Eight -Hour Vehicular Volume Condition A—Minimum Vehicular Volume w Page 4C-5 -Vehicles per hour on higher -volume Vehicles per hour on major street minor -street approach (total of both approaches) (one direction only) 100%a 80%b 70%° 100%a 80%° 70%` 500 Number of lanes for moving traffic on each approach Major Street Minor Street 150 120 105 1 ................. 1................. 480• 2 or more... 1 ................. 150 2 or more... 2 or more... 105 1 ................. 2 or more.... w Page 4C-5 -Vehicles per hour on higher -volume Vehicles per hour on major street minor -street approach (total of both approaches) (one direction only) 100%a 80%b 70%° 100%a 80%° 70%` 500 400 350 150 120 105 600 480• 420 150 120 105 600 480 420 200 160 140 500 400 350 200 160 140 Condition B—Interruption of Continuous Traffic Vehicles per hour on higher -volume a Basic minimum hourly volume. ti Used for combination of Conditions A and B after adequate trial of other remedial measures. May be used when the major -street speed exceeds 70 km/h (40 mph) or in an isolated community with a population of less than 10,000. Sect. 4C.02 Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches) minor -street approach (one direction only) Major Street Minor Street 100%a 80%' 70%° 100%a 80%b 70%° 1 ................. 1................. 750 600 525 75 60 53 2 or more... 1 ................. 900 720 630 75 60 53 2 or more... 2 or more... 900 720 630 100 80 70 1 ................. 2 or more...- 750 600 525 100 80 70 a Basic minimum hourly volume. ti Used for combination of Conditions A and B after adequate trial of other remedial measures. May be used when the major -street speed exceeds 70 km/h (40 mph) or in an isolated community with a population of less than 10,000. Sect. 4C.02 Page 4C-6 Guidance: December 2000 The combination of Conditions A and B should be applied only after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed to solve the traffic problems. Section 4C.03 Warrant Z Four -Hour Vehicular Volume Support: The Four -Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal. Standard: The need for a traffic control signal shall be considered if an engineering study finds that, for each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher -volume minor -street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing combination of approach lanes. On the minor street, the higher volume shall not be required to be on the same approach during each of these 4 hours. Option: If the posted or statutory speed limit or the 85th -percentile speed on the major street exceeds 70 km/h (40 mph) or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, Figure 4C-2 may be used in place of Figure 4C-1. Section 4C.04 Warrant 3. Peak Hour Support: The Peak Hour signal warrant is intended for use at a location where traffic conditions are such that for a minimum of 1 hour of an average day, the minor -street traffic suffers undue delay when entering or crossing the major street. Standard: This signal warrant shall be applied only in unusual cases. Such cases include, but are not limited to, office complexes, manufacturing plants, industrial complexes, or high -occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time. Sect. 4C.02 to 4C.04 I i � I I I 1 LANE & 1 LANE December 2000 Page 4C-7 Figure 4C-1. Warrant 2, Four -Hour Vehicular Volume � d 500 - j _ 2 OR MORE LANES & 2 OR MORE LANES C > I I I I = 400 _ 2 OR MORELANES & 1 LANE F-< W 1 LANE & 1 LANE � 300 U) � IT Q W 200 0 Z 2 g 100 *115 *80 >O i 1 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note: 115 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 80 vph applies as the lower threshold volume for a minor -street approach with one lane. oil o Figure 4C-2. Warrant 2, Four -Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET) = CL 400 �l = 2 OR MORE LANES &I2 OR MORL- LANES U W 300 0 Wcr .2 OR MORE LANES & 1 LANE Ir a 200 0W Z2 J 500 0 100 _ *80 0 *60 !�1 200 300 400 600 700 800 900 1000 J1 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note: 80 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor -street approach with one lane. Sect. 4C.04 WC; I i � I I I 1 LANE & 1 LANE A December 2000 Figure 4C-3. Warrant 3, Peak Hour 600 d 500 2 W Q 400 W0 it co 300 OC W z ? 200 J > 100 2 C7 2 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor -street approach with one lane. Figure 4C-4. Warrant 3, Peak Hour (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET) o_ = 400 F. U WLu a0 a 300 Cn cn Cc z LU 200 0 > 100 2 C`3 2 '100 "75 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) "Note: 100 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor -street approach with one lane. Sect. 4C.05 Page 4C-10 Standard: December 2000 The need for a traffic control signal at an intersection or midblock crossing shall be considered if an engineering study finds that both of the following criteria are met: A. The pedestrian volume crossing the major street at an intersection or midblock location during an average day is 100 or more for each of any 4 hours or 190 or more during any 1 hour; and B. There are fewer than 60 gaps per hour in the traffic stream of adequate length to allow pedestrians to cross during the same period when the pedestrian volume criterion is satisfied. Where there is a divided street having a median of sufficient width for pedestrians to wait, the requirement applies separately to each direction of vehicular traffic. The Pedestrian Volume signal warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 90 in (300 ft), unless the proposed traffic control signal will not restrict the progressive movement of traffic. If a traffic control signal is justified by both this signal warrant and a traffic engineering study, the traffic control signal shall be equipped with pedestrian signal heads conforming to requirements set forth in Chapter 4E. Guidance: If a traffic control signal is justified by both this signal warrant and a traffic engineering study: A. If installed within a signal system, the traffic control signal should be coordinated. B. At an intersection, the traffic control signal should be traffic -actuated and should include pedestrian detectors. As a minimum, it should have semiactuated operation, but full -actuated operation with detectors on all approaches might also be appropriate. C. At nonintersection crossings, the traffic control signal should be pedestrian - actuated, parking and other sight obstructions should be prohibited for at least 30 in (100 ft) in advance of and at least 6.1 m (20 ft) beyond the crosswalk, and the installation should include suitable standard signs and pavement markings. Sect. 4C.05 December 2000 Page 4C-11 Option: The criterion for the pedestrian volume crossing the major roadway may be reduced as much as 50 percent if the average crossing speed of pedestrians is less than 1.2 msec (4 ft/sec). A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street, even if the rate of gap occurrence is less than one per minute. Section 4C.06 Warrant 5 School Crossin Support: The School Crossing signal warrant is intended for application where the fact that school children cross the major street is the principal reason to consider installing a traffic control signal. Standard: The need for a traffic control signal shall be considered when an engineering study of the frequency and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of school children at an established school crossing across the major street shows that the number of adequate gaps in the traffic stream during the period when the children are using the crossing is less than the number of minutes in the same period (see Section 7A.03) and there are a minimum of 20 students during the highest crossing hour. Before a decision is made to install a traffic control signal, consideration shall be given to the implementation of other remedial measures, such as warning signs and flashers, school speed zones, school crossing guards, or a grade -separated crossing. The School Crossing signal warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 90 in (300 ft), unless the proposed traffic control signal will not restrict the progressive movement of traffic. Guidance: If a traffic control signal is justified by both this signal warrant and an engineering study: A. If installed within a signal system, the traffic control signal should be coordinated. Sect. 4C.05 to 4C.06 Page 4C-12 December 2000 B. At an intersection, the traffic control signal should be traffic -actuated and should include pedestrian detectors. As a minimum, it should have semiactuated operation, but full -actuated operation with detectors on all approaches might also be appropriate. C. At nonintersection crossings, the traffic control signal should be pedestrian - actuated, parking and other sight obstructions should be prohibited for at least 30 in (100 ft) in advance of and at least 6.1 in (20 ft) beyond the crosswalk, and the installation should include suitable standard signs and pavement markings. Section 4C.07 Warrant $ Coordinated Signal System Support: Progressive movement in a coordinated signal system sometimes necessitates installing traffic control signals at intersections where they would not otherwise be needed in order to maintain proper platooning of vehicles. Standard: The need for a traffic control signal shall be considered if an engineering study finds that one of the following criteria is met: A. On a one-way street or a street that has traffic predominantly in one direction, the adjacent traffic control signals are so far apart that they do not provide the necessary degree of vehicular platooning. B. On a two-way street, adjacent traffic control signals do not provide the necessary degree of platooning and the proposed and adjacent traffic control signals will collectively provide a progressive operation. Guidance: The Coordinated Signal System signal warrant should not be applied where the resultant spacing of traffic control signals would be less than 300 in (1,000 ft). Section 4C.08 Warrant 7 Crash Experience Support: The Crash Experience signal warrant conditions are intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal. Sect. 4C.06 to 4C.08 December 2000 Standard: Page 4C-13 The need for a traffic control signal shall be considered if an engineering study finds that all of the following criteria are met: A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency; and B. Five or more reported crashes, of types susceptible to correction by a traffic control signal, have occurred within a 12 -month period, each crash involving personal injury or property damage apparently exceeding the applicable requirements for a reportable crash; and C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent columns of Condition A in Table 4C-1 (see Section 4C.02), or the vph in both of the 80 percent columns of Condition B in Table 4C-1 exists on the major -street and the higher -volume minor -street approach, respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume warrant. These major -street and minor -street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours. Section 4C.09 Warrant 8 Roadway Network Support: Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network. Standard: The need for a traffic control signal shall be considered if an engineering study finds that the common intersection of two or more major routes meets one or both of the following criteria: A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday and has 5 -year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1, 2, and 3 during an average weekday; or B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any 5 hours of a nonnormal business day (Saturday or Sunday). Sect. 4C.08 to 4C.09 Page 4C-14 December 2000 A major route as used in this signal warrant shall have one or more of the following characteristics: A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow; or B. It includes rural or suburban highways outside, entering, or traversing a city; or C. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and transportation study.. Sect. 4C.09 PETERS & ASSOCIATES ENGINEERS, INC. ■ CIVIL & TRAFFIC ENGINEERING ■ 5507 Ranch Drive - Suite 205 (50I) 868-3999 Little Rock, Arkansas 72223 Fax (501) 868-9710