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HomeMy WebLinkAboutZ-5617-A Application 1} V J Traffic Study Kanis Road Master Street Plan Issue prepared for: WHISENHUNT INVESTMENTS 1JPETERS & ASSOCIATES ENGINEERS, INC • CIVIL & TRAFFIC ENGINEERING • P.O. BOX 21638 (501) 225-0500 LITTLE ROCK, ARKANSAS 72221 Kanis Road Chenal Parkway Wellington Hills Road Little Rock, Arkansas fO� S�� � F r� ARK., NSAS A: REGISTERED PROFESSIONAL ENGINEER k** ERNEST J. PETERS No. 4682 ir`:` Project No.: P-943 May 19, 2004 Project No. P943 May 18, 2004 Chenal Parkway -- Kanis Road -- Wellington Hills Road Traffic Operations Study Findings of the study are summarized as follows • The AM peak hour of the adjacent street (7:15 AM — 8:15 AM) and the PM peak hour of the adjacent street (4:30 PM — 5:30 PM) have been determined to be the traffic conditions in the vicinity that warrant traffic operational analysis. ■ Projected traffic conditions include projected traffic generated by a variety of development in the vicinity of Chenal Parkway, Kanis Road and Wellington Hills Road plus existing traffic volumes with a 10 -year growth factor included for two different alignments of the planned Wellington Hills Road extension. This 10 -year growth factor, plus the directional distribution of development generated traffic in the vicinity of the study area have been discussed and decided upon by the City in conjunction with this consultant. • The following three intersections in the study area were analyzed as a part of this study: o Chenal Parkway and Kanis Road. o Chenal Parkway and Wellington Hills Road. o Kanis Road and Wellington Hills Road extension. Capacity and LOS analysis was conducted for the following scenarios: • Existing traffic conditions. • Projected Traffic Conditions - Scenario 1 - Wellington Hills Road ""T" into Kanis Road. • Projected Traffic Conditions - Scenario 2 - Kanis Road re -aligned to "T" into Wellington Hills Road. • Projected Traffic Conditions - Scenario 3 — Same alignment as Scenario 1 with City recommended additional lanes. • Projected Traffic Conditions - Scenario 4 — Same as Scenario 3 with further additional lanes. • Vehicle movement's capacity and LOS results for the AM and PM peak hours for all of the conditions analyzed are shown on the attached table. Each condition of projected traffic conditions assumes traffic signal control at each of the three intersections studied. • No vehicle movements have failed LOS for existing geometry, traffic control and traffic volumes. For Scenario 1 projected traffic conditions, with the alignment of the extension of Wellington Hills Road to "T" into Kanis Road, and the "DCI -Peters" lane geometry, several vehicle movements at both Kanis Road and Chenal Parkway and at Wellington Hills Road and Chenal Parkway have failed LOS. No failed movements are projected for the intersection of Kanis Road and Wellington Hills Road. • For Scenario 2 projected traffic conditions, with the alignment of the extension of Wellington Hills Road continuing east on Kanis Road and existing Kanis Road "T" intersecting with Wellington Hills Road, several vehicle movements at Kanis Road and Chenal Parkway and at Wellington Hills Road and Chenal Parkway have failed LOS. • For Scenario 3 projected traffic conditions, which include the "DCI -Peters" plus the City recommended lane geometry, there remain vehicle movements with failed LOS at both Kanis Road and Chenal Parkway and at Wellington Hills Road and Chenal Parkway. For Scenario 4, which includes still further additional lanes shows all failed vehicle movements are mitigated. The schematic lane geometry for Scenario 4 is shown on Figure 3, "Scenario 4 - Full Build Recommended Schematic Lane Geometry." • The alignment of the extension of Wellington Hills Road to "T" into Kanis Road offers far better traffic operation than the alternative of Scenario 2, and with improvements at the study intersections as shown on Figure 3, failed vehicle movements are mitigated at all three study intersections for the projected traffic conditions. Project No. P943 May 18, 2004 Chenal Parkway -- Kanis Road -- Wellington Hills Road Traffic Operations Study • Attached are the following figures: o Figure 1, "Existing Traffic Volumes —AM and PM Peak Hours" o Figure 2, "Scenario 1 - Development Generated Traffic and Existing Traffic Volumes with 10 -Year Growth Factor - AM and PM Peak Hours" o Figure 2-A, "Scenario 2 - Development Generated Traffic and Existing Traffic Volumes with 10 -Year Growth Factor - AM and PM Peak Hours o Figure 3, "Scenario 4 — Full Build Recommended Schematic Lane Geometry." 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BOX 21638 (501) 225-0500 LITTLE ROCK, ARKANSAS 72221 Peters & Associates Engineers, Inc. conducted a traffic study for the assessment of an applica- tion to the City of Little Rock by two developers (Deltic Timber Corporation and Whisenhunt In- vestments) for proposed land -use changes to the City Land -Use Plan (LUP) and proposed changes to the Master Street Plan (MSP) in Little Rock, Arkansas. The study conducted for Deltic Timber Corporation is dated April 26, 2006 and the study conducted for Whisenhunt In- vestments is dated April 4, 2006. The study area is bound by Rahling Road (to the north) Wel- lington Village Road (to the east), Pride Valley Drive (to the south) and Rahling Road future ex- tension (to the west). As requested by the City of Little Rock and the two aforementioned developers of property in the study area vicinity, Peters & Associates Engineers, Inc. conducted additional analysis (beyond the scope of the original reports). Conditions for each additional analysis condition are summarized as follows: SCENARIO 1 • Not including Deltic Timber Corporation land -use plan (LUP) changes • Not including Whisenhunt Investments LUP changes • Includes Whisenhunt Investments Master Street Plan (MSP) Changes } Includes the assumption of LaGrande Drive planned extension to the planned Rahling Road extension and the planned Rahling Road extension to Kanis Road Includes 10 -year background growth Traffic volumes used for this scenario are shown on the attached Figure A, "Scenario 1 — Projected Traffic Volumes — PM Peak Hour." SCENARIO 2 } • Includes Deltic Timber Corporation land -use plan (LUP) changes } • Not including Whisenhunt Investments LUP changes • Includes Whisenhunt Investments Master Street Plan (MSP) Changes • Includes the assumption of LaGrande Drive planned extension to the planned Rahling Road extension and the planned Rahling Road extension to Kanis Road } • Includes 10 -year background growth Traffic volumes used for this scenario are shown on the attached Figure B, "Scenario 2 — Projected Traffic Volumes — PM Peak Hour." SCENARIO 3 ■ Includes Deltic Timber Corporation land -use plan (LUP) changes • Includes Whisenhunt Investments LUP changes • Includes Whisenhunt Investments Master Street Plan (MSP) Changes Includes the assumption of LaGrande Drive planned extension to the planned Rahling Road extension and the planned Rahling Road extension to Kanis Road • Includes 10 -year background growth Traffic volumes used for this scenario are shown on the attached Figure C, "Scenario 3 — Projected Traffic Volumes — PM Peak Hour." SCENARIO 3-A • Includes Deltic Timber Corporation land -use plan (LUP) changes Includes Whisenhunt Investments LUP changes • Includes Whisenhunt Investments Master Street Plan (MSP) Changes PETERS & ASSOCIATES ,71;1F.'T,t:ks. Page 1 7rrftr. C-I;rt'ir ! `."r'r-.x r'- rrr; Includes the assumption of LaGrande Drive planned extension to the planned Rahling Road extension and the planned Rahling Road extension to Kanis Road Includes 10 -year background growth Includes additional lanes along Chenal Parkway at the study intersections Traffic volumes used for this scenario are shown on the attached Figure C, "Scenario 3 — Projected Traffic Volumes — PM Peak Hour." SCENARIO 4 ■ Not including Deltic Timber Corporation land -use plan (LUP) changes • Includes Whisenhunt Investments LUP changes Includes Whisenhunt Investments Master Street Plan (MSP) Changes Includes the assumption of LaGrande Drive planned extension to the planned Rahling Road extension and the planned Rahling Road extension to Kanis Road Includes 10 -year background growth Traffic volumes used for this scenario are shown on the attached Figure D, "Scenario 4 — Projected Traffic Volumes — PM Peak Hour." This additional analysis associated with these five scenarios has been conducted to assess the approximate traffic volume contributions to each of the study intersections by the development of tracts requested for land -use plan changes by the two aforementioned developers. Herein are presented traffic data and findings of this traffic engineering investigation. Overall intersection capacity and LOS analysis was conducted for each of the analysis scenar- ios and the following is summarized on an attached table: • Average Control Delay (seconds per vehicle) • Intersection Capacity Utilization Overall Intersection LOS. This additional analysis is as reviewed with Tim Daters, Whisenhunt Investments and the City staff prior to the May 25, 2006 Planning Commission meeting and was presented at that Plan- ning Commission meeting. _12 PETERS & ASSOCIATES h:,\[:IVF:F:FIS, INC. Page 2 p WN Ln CJrr > >N$ 6 i 4'-135 4 20 �' 4483 333 10450 b 20 341 355 a X99- 629 W 03 N N 90 an � y SF tr wr W iron 35 a b LDR o 0 0 OF ' ai q2 7 ct 30 D TnrJ 33 Tnirl ss o� b w 20 p 4 25 t a.k.� Mx n 150 p 4 311 45-0 4-8 QNO Tmc137 Trec34 ­ e- 275 15 b d 35 1.12— Trap •ic, 'ract 36 ' b d 180 o. 4 ro Tnto .:I Mx N w N Ep n Tmcl' CA G cc 0 49 4 GS fq y p aux MF Aw � _ }�• Trsct 25 Trncl31 p LLAGE ft Tmdf 2r d q P ❑ ��; a� T�F 5FCS a n$ b w 72 a G Trace 24 sa n�re, ` _ D Q C 1 Tract 23 Traci 29do }SCF{ • sa nR 0 r SF Q— V N Traci 3�� Tract 1 W LpTF%N W W' l �N� d b w O&MF fl a P 4 9 342 Tract 21 Trad It } a p i 107g ,-220 160.0 490 d �q 4pP yygAgvn 136 m4; b 1. e+ °y 5! did} i +&F N� o TroCt d q_ Tracl 4 MF m r u:12 'jj n 14 . d C C. a. Tract f9 v Tract 13 6 r IIID � � NC adtrda'� se13 i d MC? G raU 0 Jp YI �J Tract 5 D C �i 4 90 4NIg blTr.,cl, r rsr F 1 m T +G Trac r Tw; 16 C ry, ran d MF .. C s C D Tmu Traci 0 •k'^ 15 ~ Traci' 31racr M R 135 p 4 105 O rn' 370-P 4-590 . J a d b 1 is p SF 1910., 4 431 Ttasr 43 ' D 62 d v. 1714 d 70 O N V e p a p N N N � O 130 ? 4 268 N a b b 2235 -0 o- 2200 4' `° 15 p 4 5 127 b d 180 110 p 4 60 1930 -0 o- 1990 0 4 Ile 120-o o- 135 a 655 b d 188 0- o J O Ln Q A Q r•D [T U N `D NN 21p 4 100 N 582 -0 *-578 ANALYSIS CONDTi1OH: — SCENARIO 7 ANALYSIS CONDTEK]H: PM PEAK LOUR -EXISTING TRAFFIC Not including Dp1tc Proposed LUP Changes, PLUS FULL PROJECTED TRAFFIC VOLUMES • Not Including Whisenhunt LUP Changes ROUND GROWTH PLUS 10.YEAR AR BACKGROUND Wlth Whisenhunt MSP Changes. With completion of LaGrande and Rahling Extension to Kanis. SCENARIO 1 FIGURE NO.: ti th With 10-Year Background Grow. (This includes needed change to Tract 20 along KanistoCommerial). PROJECTED TRAFFIC VOLUMES A PM PEAK HOUR PROJECT No.:PETERS CHENAL CORRIDOR DEVELOPMENT & ASSOCIATES P1180 & P1185 g,13INC, Lj Little Rock, Arkansas DATE: 5-24-2006 f~ N V A W N O fn d c" 6 q a22 4 20 �L o0 6 yfl3 1130-P 20 39� 392 ba 'pd o q 690 w 4 .� uCA � CA CX 160 b R P 1 41� ;ai 2 F W Tmd 36 CA CA y b bA d MF0. Co 0 0 38 i l 45 as 32 Tiaci 33 -O- Tract 33 Mx Tract 35 a b b 75-o o- 16 C_ NG r'""�''r Troct1 150 p 4 331 30 b d 45 C Traci act 0 8 n •+ 230 -0 o- 0 � • C 75 b d 80 01 (A �� Trucl� 3 d t7 00 A „ C C ctz MF' ❑ dG A� a p +° b matt 4 Tract 3t LIFGIF R0. 6 �F T.:ict 2r p a jyF $ °n a 43 c. Trail 34 g � W Tmct2.4 sane D p° e ..I143 Trail z°nes, .511 23 r ToC! zg �ORGH 4`S..F... C .'4 Trach 7mct3 4 t9 ,a W� ANDF ab v MOC � O� o 4-7 J7 n' 4 352 Tract 2l mt32 e I 162 i a 236 190-0 d 490 2883 4, q � to MF ky f '4y ti 4 oA� A4 F3 'a o - Tract ❑ y_ -rod n on T V anew I VA ,fj Qqp B �Et MF C Traci 2 pi1f1 �} n dqO G is a r)J NC L` v S rnn l] A ! yObp6v a 4 d t !!1 r0 J1 a Treat Q D aO 9O !� 19- .s�..+ p r TnM 7 'r.1— „d to a rata a d2� Tmd�5 • d MF � C C .o r Tract ac�� y Tract rrnw Ir • Trad pp �0,� 115 �p Id oon gr 1. t 185 S 4 120 f -mom. o 390 -0 *-620 w 't b _ 135 p 4 SF 1920.t. 4 451 r: 63 a ° 1794 0oU _ ° a ' Q�d70 co 150 S 4 278 N o 2419 -0 o- 2,300 °' `0 15 f 4 5 142 3 d 180 120 S 4 65 — 2060-0 4-2081 0 +h +tp Y'= 4, 120-0 4- 135 724 188 ”En V 00 CA onEn toEn21p 4110 N + 653-0 4-618 SrENARIO 2 ANALYSIS COHI11TfON: ANALYSIS CONDITION: PM PEAK HOUR- EXISTING TRAFFIC With DeRic Pmposed LUP Changes. p PLUS FULL BUILD -OUT PROJECTED TRAFFIC VOLUMES } Not including Whisenhunt LUP Changes, PLUS 10 -YEAR BACKGROUND GROWTH With Whisenhunt MSP Changes. With complelion of LaGrande and Rahling Extension to Kanis SCENARIO FIGURE No.: With 10 -Year Background Growth. (Mis includes needed change to Tract 20 along Kanis to Commercial). PROJECTED TRAFFIC VOLUMES B PM PEAK HOUR P1180 & P 18 CHENAL CORRIDOR DEVELOPMENT INGDUPETEtl °c ASSOCIATES. P1180 & P1185 ' ��. urc• Little Rock, Arkansas °M • °Y^10 DATE: 5-24-2006 — ` °`� •+°� i1w r wN oN 20 4 y 160-0 b 23 g6 1 402 b ep d 25 a Qrw, a,A 290 ° b w L' 0 �u M4 f SAF ca Tract 36 MF LDR Co w �. 0 0 o. b b 20— 36 i' 4 45 d n2 rrnct 39 'O Tract 33 Mx Tract 35 W b b C NC Tmct 37 � 150 p 4 361 75-0 4-16 50 Gr -1•wp• Tract 34 250-0 o- 210 30 b d ,, n s4 rrav 3B Traci 100 b d 105 r r.,: s d, N u (A t fn �� Tmc1 3 0 C,fCftMF ,kC C vim, 'tom �nct 21 Tract 31 p RD. v I•�R3� l7 � o , rrxl a q i� „U . CS Tracr 2 .7 to— w 7 D 4 p C ..I r au ag RGH so�� ISF rte., Tracl1 Traci3 q f9 Na ANDS10 tA v `k w MGC 4 p l 362 72d 27 162 / 5*L irJC! nLt f g t a 241 P V 190 520 296 MK c 4"1 j Tract `� o Mac: Tract i (L p(� � LG rn MF Si.``�O� Orlu E D --_ 19 e p Trod lot— Tract 19 1] ljj �°nc.-. Pr7 4 racy ' C n ,Tr..a Tmct i gree 4Q t3 C i'307c7C['Ic1 a F 5. met 17 . PY1I rrCe.• Tract ILII d TrecrO �'v�p _3 �4 C 'rad I Trada ,,t:`d i 75 a r �e,,ct 1d Y 7mal 9 6� �0 G 00 ekk lssp 4120 o �05 490-0 o- 700a O d 150 -f `D 41 4"S 1970 p 4 531 Tme. 43 ' 65 a o- 1894 i.w a f d 70 N b b (A 174 p 4 338 l" N b b 2439-0 o-2350 �' `� 15 % Q 182 b d 240 130 S 4 80 U 5vr 2140 -0 o- 2196 t, PIP qF w 4 A 125 0 o- 135769 b d 188 o ut N I V Q rD W b ` 0) IS) UP 21p 4140 N 698-o *-668 CENARIO 3 ANAL PSIS OHDIRON: ANALYSIS CONDITION: PM PEAK HOUR - EXISTING TRAFFIC - With Dekic Proposed LUP Changes. PLUS FULL BUILD -OUT PROJECTED TRAFFIC VOLUMES With Whisenhunt LUP Changes. PLUS 10 -YEAR BACKGROUND GROWTH With Whisenhunt MSP Changes. With completion of LaGrande and Rahling Extension to Kanis. SCENARIO 3 FIGURE NO.: With 10 -Year Background Growth. OWs includes needed change to Tract 20 along Kanis M Commercial) PROJECTED TRAFFIC VOLUMES C PM PEAK HOUR PROJECT No.: CRENAE CORRIDOR DEVELOPMENT PETERS & ASSOCIATES P1180 & P1185 a"• INC. Little Rock, Arkansas c,r. ■ � �1° DATE: 5-24-2006 �. s W N CA N d b `044 b w 0 6 g o- 755 i 20 4 &0;5 1075 b 25 4ryl6 365 r0 d 19Z g Qrn � xi5A lV N O 1100 4r, N F 5F Trac* 3F 1� F LDR o 0 0 20 S 4 25 a d2 Traci a0 d Tmcl33 Mx n 3 rn5 a b b i 4 45 0 4-8 O NC Tran 17 7rhQd 150 341 15 b d + C 11 `" . N Truct •10 r,rl 38 l 230-P a 190 100 b d 105 a. 4 r0 rix N N Q Tmcl3 CI N o 12 MF' M p Trail 3y o NAGE R0. 8 5� rnd 22 ,MF n Yrad 30 O� c SF "� CS 57 a� $ b 477 Trate 2.1 m— - "T p xw. p C A53 Tract 23 *..d Tmn 29 4 RCH kms, O SF , b so -i Tract 1 Traci 3 4 LACRA❑E �� O N �� i r 1'a P 4 v OA. M21 F' Q o n¢ 4 ze nares i 372 Tract 107 ? x }� 1> C ❑ d 4-226 16o-0 520 o r �C,o °�° C 148 b MF r� N r0 ES8 N ti TmCSa MaO Trac! 4� rract2 Truro 19 a �° 0. r nil 13 0 � ( �LI tN 401,60G t d m- i� „C� 0 1 fiu Tract 5 0 Brt7 a t Ply ill rC Trac 2 radt8" q mct _ Trnr-196 ^ @ • C iMw ynC Traci l G Tract 0 'C"r•• �°i �-. ! 15 � n Trac! or r 145 p 4 105 N a I o 470-P 4-670 a d �0 130,4 43 �. .10+ 18s0 -o 4 511 Trada3 ° D 65 b ° 1814 a N V t to d 70 4 rW)r w b w � a N N N rap rD H $ O 154 i Q 318 C. 2250-o 4-2250 °' `0 15 f i 5 167 b d 240 120 i i 75 0 2010-0 *-2106 alp 4 125-0 o- 135 699 b d 188 c. N N �I 0 U A' Q r•D fF tr N b o N cyl zl p 4 130 N — 627-D 4-628 SCENAiTi{1 4 ANALYSIS CON01170N_ ANALYSIS CONDITION: PM PEAK HOUR - EXISTING TRAFFIC — Nct Includ'irtg Dalec Proposed LUP Cna.ges. PLUS FULL BUILD -OUT PROJECTED TRAFFIC VOLUMES With Whisenhunt LUP Changes. PLUS 10 -YEAR BACKGROUND GROWTH With Whisenhunt MSP Changes With completion of LaGrande and Rahling Extension to Kanis. SCENARIO 4 FIGURE No.: f With 10 -Year Background Growth. (This includes needed change to Tract 20 along Kanis to Commercial). PROJECTED TRAFFIC VOLUMES D �PM PEAK HOUR PROJECT No.: CHENAL CORRIDOR DEVELOPMENT its & ASSOCIATES P1180&P1185 Little Rock, Arkansas DATE: 5-24-2006 mW'ff%m= -Lr � ZS & ASSOCIATES ENGINEERS, INC. -� CIVIL & TRAFFIC ENGINEERING P.O. Box 21638 LI;jl Little Rock, Arkansas 72221 501-225-0500 FAX: 501-225-0602 www.traffic-engincers.com Traffic Study prepared for.• WHISENHUNT INVESTMENTS PETERS & ASSOCIATES ENGINEERS, INC • CIVIL & TRAFFIC ENGINEERING • P.O. BOX 21638 (501) 225-0500 LITTLE ROCK, ARKANSAS 72221 Kirk Road Chenal Parkway Rahling Road Wellington .Hills Road Little Rock, Arkansas i ARI�AN."7A5 -, * * REGISTERED PROFESSIONAL ENGINEER ERNEST J. PETERS No. 4682 !f Project No.: P-1180 April 4, 2006 TABLE OF CONTENTS Section Page INTRODUCTION 1 STUDY METHODOLOGY 3 STUDY AREA 3 EXISTING TRAFFIC CONDITIONS 4 LAND -USE PLAN PROPOSED CHANGES 4 TRIP GENERATION & SITE TRAFFIC PROJECTIONS 5 PROPOSED MASTER STREET PLAN CHANGES 7 CAPACITY AND LEVEL OF SERVICE 7 1 FINDINGS 12 FIGURES 13 y y APPENDIX Trip Generation Data Vehicle Turning Movement Count Data } Capacity and Level of Service Calculations Proposed Schematic Lane Geometry PETERS & ASSOCIATES ENGINEERS. INC. i ff� �� Peters & Associates Engineers, Inc. conducted a traffic INTRODUCTION mmml� study for the assessment of an application to the City of Little Rock by the developer for proposed land -use changes to the City Land -Use Plan (LUP) and proposed changes to the Master Street Plan (MS )in Little d k, Road Arkansas. The study area is bound by g the north) Wellington Village Road (to the east), Pride Valley Drive (to the south) and Rahling Road future ex- tension (to the west). The primary issue of this study is traffic operational conditions for the proposed street net- work changes } Existing PM peak hour traffic volumes were conducted at several intersections within the study area. The existing PM peak hour traffic volumes are shown on Figure 1, "Existing Traffic Volumes - PM Peak Hour." The study area development tracts included in projected traffic conditions are depicted on Figure 2, "Development Tracts." r The study has involved preparing estimated projected fu- include full build -out devel- ture 10 -year traffic volumes to tracts shown on Figure 2. The opment of undeveloped LUP land uses were assumed for each tract except City for the tracts included in the LUP Amendment application by the developer and nearby tracts by another developer. Ten-year growth applied to the existing thru traffic vol- `j umes on Chenal Parkway and on Rahling Road were also included in projected traffic volumes used in analysis of this study. Capacity and level of service (LOS) analysis for projected traffic operations for the worst-case PM hour was conducted. The 10 -year full build -out pro- peak jected PM peak hour traffic volumes are depicted on Fig- ure 3, "Projected Traffic volumesM Peakproject dThe analysis of this study has ted for traffic conditions for the proposed roadway network (as depicted in the Appendix of this report). �]] WI rETERS & ASSOCIATES Page 1 � r:rrvr;eas, rvc. V This is a report of methodology and findings relating to a traffic engineering study undertaken to: Evaluate projected traffic conditions to include full build -out of the undeveloped tracts in the study area plus 10 -year background growth at the study intersec- tions. Identify the effects on traffic operations resulting from existing traffic (plus 10 -year background growth) in combination with full build -out generated traffic asso- ciated with the tracts shown on Figure 2, "Development Tracts." The tracts shown on Figure 2 include proposed LUP changes. Present findings relative to traffic operations for the proposed street changes and assess developer - proposed changes to the Master Street Plan. In the following sections of this report there are presented traffic data, study methods and findings relating to this traffic engineering investigation. The traffic engineering study is technical in nature. Analysis techniques em- ployed are those most commonly analysis. Certain used in htCengi- neering profession for traffic pact alys traffic data and calculations relative rt Complepe calculationsol analy- sisare referenced in the rep Appendix of the report. and data are included in the App i PETERS & ASSOCIATES Page 2 •_J The basic methodology used in this study is one of sys- tematically examining, through the use of detailed traffic volume data, lane geometry and traffic control, the pro- jected traffic operating characteristics at the study inter- sections. Undeveloped tracts in the study area were identified and examined relative to their future use consis- tent with the City LUP, except for the tracts included in the application to the City of Little Rock by the developer (and another developer who has made a LUP change ap- plication) for proposed land—use changes. Boundaries of individual undeveloped tracts were identified, trip - generation rates relative to these future land uses se- lected and calculations made for the traffic impact associ- ated with these parcels. For each of these undeveloped tracts, trip -generation rates were selected, consistent with likely future land use, and calculations were made of in- bound and outbound PM peak hour traffic volumes asso- ciated with each of the tracts. Detailed information rela- tive to the specific trip -generation values used for each of the several uses is shown in more detail in a subsequent section of this report. Estimates were made of future traffic for full build -out of the study area plus a ten-year background growth. The projected traffic volumes were used to analyze traffic op- erating conditions projected to occur at full development of the study area during the PM peak hour. The study area is in the vicinity of the Chenal Parkway corridor and is generally bound by Rahling Road (to the north) Wellington Village Road (to the east), Pride Valley Drive (to the south) and Rahling Road future extension (to the west). The study area is shown on Figures 2 and 3. Page 3 Traffic count data collected as a part of this study in EXISTING TRAFFIC I cludes PM peak hour vehicle turning movement counts at CONDITIONS the following intersections: • Chenal Parkway and Rahling Road • Chenal Parkway and LaGrande Drive / Arkansas Sys- tems Drive • Chenal Parkway and Kanis Road (West) • Chenal Parkway and Kirk Road • Chenal Parkway and Kanis Road (East) • Chenal Parkway and Wellington Hills Road • Wellington Hills Road and Wellington Village Road • Rahling Road and Champlin Drive. The PM peak hour vehicle turning movement counts made as a part of this study are shown on Figure 1, "Existing Traffic Volumes - PM Peak Hour." These PM peak hour turning movement counts are presented in de- tail in the Appendix of this report. As a part of this study, the City of Little Rock LUP was LAND -USE .. • . • * used for undeveloped tracts shownchanges to some of "Development Tracts." The proposed anges the tracts on the LUP are shownchangesure 2 to where appli- cable. Tracts with proposed geso the LUP e a follows: PETERS & ASSOCIATES E - - - - J � J �CIN k:ERS, INC. `J • Tract 1 - Church (from multi -family, single-family and low density residential) Tract 2 - Multi -Use Office / Commercial (from office) Tract 15 - Commercial (from multi -family residential) Tract 21 - Multi -Use Office / Commercial (from multi- family residential) Tract 24 - Office (from single-family residential) ential). Tract 26 - Commercial (from single-family resid Page 4 H r 19 o- N�,f; , ri GENERATIONTRIP � The Trip Generation, an Informational oReport at on Engineers , , � � 2004, published by the InstituteMi- TRAFFIC (ITE) and The Trip -Generation Software (Version 5 by crotrans), were utilized in calculating the magnitude of traf- d vein ed PETERS & ASSOCIATES fic volumes expected to be generated band uses changes) tracts (per the City LUP and proposed in the study area. These are ed able in theo aff traffic this eer engineering infor- mation and are universally u profession. Proposed changes to the City LUP (aforementioned in a previous section of this report) have been assumed to be included in procted ned development (including Additionally, some of the tractsp an (including new auto sales on Tracts � e projected trafficnd 9) were for more accuracy to be included conditions. Directional distribution assumptions were slightly different for each of the tracts included or the stuprody Differences relate to tract locations, planned posed land uses and the street network. Using selected trip generation rates, calculations were made to provide a reliable estimate of traffic land use of each can be expected to be associated with tract planned or proposed. Results of these calculations are summarized on Tablel,e t aGs are depicted on Figure eneration summary." The corresponding study ar 2, "Development Tracts." PM peak hour projected traffic volumes for future 10 -year traffic conditions are depicted on Traffic vol, "Projected umes shown onTraf- fic Volumes - PM Peak Hour. Figure 3 are the values used in capacity and level of ser- vice (LOS) calculations conducted as a part of this study. Although the study area includes a multitude and variety of land uses, for purposes of this study, no reduction in esti- mated trip generation was made for any tracts for internal trip generation, multi-purpose trips or pass -by attraction from existing traffic volumes. This yields conservatively high estimates of trip generation. Page 5 J PETERS & ASSOCIATES ENGINEERS, IVC, J IJ J I r An application for an amendment to the MSP was recently made to the City regarding classification and alignment to certain streets within the study which are described as fol- lows: • Re -alignment of Wellington Hills Road from its present alignment at its west end to shift to the west edge of the applicant's property edge, intersecting the planned Kirk Road extension at Arkansas Systems Drive. • The extension of Kirk Road to the north to run along the west edge of the applicant's property, veering northeast (intersecting Wellington Village Road, just south of Champlin Road). Also, this section of Kirk Road to be changed to a minor arterial (from a collector) on the MSP. • Kirk Road extension, south of Chenal Parkway, to be changed on the MSP to a minor arterial (from a collec- tor). • With the proposed re -alignment and extension of Kirk Road, north of Chenal Parkway, this would eliminate the need for an existing MSP east / west collector (un- named) connecting Wellington Hills Road to Kirk Road. These proposed changes to the City of Little Rock MSP have been taken into consideration as a part of this study. Generally, the "capacity" of a street is a measure of its abil- ity to accommodate a certain magnitude of moving vehi- cles. It is a rate as opposed to a quantity, measured in terms of vehicles per hour. More specifically, street capac- ity refers to the maximum number of vehicles that a street element (e.g. an intersection) can be expected to accom- modate 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 consider- able delay. The various Levels of Service are generally described as follows: Page 7 PETERS & ASSOCIATES ENG I,Y F. ERS, 1`I C. Page 8 '• �:• • Av . Total Dela sec./veh. Description r• This LOS is a free flow condition, with vehicles acting nearly A <10 — independently to one another. There is little or no delay. This LOS is slightly restrictive condition with short traffic delays. B >10 and <15 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. At this LOS, there are more vehicles arriving at the approach At this LOS, there are more vehicles arriving at the approach F >50 than can be discharged. Extreme delays will be encountered. PETERS & ASSOCIATES ENG I,Y F. ERS, 1`I C. Page 8 '• �:• • Av . Total Dela secJveh.) Description r• This LOS is a free flow condition, with vehicles acting nearly A <10 — independently to one another. There is little or no delay. This LOS is slightly restrictive condition with short traffic delays. B >10 and <20 — 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. At this LOS, there are more vehicles arriving at the approach F >80 than can be discharged. Extreme delays will be encountered. LOS values that are reported based o PETERS & ASSOCIATES ENG I,Y F. ERS, 1`I C. Page 8 rr-F. i�,7r �~(Ti rv, Traffic operational calculations were performed as a part of this study for traffic operating conditions of projected traffic. This analysis was performed using Synchro Ver- sion 6, 2003. This computer program has been proven to be reliable when used to analyze capacity and levels of traffic service under various operating conditions. Sidra Version 2.1, 2006 was used for analysis of the proposed roundabout intersection of Kirk Road and Wellington Hills Road and Arkansas Systems Drive. Detailed calculations for all capacity analysis are included in the Appendix. The worst-case condition of PM peak traffic period for future 10 -year traffic volumes was used for these calcula- tions. Factors included in the analysis are as follows: • Proposed or planned land uses. • Directional distribution of projected traffic volumes. • Proposed intersection geometry (including elements such as turn lanes, curb radii, etc.). • Existing background traffic volumes with 10 -year growth. • Proposed MSP roadway changes. Existing or proposed traffic control. Level of Service Analysis Results Proiecfed Full -Build Traffic Conditions Level of service analysis was performed for the projected full -build traffic conditions for the PM peak hour. This analysis was performed for the following intersections: • Chenal Parkway and Rahling Road • Chenal Parkway and LaGrande Drive / Arkansas Sys- tems Drive • Chenal Parkway and Kanis Road (West) • Chenal Parkway and Kirk Road • Chenal Parkway and Kanis Road (East) • Chenal Parkway and Wellington Hills Road • Kanis Road (East) and Wellington Hills Road • Wellington Hills Road and Wellington Village Road • Kirk Road and Wellington Hills Road / Arkansas Sys- tems Drive PETERS &ASSOCIATES FET F.kS IVC. Page 9 • Kirk Road and Wellington Village Road • Rahling Road and Champlin Drive. Traffic volumes used for the projected traffic conditions are shown on Figure 3, "Projected Traffic Volumes - PM Peak Hour." The operating conditions projected at these intersections are summarized in Table 2, "Level of Ser- vice Summary - Projected Future 10 -Year Traffic Condi- tions." Detailed LOS calculations are shown in detail in the Ap- pendix of this report. Table 2 - Level of Service Summary - Projected Future 10 -Year Traffic Conditions ['ETERS & ASSOCIATES E 'CIV k: k:k5, INC. IJ, Page 10 0 • • 1 0 ¢ �/C(� ¢ � w s ~ I- er u • • V W W W [�[D� �j 2 2 N N N > a O _ rj y c • • C D C A F•: 0 C D C;'I_•na: Parkwav and Rahling Road SIGNAL E E C D C Chenal Parkw ay and LaGrande Dr./Arkansas Systems Dr SIGNAL D D D E D E D C A E B A C Chenal Flarkway and Kanis Road (West) SIGNAL E C TD A B A B Chenal Parkw ay and Kirk Road I SIGNAL L E I C A F E A D D D E D D C Chenal Parkway and Kanis Road (East) SIGNAL E E A D B B D D C DMAIJ C Chenal Parkw ay and Wellington His Road SIGNAL C A A E C C D E D D C Kanis Road (East) and Wellington [fills Road SIGNAL A A A A CWellington [fills Road and Wellington Village Road SIGNAL B B A A AA Kirk Road and Wellington FBlls Rd /Arkansas Systems Dr RDBT ,. A A A A A A A A A Kirk Road and Wellington Village Road SIGN' E B A B A Rahling Road and Champlin Drive SIGNAL F D A D B C C C E En/a Kirk Road and Pride Valley Road SIGN A A A A C A Roundabout could be considered for this intersection Table 2 - Level of Service Summary - Projected Future 10 -Year Traffic Conditions ['ETERS & ASSOCIATES E 'CIV k: k:k5, INC. IJ, Page 10 As indicated in Table 2, the overall intersection LOS for each study intersection is projected to operated at what calculates as LOS "D" or better during the worst-case PM peak hour projected traffic conditions. Although the over- all intersection LOS is projected to be "D" or better for each intersection studied, there are some vehicle move- ments (even with major roadway improvements at some intersections such as three thru lanes, dual left -turn lanes, dual right -turn lanes) expected to operate at what calcu- lates at worse than LOS "D" during the worst-case PM peak hour. These projected results for full -build traffic operating conditions at the Chenal Parkway intersections are not inconsistent with results from a previous study (Chenal Parkway Corridor Traffic Study dated January, 1995) conducted for the City of Little Rock by this consult- ant for future full -build traffic conditions. Schematic diagrams of the lane geometry used for analy- sis of projected traffic conditions for each of the study in- tersections is included in the Appendix of this report. PETERS & ASSOCIATES ENGINEERS, INC, Page 11 PETERS & ASSOCIATES Findings of this study are summarized as follows: Analysis for future 10 -year projected traffic conditions was conducted (includes full build -out of undeveloped tracts in the vicinity). The overall intersection LOS for the intersections studied for future 10 -year projected traffic conditions are projected to operate at what cal- culates as an acceptable LOS "D" or better for the worst-case PM peak hour for projected traffic condi- tions with the roadway network lane geometry de- picted in the Appendix of this report. Although the overall intersection LOS is projected to be "M or better for each intersection studied, there are some vehicle movements (even with major road- way improvements) expected to operate at what cal- culates at worse than LOS "M during the worst-case PM peak hour. The following intersections, within the bounds of the developer's property, are projected to operate at ac- ceptable traffic operating conditions at full develop- ment: Wellington Hills Road and Wellington Village Road Kirk Road and Wellington Hills Road / Arkansas Systems Drive Kirk Road and Wellington Village Road. The intersection of Kirk Road and Wellington Hills Road / Arkansas Systems Drive is projected to oper- ate at very acceptable levels of traffic conditions, con- figured as a roundabout. Page 12 0 1 PETERS & ASSOCIATES F'NMNFEHS, IV''. w x w PETERS & ASSOCIATES ENGINEEKS, IVI: rr1 PETERS & ASSOCIATES 'f ENGINEERS, INC. P1180 Little Rock. Arkansas TRACT REFERENCE PROPOSED APPROXIMATE • USE SIZE 24-HOUR TWO-WAY• WEEKDAYVOLUME VOLUME Tract 1 Church 50 Acres 2,733 102 96 Tract 2 Retail Commercial 209,000 S.F. General Office 209,000 S.F. 8,974 2,301 376 52 408 259 Tract 3 Single Family Detached Housing 84 Lots 804 54 31 Tract 4 Single Family Detached Housing 20 Lots 191 13 7 Tract 5 Retail Neighbornood Commercial 48,000 S.F. 2,061 86 94 Tract 6 Retail Commercial (Auto Dealership) 64,000 S.F. 2,134 66 103 Tract 7 General Office 100,600 S.F. 1,108 25 125 Tract 8 Retail Commercial (Auto Dealership) 42,000 S.F. 1,400 43 68 Tract 9 Retail Commercial 63,600 S.F. 2,731 114 124 Tract 10 Retail Commercial 87,000 S.F. 3,736 157 170 Tract 11 Retail Commercial 24,000 S.F. 1,031 43 47 Tract 12 General Office 24,600 S.F. 271 6 31 Tract 13 Retail Commercial 124,000 S.F. 5,325 223 242 Tract 14 Retail Commercial 68,400 S.F. 2,937 123 133 'Tract 15 Retail Commercial 180,000 S.F. 7,729 324 351 Tract 16 Public Institution 86,000 S.F. 783 29 28 'Tract 17 Retail Commercial 145,000 S.F. 6,226 261 283 'Tract 18 Multi -Family Attached Units 120 Units 806 48 26 Tract 19 Multi -Family Attached Units 120 Units 806 48 26 'Tract 20 Multi -Family Attached Units 176 Units 1,183 70 39 Tract 21 Retail Commercial 113,000 S.F. General Office 113,000 S.F. 4,842 1,244 203 28 220 140 'Tract 22 General Office 45,000 S.F. 495 11 56 Tract 23 Retail Commercial 503,388 S.F. 21,615 906 982 Tract 24 General Office 111,000 S.F. 1,222 28 138 'Tract 25 Single Family Detached Housing 18 Lots 172 12 7 Tract 26 Retail Commercial 111,500 S.F. 4,788 201 217 'Tract 27 Retail Commercial 74,000 S.F. 3,178 133 144 'Tract 28 Retail Commercial 30,000 S.F. 1,288 54 59 Tract 29 General Office 212,000 S.F. 2,334 53 263 'Tract 30 Multi -Family Attached Units 248 Units 4 1,667 99 55 'Tract 31 Multi -Family Attached Units 152 Units 1,021 61 33 'Tract 32 Retail Commercial 29,000 S.F. General Office 29,000 S.F. 1,245 319 52 7 57 36 Tract 33 Retail Neighbornood Commercial 18,000 S.F. 773 32 35 Tract 34 Retail Commercial 25,000 S.F. General Office 25,000 S.F. 1,074 275 45 6 49 31 'Tract 35 Single Family Detached Housing 20 Lots 191 13 7 'Tract 36 Single Family Detached Housing 108 Lots 1,034 69 40 'Tract 37 General Office 43,000 S.F. 473 11 53 'Tract 38 Retail Neighbornood Commercial 56,000 S.F. 2,405 101 109 Tract 39 Multi -Family Attached Units 58 Units 390 23 13 'Tract 40 General Office 100,000 S.F. 1,101 25 124 'Tract 41 Retail Commercial 164,000 S.F. 7,042 295 320 'Tract 42 General Office 218,000 S.F. 2,400 55 270 'Tract 43 Single Family Detached Housing 205 Lots 1,962 131 76 TOTALS: za TOTAL PM PEAK HOUR ENTERING + EXITING Trip Generation Summary - Development Tracts PETERS & ASSOCIATES EnawFERs. INC. w •pm( out Vt Total 17571084 2851 93 157 MTtxu WR 1 4 T North mr] Thru '0 M 1530 1471 in C TOW 39 Out Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data File Name : PM -1 PM Hour Turning Movement Count Data Site Code : 00000000 Chenal Pkwy. and Rahling Road Start Date : 02/28/2006 Little Rock, AR Page No : 1 P-1180 Grou Printed- PM Count Data Chanel Pkwy. - - - Chenal Pkwy. Rahling Rd. From East From South Thru A Total int. Tota Thru From North Left A Total Ri ht Left A Total R" hi 1.0 1.0 488 Start Time Factor 1.0 1'0 149 1.0 35 1.0 83 79 177 170 256 238 454 04:00 PM 131 118 18 14 132 29 5b 84 80 68 102 167 269 484 543 04:15 PM 04:30 PM 115 20 135 137 21 24 59 97 123 105 179 693 269 1�8 1969 04:45 PM 107 30 82 553 109 259 368 355 -- Total 471 25 78 10391 155119 246 401 333 631 580 05:00 PM 109 18 20 127 156 28 63 101 89 214 213 302 538 05:15 PM 05:30 PM 136 123 12 135 36 29 65 69 98 91 164 837 255 1291 476 2225 05:45 PM 98 25 75 123 541 118 275 393 454 Total 466 761 809 1530 2339 4194 Grand Total 937 157 1094 227 29.8 534 70 2 34.6 19.3 65.4 36.5 55.8 Apprch % 85.6 14.4 3.7 26.1 5.4 12.7 18.1 Total % 22.3 out Vt Total 17571084 2851 93 157 MTtxu WR 1 4 T North mr] Thru '0 M 1530 1471 in C TOW 39 Out Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data Chenal Pkwy. and Rahling Road Little Rock, AR P-1180 Chenal Pkwy. Rahling Rd. From North From East Di. kF Start Time Thru Left Hour Frnm 04:00 PM to 05:45 PM - Peak Intersection 04:45 PM Volume 475 80 Percent 85.6 14.4 05:00 Volume 109 18 Peak Factor 05:00 PM 156 High Int. 05:15 PM 121 Volume 136 20 Peak Factor 0.860 Total Right Left I App. Total 5551 113 303 416 469 4751 80 Thru LeR 27.2 72.8 35.5 127 25 78 103 155 Co�o rnd cn — 04:45 PM 05:00 PM 156 24 97 121 155 0.889 Qftnal P 0.860 File Name : PM -1 Site Code : 00000000 Start Date : 02/28/2006 Page No :2 From Sou Thru 852 64.5 246 246 Total 1321 401 401 0.824 2292 631 0.908 Out In Total 965 F 1520 4751 80 Thru LeR CA 0 North m w 8J20=C45�.0028!20PM Co�o rnd cn — Thru AM 778 2099 VnTotal Out Qftnal P Total 1321 401 401 0.824 2292 631 0.908 Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM-LaGr Chenal Pkwy and LaGrande Dr./Ar. Systems Site Code :00000000 Little Rock, AR Start Date : 02/28/2006 P-1180 Page No :1 Groups Printed- PM Count Data Chenal Pkwy. Arkansas Systems Dr. Chenal Pkwy. La Grande Dr. From North From East From South From West App A Int. Start Time Right Thru Left Total Right ThruL(�j Total Right Thru Left Total Right Thru Left Total Total Factor 1.01.0 1.0 1.01 1.01 1.0 i 1.0 1.0 1.0 1.0 1.0 04:00 PM 0 127 2 129 3 0 .--1.0 38 41 7 221 5 233 3 0 1 4 407 04:15 PM 0 65 4 69 8 1 28 37 4 130 4 138 1 0 0 1 245 04:30 PM 0 95 8 103 12 0 57 69 3 187 7 197 1 0 3 4 373 04:45 PM 0 123 8 15 0 88 103 13_ 230 6_ 249 _ 2 0 5 7 490 _ Total 0 410 22 _131 432 38 1 211 250 27 768 22 817. 7 0 9 16 1515 05:00 PM 1 155 10 166 38 1 250 289 7 231 18 256 33 5 18 56 767 05:15 PM 0 160 6 166 23 0 118 141 4 287 21 312 9 2 7 18 637 05:30 PM 3 149 3 155 13 0 73 86 7 274 9 290 11 3 6 20 551 05:45 PM 0 141 9 150 20 0 50 70 9 276 13 298 2 1 2 5 523 Total 4 605 28 637 94 1 491 586 27 1068 61 1156 55 11 33 991 2478 Grand Total 4 1015 50 1069 132 2 702 8361 54 1836 83 1973 62 11 42 115 3993 Apprch % 0.4 94.9 4.715.8 0.2 84.0 2.7 93.1 4.2 53.9 9.6 36.5 Total % 0.1 25.4 1.3 26.8 3.3 0.1 17.6 20.9. 1.4 46.0 2.1 49.4 1.6 0.3 1.1 2.9 , ena out In Total 201a1Q 3079 50 Rohl Thru LeR g O m N ? FL North N v _ 8120064: 0:00 PM �2 } r 8!2006 5:45:00 PM ro _ w J m PM Casa l7ala i "rj left Thru fTi�ht 83 1836 54 1779 1 73 3752 out In Total Ch�r'W P Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM-LaGr Chenal Pkwy and LaGrande Dr./Ar. Systems Site Code : 00000000 Little Rock, AR Start Date : 02/28/2006 P-1180 Page No : 2 Chenal Pkwy, La Grande Dr _ From South From West . Right Thru I Left App' Right Thru Left App. Int. Ri g � Total . _ g . , _Total Total Intersection Volume 05:00 PM 4 605 28 637 94 1 491 586 27 1068 61 1156 55 11 33 99 2478 Percent 0.6 95.0 4.4 16.0 0.2 83.8 2.3 92.4 5.3 55.6 11.1 33.3 05:00 1 155 10 166 38 1 250 289 7 231 18 256 33 5 18 56 767 Volume 0.808 Peak Factor 05:00 PM High Int. 05:00 PM 05:00 PM 05:15 PM Volume 1 155 10 166 38 1 250 289 4 287 21 312 33 5 18 56 Peak Factor 0.959. 0.5071 0.926 0-442 Out In Total 1195 5371832 1 605 28 g Titre Lett �f 1 4 Nor h 2a12005 5:00:00 006 5:45:00 PM PM Count Data +, T r Left Thru Ri ht 611 1061 2 1151 1166 2307 Out in Total Chanal PWN- Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data Chenal Parkway and Kanis Road (West) Little Rock, AR P-1180 Groups Printed- PM Count Data I Chenal Pkwy. Kan* Rd. Start Time I Thru I Left Factor 1.01 Page No 1.0 04:40 PM 247 67 04:15 PM 229 88 04:30 PM 256 83 04-45 PM 250 93 Total 982 331 05:00 PM 284 77 05:15 PM 280 71 05:30 PM 282 75 05:45 PM 257 81 Total 1103 304 Grand Total 2085 635 Apprch % 76.7 23.3 Total % 40.7 12.4 . Total Right I Left _ App. Total Right I : 00000000 1.0 1.0 Page No 1.0 314 37 9 46, 25 317 35 8 43 31 339 39 5 44 17 343 42 547 797 18 1313 153 27 180 91 361 41 8 49 40 351 44 9 53 41 357 36 4 40 22 338 37 8 45 16 14071 158 29 187 119 27201 311 56 367 210 84.7 15.3 10.3 53.1 6.1 1.1 7.2 4.1 File Name : PM -Kan -W Site Code : 00000000 Start Date : 03/21/2006 Page No : 1 :henal Pkwy. From West Thru A p. Total Int. Total 1.0 213 238 598 188 219 579 210 227 610 186 204 594 797 888 2381 351 391 801 267 308 712 229 251 648 177 193 576 1024 1143 2737 1821 2031 5118 89.7 35.6 39.7. No T A North in a c 112006 4:00:00 r 3 712005 5:45:00 PM 5� PM Count Data ON CD Wd N Left Ri m 56 311 845 1212 Out In Total Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Kan -W Chenal Parkway and Kanis Road (West) Site Code : 00000000 Little Rock, AR Start Date : 03/21/2006 P-1180 Page No : 2 Chenal Pkwy. Kanis Rd. Chenal Pkwy. From East From South From West Start Time Thru Left A . Total Ri ht Left A Total Right Thru A Total Int. Total Peak Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersection 04:45 PM Volume 1096 316 1412 163 26 189 121 1033 1154 2755 Percent 77.6 22.4 86.2 13.8 10.5 8 49 40 89.5 351 391 801 05:00 Volume 284 77 361 41 0.860 Peak Factor High Int. 05:00 PM 05:15 PM 05:00 PM Volume 284 77 361 44 9 53 40 351 391 Peak Factor 0.978 0.892 0.738. mr �0 6, W � North Fs] c r 121720064-45:00 PM X13 2172006 5:30:00 PM r " o PM Count 099 a � om Ern - Left R ht 26 163 437 16A 626 Out In Total Kam Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Kirk Chenal Pkwy. and Kirk Road Site Code : 00000000 Little Rock, AR Start Date : 03/02/2006 P-1180 Page No : 1 Groups Printed- PM Count Data Kirk Rd. Chenal Pkwy. Chenal Pkwy. From North From East From West Start Time Ri ht Left I App. Total Right Thru I Le p. Total Thru I Left A p. Total Int. Total Factor 1.0 1.01 1.0 1.01 1.01 1.01 1.0 04:00 PM 1 2 3 9 288 0 297 217 8 225 525 04:15 PM 4 4 8 16 295 1 312 211 7 218 538 04:30 PM 3 10 13 8 236 5 249 220 14 234 496 04:45 PM 3 4 7 11 340 3 354 279 7 286 647 Total 11 20 39 1 44 1159 9 1212 927 36 9631 2206 05:00 PM 2 11 13114 339 2 355 455 13 468 836 05:15 PM 1 3 4 3 349 1 353 315 3 318 675 05:30 PM 1 5 6 5 333 0 338 235 13 248 592 05:45 PM 1 5 6 11 263 0 274 190 12 202 482 Total 5 24 29 33 1284 3 1320 1195 41 1236 2585 Grand Total 16 44 60 77 2443 12 2532 I 2122 77 2199 4791 Apprch % 26.7 73.3 3.0 96.5 0.5 96.5 3.5 Total % 0.3 0.9 1.3 1.6 51.0 0.3 52.8 44.3 1.6 45.9 KIM ma. out In Total 154 60 214 16 44 it Left 0 1I N 0 � V I a) North r -co m N _ a c 2008 4:00:00 M c 212006 5:45:00 PM N �_� o N w � PM Count Data 0 n�i rn— Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Kirk Chenal Pkwy. and Kirk Road Site Code : 00000000 Little Rock, AR Start Date : 03/02/2006 P-1180 Page No :2 Kirk Rd. Chenal Pkwy. Chenal Pkwy. From North From East Start Time I Right Left App. Total Right! Thru LeftT App. Total.j. Thru From West Left_ App. Total Int. Total Peak Flour From 04:Ej0 PM to 05:45 PM - Peak 1 of 1 Intersection 04:45 PM Volume 7 23 30 33 1361 6 1400 1284 36 1320 2750 Percent 23.3 76.7 2.4 97.2 0.4 97.3 2.7 05:00 Volume 2 11 13 14 339 2 355 455 13 468 836 Peak Factor 0'822 High Int. 05:00 PM 05:00 PM 05:00 PM Volume 2 11 13 14 339 2 355 455 13 468 Peak Factor 0.577 0.986 0.705 Kirk Rd. Out In Total F__6_91 43D 1 99 231 F;U ell It L mm >0 N mi North N Jw M 4.45:00 PMS w 3 cE 2D06 5:30:00 PM w A Fcol �— t— L) -5 PM Count Data ro o 011 �� Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Kan -E Chenal Pkwy and Kanis Rd. (East)/Church Site Code : 00000000 Little Roack, AR Start Date : 03/07/2006 P-1180 Page No : 1 Grou Printed- PM Count Data - 04:00 PM 2 2 0 4 1 209 37 247 2 0 68 701 57 181 3 241 562 04:15 PM 1 0 1 2 12 216 43 271 4 0 61 65' 42 165 2 209 547 04:30 PM 0 0 1 1 1 230 37 268 6 0 79 85 37 205 0 242 596 _04:45 PM 0 0 2 2 2 293 40 335 _ 9 0 82 _ 91 _52 206 0 _258_ 686 Total 3 2 4 9 16 948 157 1121 21 0 290 311 188 757 5 950 2391 05:00 PM 0 0 1 1 0 261 44 305 8 0 106 114' 118 351 7 4761 896 05:15 PM 1 0 1 2 2 267 25 294 6 0 106 112 63 263 7 333 741 05:30 PM 0 0 1 1 1 263 39 303 7 0 76 83 51 245 1 297 684 05:45 PM 0 0 2 2 1 287 29 317 7 1 83 91 1 51 212 0 2631 673 3 Total 1 0 5 6 4 1078 137 1219 28 1 71 4001 283 1071 15 13691 2994 Grand Total 4 2 9 15 20 2026 294 2340 49 1 661 711 471 1828 20 2319 5385 Apprch % 26.7 13.3 60.0 I 0.9 86.6 12.6 6.9 0.1 93.0 20.3 78.8 0.9 Total % 0.1 0.0 0.2 0.3 0.4 37.6 5.5 43.5 0.9 0.0 12.3 13.2 8.7 33.9 0.4 43.1 MO I Out In Total i 41M15F--5-61d Right Thru Left 0 r6 O t-ro wMCO h n Nort a. � � m W 2 �K3 N�y o c n % � 12006 :00:00 �2 N ' m 12006 5:45:00 PM 67 r r O PM r•011flt Data�� W N N R �1 T _ LeftVhruPj,h6fi76778 Out In Total Kods Rd. Mastl Church Access Chenal Pkwy. Kanis Rd. (East) Chenal Pkwy. From North From East From South From West Start Time Right Thru Left Ap Right Thru Left APPRight Thru Left App Right Thru Left App. Total Int. Total Total Total Total Factor 101 1.0 1.0 1.0 1.0 1.0 1.0 ! 1.0- 1.0 1 1.01 1.0 1.0 04:00 PM 2 2 0 4 1 209 37 247 2 0 68 701 57 181 3 241 562 04:15 PM 1 0 1 2 12 216 43 271 4 0 61 65' 42 165 2 209 547 04:30 PM 0 0 1 1 1 230 37 268 6 0 79 85 37 205 0 242 596 _04:45 PM 0 0 2 2 2 293 40 335 _ 9 0 82 _ 91 _52 206 0 _258_ 686 Total 3 2 4 9 16 948 157 1121 21 0 290 311 188 757 5 950 2391 05:00 PM 0 0 1 1 0 261 44 305 8 0 106 114' 118 351 7 4761 896 05:15 PM 1 0 1 2 2 267 25 294 6 0 106 112 63 263 7 333 741 05:30 PM 0 0 1 1 1 263 39 303 7 0 76 83 51 245 1 297 684 05:45 PM 0 0 2 2 1 287 29 317 7 1 83 91 1 51 212 0 2631 673 3 Total 1 0 5 6 4 1078 137 1219 28 1 71 4001 283 1071 15 13691 2994 Grand Total 4 2 9 15 20 2026 294 2340 49 1 661 711 471 1828 20 2319 5385 Apprch % 26.7 13.3 60.0 I 0.9 86.6 12.6 6.9 0.1 93.0 20.3 78.8 0.9 Total % 0.1 0.0 0.2 0.3 0.4 37.6 5.5 43.5 0.9 0.0 12.3 13.2 8.7 33.9 0.4 43.1 MO I Out In Total i 41M15F--5-61d Right Thru Left 0 r6 O t-ro wMCO h n Nort a. � � m W 2 �K3 N�y o c n % � 12006 :00:00 �2 N ' m 12006 5:45:00 PM 67 r r O PM r•011flt Data�� W N N R �1 T _ LeftVhruPj,h6fi76778 Out In Total Kods Rd. Mastl Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data Chenal Pkwy and Kanis Rd. (East)/Church Little Roack, AR P-1180 File Name : PM -Kan -E Site Code : 00000000 Start Date : 03/07/2006 Page No :2 Intersection 04:45 PM Volume 1 0 5 Percent 16.7 0.0 83.3 05:00 0 0 1 Volume Peak Factor 118 351 61 5 1084 148 1237 30 0 370 0.4 87.6 12.0 7.5 0.0 92.5 1 0 261 44 305 8 0 106 High Int. 04:45 PM 04:45 PM Volume 0 0 2 2 2 293 Peak Factor 0.750 05:00 PM 40 335 8 0 106 0.923 400 284 1065 15 1364 3007 20.8 78.1 1.1 114 118 351 7 476 896 0.839 05:00 PM 114 118 351 7 476 0.877 0.716 Chtirch Access Out In Total 206 26 1 0 5 Ltt ru Lett �4 T N North � � � . a sn o o—► 12006 4:45:00 PM —23r7 ^ m 12006 5:30:00 PM 'r I � L>'5 N' PM Count Data 4-1 T r Left Thru Ri M 37p�113432832 Out In Total nts d East Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Well Chenal Parkway and Wellington Hills Road Site Code : 00000000 Little Rock, AR Start Date : 03/20/2006 Page No : 1 P-1180 Groups Printed- PM Count Data Wellington Hills Rd. Chenal Pkwy. Chenal Pkwy. Start Time From North Righti Appp. Total Ri ht From East Th App. Total From West Thru App- Total Int. Total Factor 04:00 PM 1.0 23 23 1.0 20 1.0 265 285 1.0 210 210 518 04:15 PM 20 20 27 259 286 165 165 190 471 492 04:30 PM 29 29 27 23 246 280_ 273 303 190 209 209 535 _ 04:45 PM Total 23 23 95 95 97 _ 1050 1147 774 T74 2016 05:00 PM 24 24 30 323 353 330 330 290 707 642 05:15 PM 19 19 15 28 33 305 326 333 359 290 254 254 1 628 05:30 PM 05:45 PM 15 25 25 20 290310 I_ _212 _ 212. 547 2524 Total $3 83 111 1244 13551 1086 1086 Grand Total 178 178 208 2294 2502 1860 1860 4540 Apprch % Total % 100.0 3.9 3.91 8.3 4.6 91.7 50.5 55.1 100.0 41.0 41.0 Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data Chenal Parkway and Wellington Hills Road Little Rock, AR P-1180 ru File Name : PM -Well Site Code : 00000000 Start Date : 03/20/2006 Page No : 2 Chenal Pkwy From West _ Thru App, Total Int. Total 111 Wellington Hills Rd. 1355 From North Start Time Right I kpp. Total our From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersection 05:00 PM Volume 83 83 Percent 100.0 05:00 Volume 24 24 Peak Factor High Int. 05:45 PM Volume 25 25 Peak Factor 0.830 ru File Name : PM -Well Site Code : 00000000 Start Date : 03/20/2006 Page No : 2 Chenal Pkwy From West _ Thru App, Total Int. Total 111 1244 1355 1086 1086 8.2 91.8 100.0 30 323 353 330 330 0.893 05:30 PM 05:00 PM 33 326 359 330 330 0.944 0 823 1 2524 707 Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data Wellington Hills and Wellington Village Little Rock, AR P-1180 Sta 04:00 PM 04:15 PM 04:30 PM 04:45 PM 05:00 PM 05:15 PM 05:30 PM 05:45 PM lata Grand Total Apprch % Total % 1.0 2 4 3 4 13 12 3 3 8 26 39 66.1 9.3 lington Hills Rd. From North Left 1.0 1 2 3 3 9 4 4 2 11 20 33.9 4.8 Printed- PM Count Data Wellington Village Rd. From East ht Left App File Name : PM-WVill Site Code : 00000000 Start Date : 03/20/2006 Page No : 1 Fon Hills Rd. 1 21 tal Well iVon Hills Out In Total 39 59 98 P39 2Q Thns tea 1 L+ N� h r 0x064'00:00 PM:00652:4500 PM Count Data F+ r1 F ht 27 184 177 211 388 OutIn Total Weill not Hills Rd. 1.0 1.0 L 1.01 1.01 1 3 1 21 22 18 1 19 44 6 1 17 18 21 2 23 47 6 3 23 26 26 7 33 65 7 1 19 20 21 3 24 51 22 6 80 86 86 13 99 207 161 1 11 12 26 1 27 55 7 2 15 17 28 4 32 56 91 5 1 15 16 25 5 30 51 9 2 17 19 19 4 23 51 _ 37 6 58 64 98 14 112 213 59 12 138 1501 184 27 211 420 8.0 92.0 87.2 12.8 14.0 2.9 32.9 35.7 43.8 6.4 50.2 Well iVon Hills Out In Total 39 59 98 P39 2Q Thns tea 1 L+ N� h r 0x064'00:00 PM:00652:4500 PM Count Data F+ r1 F ht 27 184 177 211 388 OutIn Total Weill not Hills Rd. Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM-WVill Wellington Hills and Wellington Village Site Code : 00000000 Little Rock, AR Start Date : 03/20/2006 P-1180 Page No :2 Wellington Hills Rd.wemngwn vniaye mu. •• ...• V • - From South Start Time From North Thru Left A p. Total Ri ht From East Left A . Tota Right Thru A . Total Int. Total l. )ur From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersection 04:30 PM 7 68 75, 101 15 116 227 Volume Percent 22 14 61.1 38.9 36 9.3 90.7 87.1 12.9 04:30 Volume 3 3 6 3 23 26 26 7 33 0.873 65 Peak Factor High Int. 05:00 PM 04:30 PM 04:30 PM Volume 12 4 161 3 23 26 26 7 33 0.879 Peak Factor 0.563 I 0.721 . Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Cham Rahling Road and Champlin Drive Site Code :00000000 Little Rock, AR Start Date : 03/01/2006 P-1180 Page No :1 Groups Printed- PM Count Data Church access dr. Rahling Rd. I Champlin Dr. Rahling Rd. From North From East From South From West App Api� App. Int. Start Time Right Thru Left T Pp., Right Thru Left Total Right Thru Left Total Right Thru Left Total Total �C4t41 v 04:00 PM 0 Q 7 1 0 55 1 56 2 0 2 4 5 107 1 113 17 04:15 PM 1 0 0 1 0 60 4 64 1 0 6 7 9 92 0 101 173 04:30 PM 0 0 0 0 0 66 5 71 4 0 4 8 11 79 0 90 169 04:45 PM 1 0 0 1 0 88 3 91 2 0 3 5 5 103 1 109 206 Total 2 0 1 3 0 269 13 282 9 0 15 24 30 381 2 413 722 05:00 PM 0 0 0 0 0 87 6 93 5 0 6 11 12 149 0 161 265 05:15 PM 0 0 0 0 1 84 5 90 3 0 4 7 9 139 1 149 246 05:30 PM 1 0 0 1 1 68 4 73 3 0 5 8 11 112 1 124 206 _05:45 PM_ 0 0 0 0 2 65 2 69 3 0 2 5 10 72 0 82. 156 Total 1 0 0 1 4 304 17 325 14 0 17 31 42 472 2 516 873 Grand Total 3 0 1 4 4 573 30 607 23 0 32 55 72 853 4 9291 1595 Apprch % 75.0 0.0 25.0 0.7 94.4 4.9 41.8 0.0 58.2 7.8 91.8 0.4 Total % 0.2 0.0 0.1 0.3. 0.3 35.9 1.9 38.1 1.4 0.0 2.0 3.4 I 4.5 53.5 0.3 58.2 F BCGCSS f. Out In Total ® 4F-1 2 3 0 1 F;U IN Thru Left 4 n 1 4 ~� Nolrth a J m Q1 112006 4:00:00 PM 112006 5:45:00 PM N Co ~ PM C.6lR1t Data W �o Om mN A - Left Thru RigLeft 32 0 23 102 157 Out In Total Peters & Associates Engineers, Inc. Peak Hours Turning Movement Count Data PM Hour Turning Movement Count Data File Name : PM -Cham Rahling Road and Champlin Drive Site Code : 00000000 Little Rock, AR Start Date : 03/01/2006 P-1180 Page No :2 Rahling Rd Champlin Dr. Rahling Rd. Church access dr. From North From East From South From West Start Time Right Thru Left App' Right Thru Left PP Right Thru Left Total Right Thru Left Total Total Total TotaIpp.l , _ _. Peak Hour From 0400 PM to 05:45 PM • Peak 1 of 1 Intersection 04:45 PM 18 3471 13 0 18 31 37 503 3 543 923 Volume 2 0 0 2 2 327 Percent 100. 0.0 0.0 0.6 94.2 5.2 41.9 0 0 58.1 6.8 92.6 0.6 05:00 0 0 0 0 0 87 6 93 5 0 6 11 12 149 0 161 265 Volume 0.871 Peak Factor High Int. 04:45 PM 05:00 PM 05:00 PM 05:00 PM 0 161 Volume , 1 0 0 1 0 87 6 93 5 0 6 11 12 149 0.843 Peak Factor 0.5001 0.933 0.705 PETERS & ASSOCIATES ENGINEERS, INC. po,ao r pm( M AJ �1 Page 1 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Timing Plan: PM Peak Hour Queues 2: Rahling Road & Chenal Parkway 1I4/3/2006 Lane Group EBL EBT EBR WBL WBT WBR NBL NEST NBR SBL SBT SBR Lane Group Flow (vph) 261 326 185 808 441 568 179 1899 823 315 1255 185 v/c Ratio 4.68 0.74 0.33 4.94 0.47 0.55 0.27 0.95 0.43 0.92 0.82 0.26 Control Delay 60.3 61.8 30.0 55.9 32.4 15.7 42.5 34.0 2.5 85.5 43.4 5.7 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 60.3 61.6 30.0 55.9 32.4 15.7 42.5 34.0 2.5 85.5 43.4 5.7 Queue Length 50th (ft) 100 128 96 327 122 117 68 527 19 126 330 21 Queue Length 95th (ft) 145 180 175 #443 158 98 m83 #636 m33 #212 350 45 Internal Link Dist (ft) 456 430 1387 1433 Turn gay Length (ft) 204 200 200 200 200 200 200 200 Base Capacity (vph) 429 472 558 862 930 1030 652 1992 1901 343 2034 732 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 0.61 0.69 0.33 0.94 0.47 0.55 0.27 0.95 0.43 0.92 0.62 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. ML= Queue shown is maximum after two cycles. •- Volume for 95th percentile queue is metered by upstream signal. Page 1 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis 2: Rahling Road & Chenal Parkway 240 300 Timing Plan: PM Peak Hour 743 406 523 165 1747 -+-- 290 1155 t Peak -hour factor, PHF 0.92 1I4/3/2006 i 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 261 326 185 Movement EBL EBT EBR WBL WBT WSR NBL NBT NBR SBL SST SSR Lane Configurations 1) ft r M ft er M W rr )) ttt 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. Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 0.88 0.97 0.91 0.88 0.97 0.91 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) 3433 3539 1583 3433 3539 2787 3433 5085 2787 3433 5085 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.06 0.95 1.00 1.00 Satd. Flow (oerm) 3433 3539 1583 3433 3539 2787 3433 5085 2787 3433 5085 1583 Volume (vph) 240 300 170 743 406 523 165 1747 757 290 1155 170 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) 261 326 185 808 441 568 179 1899 823 315 1255 185 RTOR Reduction (vph) 0 0 9 0 0 19 0 0 19 0 0 58 Lane Group Flow (vph) 261 326 176 808 441 549 179 1899 804 315 1255 127 Turn Type Prot 1.00 pm+ov Prot 0.81 pm+ov Prot 0.75 pm+ov Prot pm+ov Protected Phases 7 4 5 3 8 1 5 2 3 1 6 7 Permitted Phases 55.8 57.4 4 53.6 30.5 8 40.0 33.4 2 82.0 43.8 6 Actuated Green, G (s) 13.5 14.0 37.7 30.1 31.5 43.5 22.8 47,0. 77.1 19.0 36.2 49.7 Effective Green, g (s) 13.5 14.9 37.7 30.1 31.5 43.5 22.8 47.0 77.1 -.0 36.2 49.7 Actuated g/C Ratio 0.11 0.12 0.31 0.25 0.26 0.36 0.19 0.39 0.64 0.10 O30 0.41 Clearance 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 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) 386 439 550 861 929 1 110 652 1992 1884 343 1534 656 v/s Ratio Prot 0.08 c0.09 0.06 c0.24 0.12 0.05 0,05 c0.37 0.11 c0.09 0.25 0.02 v/s Ratio Perm 0.05 0.14 0.18 0.06 v/6Ratio 0.68 0.74 0.32 0'94 0.47 0.54 0.27 0.95 0.43 0.92 0.82 0.19 Uniform Delay, d1 51.2 50.7 31.4 44.0 37.3 30A 41.5 35.4 10.6 53.5 38.8 22.4 Progression Factor 1.00 1.00 1.00 0.83 0.81 0.70 0.96 0.75 0.2 Incremental Delay, d2 4.6 6.7 0.3 17.0 0.4 0.6 0.1 6.9 0.1 28.5 5.0 0.1 Delay (s) 55.8 57.4 31.7 53.6 30.5 21.7 40.0 33.4 2.8 82.0 43.8 22.5 Level of Service EE C D C C D C A F D C Approach Delay (s) -11 50.7 38.0 25.1 48.4 Approach LOS D D C D Intersection Summa HCM Average Control Delay 36.7 HCM Level of Service D HCM Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16-0 Intersection Capacity Utilization 84.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Page 2 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 5: ARS stems Drive & Chenal Parkway *-- 4\ t 14/3/2006 --. 'r Lane Group EBL EBT EBR WSL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 182 207 324 560 262 421 316 2313 252 161 2054 108 We Ratio 0.29 0.58 0.47 0.84 0.65 0.81 0.85 0.90 0.22 0.72 0.88 0.10 Control Delay 43.6 57.6 39.7 58.4 58.4 38.5 64.2 27.3 2.1 74.4 14.7 0.1 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 43.6 57.6 39.7 58.4 58.4 38.5 64.2 27.3 2.1 74.4 14.7 0.1 Queue Length 50th (ft) 61 82 118 210 103 111 124 603 19 62 287 0 Queue Length 95th (ft) 99 119 162 9311 144 154 mffl91 661 m28 m76 m372 m0 Internal Link Dist (ft) 226 219 1598 659 Turn Bay Length (ft) 200 200 200 200 200 200 200 200 Base Capacitytvph) 628 472 686 683 796 519 373 2568 1146 223 2347 1101 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 We Ratio 0.29 0.44 0.47 0.82 0.33 0.81 0.85 0.90 0.22 0.72 0.88 0.10 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 upstrear.- - na1. Page 3 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 5: ARS stems Drive & Chenal Parkway 4/3/2006 ��r.nr cow niai sncrr 1A/MQ' UM_1 MIRT NRR qR1 SRT 3K Lane Configurations Ai) ♦T FF 11 TT rr 1171 TTT p 19 TTT [' 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 0.97 0.95 0.88 0.97 0.95 0.88 0.97 0.91 1.00 0.97 0.91 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) 3433 3539 2787 3433 3539 2787 3433 5085 1583 3433 5085 1583 Flt Permitted 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 (perm) 3433 3539 2787 3433 3539 2787 3433 5085 1583 3433 5085 1583 Volume (vph) 167 190 298 515 241 387 291 2128 232 148 1890 99 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) 182 207 324 560 262 421 316 2313 252 161 2054 108 RTOR Reduction (vph) 0 0 8 0 0 21 0 0 32 0 0 32 Lane Group Flow (vph) 182 207 316 560 262 400 316 2313 220 161 2054 76 Turn Type Prot pm+ov Prot pm+ov Prot pm+ov Prot pm+ov Protected Phases 7 4 5 3 8 1 5 2 3 1 6 7 Permitted Phases 4 8 2 6 Actuated Green, G (s) 21.9 12.2 25.2 23.4 13.7 21 5 13.0 60.6 84.0 7.8 55.4 77.3 Effective Green, g (s) 2'. 12.2 25.2 23.4 13.7 21.5 13.0 60.6 84.0 7.8 55.4 77.3 Actuated g/C Ratio 0.16 0.10 0.21 0.19 0.11 0.18 0.11 0.61 0.70 0.06 0.46 0.64 Clearance 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 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) 627 360 678 669 404 499 372 2568 1108 223 2348 1072 v/s Ratio Prot 0.05 0.06 0.05 c0.16 0.07 c0.05 0.09 c0.45 0.04 0.05 c0.40 0.01 v/s Ratio Perm 0.06 0.09 0.10 0.04 v/c Ratio 0.29 0.57 0.47 0.84 0.65 0.80 0.85 0.90 0.20 0.72 0.87 0.07 Uniform Delay, d1 42.3 51.4 41.5 46.5 50.8 47.2 52.5 27.0 6.3 55.4 29.2 8.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.82 0.93 1.15 0.37 0.01 Incremental Delay, d2 0.3 2.2 0.5 9.0 3.6 9.0 12.6 4.3 0.1 6.6 3.0 0.0 Delay (s) 42.6 53.6 42.0 55.4 54.4 56.3 60.2 26.5 5.9 69.7 13.9 0.1 Level of Service ❑ D D E D E E C A E B A Approach Delay (s) 45.5 55.5 28.4 17.1 Approach LOS D E C B Intersection Summary HCM Average Control Delay 31.1 HCM Level of Service C HCM Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 78.6% ICU Level of Service R Analysis Period (min) 15 c Critical Lane Group Page 4 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 9: Rahling Road & Kirk Road 4/3/2006 --O� -,* .0-- t II t Lane Group ESL EBT EBR WBL VVBT NBL NBT NBR SBT Lane Group Flow (vph) 7 1254 453 471 930 367 224 219 9 v/c Ratio 0.12 4.85 0.21 0.83 ..0.44 0.36 0.37 0.36 0.10 Control Delay 60.2 34.5 0.4 62.1 13.9 35.4 7.1 '0.0 6.7 45.0 Queue Delay " X0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.2 34.5 0.4 62.1 13.9 35.4 7.1 6.7 45.0 Queue Length 50th (ft) '0 455 0 181 180 113 3 0 4 Queue Length 95th (ft) m11 m554 m5 242 268 178 72 67 21 Internal Link Dist (ft) - 879 950 327 Turn Bay 11 Length (ft) 200 200 200 200 Base Capacity (vph) 59 1475 2204 601 2126 1031 606 605 234 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 4 Reduced We Ratio 0.12 0.85 0.21 0.78 0.44 0.36 0.37 0.36 0,04 intersection Summary - rn volume for 95th percentile queue is metered by upstream signal. Page 5 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 9: Rahling Road & Kirk Road 4/3/2006 -- 4\ Movement ESL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SB . Lane Configurations Tt rr tT+ r + Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.04.0 4.0 4.0 4.0 4.0 4.0 Lane Utd. Factor 1.00 0.95 0.88 0.97 0.9 1.5 0.97 0.95 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85 0.85 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1770 3539 2787 3433 3537 3433 1510 1504 1732 Flt Permitted 0.95 1.60 1.00 0.95 1.00 0.95 1,00 1.00 0.99 Satd. Flow (perm) 1770 3539 2787 3433 3537 3433 1510 1504 1732 Volume (vph) 6 1154 417 433 852 4 338 5 403 2 3 4 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) 7 1254 483 471 926 4 367 5 438 2 3 4 RTOR Reduction (vph) 0 0 152 0 0 0 0 153 153 0 4 0 Lane Group Flow (vph) 7 1254 301 471 930 0 367 71 66 0 5 0 Turn Type Prot pm+ov Prot Split Perm Split Protected Phases 5 2 8 1 6 8 8 4 4 f Permitted Phases Actuated Green,'G (s) 0.8 43.7 2 79.7 22.9 65.8 36.0 36.0 8 36.0 Effective Green, g (s) 0.8 43.7 79.7 22.9 65.8 36.0 36.0 -3& 1.4 Actuated g/C Ratio 0.01 0.36 0.66 0.19 0.55 0.30 0.30 0.30 0.01 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 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) 12 1289 1944 655 1939 1030 453 451 20 v/s Ratio Prot 0.00 c0.35 0.08 c0.14 0.26 c0.11 0.05 c0.00 v/s Ratio Perm0.06 0.04 v/c Ratio ' 0.58 _ 0.97 0.15 0.72 0.48 0.36 0.16 0.15 0.25 Uniform Delay, dl 59.4 37.6 7.5 45.5 16.6 32.9 30.8 30.7 58.8 Progression Factor 1.00 0.90 0.34 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 50.0 17.7 0.1 3.8 0.9 1.0 0.7 0.7 6.6 Delay (s) 109.4 51.6 2.7 49.3 17.5 33.9 31.6 31.4 65.3 Level of Service F D A D B C C C E Approach Delay (s) 38.9 28.2 3.16 65.3 Approach LOS D C C E Intersection Summary HCM Average Control Delay 33.8 HCM Level of Service C HCM Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 70.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Page 6 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Unsignalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 12: Wellington Villa 2e & Kirk Road 4/3/2006 t 1wt II Movement WBL WBR NBT NBR SBL SST Lane Configurations iN tT* t+ Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 25 20 670 140 75 640 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 27 22 728 152 82 696 Pedestrians Lane Width (ft) WalkingSpeed (ft/s) Percent Blockage Right turn flare (veh) Median type None ' Median storage veh) Upstream signal (ft) 119r pX, platoon unblocked vC, conflicting volume 1315 440 880 vC1, stage 1 conf vol vC2, stage 2 conf vol - vCu, unblocked vol 1315 440 F= tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3 5 3.3 2.2 p0 queue free % 80 96 89 cM capacity (veh/h) 'i a3 565 763 Direction, Lane # WB 1 WB 2 NB 1 N92 SBI SB 2 SB 3 Volume Total 27 22 486 395 82 348 348 Volume Left 27 4 0 0 82 0 0 Volume Right 0 22 0 152 0 0 0 cSH133 565 1700 1700 763 1700 1700 Volume to Capacity 0.20 0.04 0.29 0.23 0.11 0.24 0.20 Queue Length 95th (ft) 18 3 0 0 9 0 0 Control Delay (s) 38.8 11.6 0.0 0.0 10.3 0.0 0.0 Lane LOS E B B Approach Delay (s) 26.7 0.0 1. Approach LOS D Intersection Summary - Average Delay 1.3 Intersection Capacity Utilization 40.5% ICU Level of Service Analysis Period (min) 15 Page 7 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 21: Wellington Village & Wellington Hills 4/3/2006 I I i bane Group WBL WBR NBT (SBR SSL SST Lane Group Flow (vph) 166 84 554 251 118 747 v/c Ratio 0.40 0.19 0.33 0.20 0.22 0.35 Control Delay 15.2 5.1 10.6 0.$ 7.5 5.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 15.2 5.1 10.6 0.8 7.5 5.8 Queue Length 50th (ft) 29 0 48 0 9 36 Queue Length 95th (ft) 75 23 100 10 34 89 Internal Link Dist (ft) 185 762 337 Turn Bay Length (ft) 150 200 200 Base Capacity (vph) 781 746 2105 1269 758 2692 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 0.21 0.11 0.26 0.20 0.16 0.28 Ifin-tersection Summary Page 9 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 21: Wellin ton Village & Wellington Hills 4/3/2006 Ir t # Movement VVBL WBR NBT NBR SBL SBT Lane Configurations if tt F Vi tt Ideal Now {vphpi) 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 0.95 1.00 1.00 0-9 Frt 1.00 0.85 1.00 0.85 1.00 1.00 Flt Protected 0.95 1.00 1.00 1.00 0.95 1 M Satd. Flow (prot) 1770 1583 3539 1583 1770 3539 Flt Permitted 0.95 1.00 1,00 1.00 0.43 1.00 Satd. Flow (perm) 1770 1583 3539 1583 806 3539 Volume (vph) 153 77 510 231 109 687 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 166 84 554 251 118 747 RTOR Reduction (vph) 0 67 0 91 0 0 Lane Group Flow (vph) 166 17 554 160 118 747 Turn Type Perm pm+ov pm+pt Protected Phases 8 2 8 1 6 Permitted Phases 8 2 6 Actuated Green, G (s) 8.6 8.6 18.0 26.6 25.1 25.1 Effective Green, g (s) 8.6 8.6 18.0 26.6 25.1 25A Actuated g/C Ratio 0.21 0.21 0.43 0.64 0.60 0.60 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 365 326 1528 1162 557 2130 vis Ratio Prot c0.09 0.16 0,03 0.02 c0.21 vis Ratio Perm 0.01 0.07 0.11 vlc Ratio 0,45 0,05 0.36 0.14 0.21 0,35 Uniform Delay, d1 14.5 13.3 8.0 3.0 4.1 4.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.1 0.1 0.1 0.2 0.1 Delay (s) 15.4 13A 8.1 11 '4.3 4.3 Level of Service B B A A A A Approach Delay (s) 14.7 6.5 4.3 Approach LOS B A A Cit. 'ori Sti1 ,rs_ HCM Average Control Delay 6.6 HCM Level of Service A HCM Volume to Capacity ratio 0.38 Actuated Cycle Length (s) 41.7 Sum of lost time (5) 8.0 Intersection Capacity Utilization 38.6% ICU Level of Service Analysis Period (min) 15 c Critical Lane Group Page 10 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 23: Chenal Parkway & Wellington Hills -,* I * 14/3/2006 t -V --ii. Lane Group EBL EBT EBR VVBL WBT WBR NBL NBT NBR SBL SBT S.BB Lane Group Flow (vph) 152 2126 7176 2167 599 109 174 65 435 310 313 v/c Ratio 0.51- 0.76 0.08 0.58 0.82 0.62 0.56 0.54 b.32 0.74 0.57 0.83 Control Delay 25.0 1.9 0.0 71.5 28.3 12.8 62.8 57.7 15.8 54.8 50.6 41.0 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 25.0 1.9 0.0 71.5 28.3 12.8 62.8 57.7 15.8 54.8 50.6 41.0 Queue Length 50th (fit) ..,_ 54 11 0 57 473 141 82 68 1 167 118 116 Queue Length 95th (ft) m54 m14 m0 #119 611 290 #153 104 43 215 154 211 Internal Link hist (ft) 757 664 _ 314 404 Turn Bay Length (ft) 200 150 200 150 150 150 150 150 Base Capacity (voh) 9'00 2782 883 140 2628 966 194 531 293 627 767 470 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.76 0.08 0.54 0.82 0.62 0.58 0.33 0.22 0.69 0.4 Intersection Surnmary # 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 11 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 23: Chenal Parkway & Wellington Hills 4/3/2006 Intersection Summary HCM Average Control Delay 24.6 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) *-- Intersection Capacity Utilization 71.9% ICU Level of Service C t 15 " t lN. Movement EBL EBT EER WBL WBT WBR NBL NBT NBR SSL SBT SBR Lane Configurations )) +t+ r ) +++ r tt r tt 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 0.97 0.91 1,00 1.00 0.91 1.00 1.00 0.95 1.00 0.97 0.95 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) 3433 5085 1583 1770 5085 1583 1770 3539 1583 3433 3539 1583 At Permitted 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 (perm) 3433 5085 1583 1770 5085 1583 1770 3539 1583 3433 3539 1583 Volume (vph) 140 1956 65 70 1994 551 100 160 60 400 285 288 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) 152 2126 71 76 2167 599 109 174 65 435 310 313 RTOR Reduction (vph) 0 0 16 0 0 148 0 0 60 0 0 138 Lane Group Flaw (vph) 152 2126 55 76 2167 451 109 174 5 435 310 175 Turn Type Prot Perm Prot Perm Prot Perm Prot Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 11.3 65.7 65.7 7.6 62.0 62.0 13.2 10.1 10.1 20.6 17.5 17.5 Effective Green, g (s) 11.3 65.7 65.7 7.6 "2.0 62.0 13.2 10.1 10.1 20.6 17.5 17.5 Actuated g/C Ratio 0.09 0.55 0.55 0.06 0.52 0.52 0.11 0.08 0.08 0.17 0.15 0.15 Clearance 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 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) 323 2784 867 112 2627 818 195 298 133 589 516 231 v/s Ratio Prot 0.04 c0.42 0.04 c0.43 0.06 0.05 c0.13 0.09 v/s Ratio Perm 0.03 0.28 0.00 c0.11 v/c Ratio 0.47 0.76 0.06 0.68 0.82 0.55 0.56 0.58 0.04 0.74 0.60 0.76 Uniform Delay, dl 51.5 21.1 12.7 55.0 24.4 19.6 50.6 52.9 50.5 47.1 48.0 49.2 Progression Factor 0.42 0.05 0.00 1.00 1.00 1.00 1.01 0.99 0.97 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.3 0.0 15.1 2.2 0.8 3.4 8.1 0.6 4.8 5.1 20.4 Delay (s) 22.1 1.4 0.0 70.1 26.7 20.4 54.4 60.6 49.8 52.0 53.1 69.6 Level of Service C A A E C C D E D ❑ D E Approach Delay (s) 2.7 26.5 56.6 57.5 Approach LOS A C E E Intersection Summary HCM Average Control Delay 24.6 HCM Level of Service C HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.9% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Page 12 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 25: Kanis Rd. & Wellington Hills 4/3/2006 *--- 1.VJ Lane Group WBR WBR2 $BL SBR SEL2 SEL Lane Group Flow (vph) 728 163 266 16 23 761 v/c Ratio 0.34 0.13 0.58 0.07 0.05 0-28 Control Delay 5.8 1.2 26.4 5.8 1.9 1.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 , Total Delay 5.8 1.2 25.4 5.8 1.9 1.8 Queue Length 50th (ft) 74 0 36 0 2 35 Queue Length 95th (ft) 161 21 60 m1 m5 m58 Iritarnai Link Dist (ft) 749 287 421 Turn Bay Length (ft) 200 200 200 200 200 Base Capacity (vph) 2135 1251 915 434 580 2746 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 T� _ Reduced vlc Ratio 0.34 013 0.29 0.04 0.04 0.28 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal - Page 13 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 25: Kanis Rd. & Wellington Hills 4/3/2006 '9- I.*J `-# -► Movement WBR WBR2 SBL SBR SEL2 SEL Lane Configurations rr r M r Ideal Flow (vphpl) 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 0.88 1.00 0.97 9.00 1.00 0.97 Frt 0.85 0.85 1.00 0.85 1.00 1.00 Flt Protected 1.00 1.00 0.95 1.00 0.95 0.95 Satd. Flow (prot) 2787 1583 3433 1583 1770 3433 Flt Permitted 1.00 1.00 0.95 1.00 0.32 0.95 Satd. Flow (perm) 2787 9583 3433 1583 596 3433 Volume (vph) 670 150 245 15 21 700 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 728 163 266 16 23 761 RTOR Reduction (vph) 0 41 0 14 0 0 Lane Group Flow (vph) 728 922 266 2 23 761 Turn Type Perm Perm pm+pt Protected Phases 6 4 5 2 Permitted Phases 6 4 2 Actuated Green, G (s) 89.5 $9.5 16.0 1'6.6 96.0 96.0 Effective Green, g (s) 89.5 89.5 16.0 16.0 96.0 96.0 Actuated g/C Ratio 0.75 0.75 0.13 0.13 0.80 U.$0 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph)2079 1181 458 211 501 2746 v/s RatioProf c0.26 c0.08 0.00 c0.22 v/s Ratio Perm 0.08 0.00 0.04 vlc Ratio- � � 0.35 _6.10' 0.58 0.01 0.D5 0-28' , Uniform Delay, d1 5.2 4.2 48.8 45.1 2.8 3.1 Progression Factor 1.00 1.00 0.45 0.28 0.55 0.48 Incremental Delay, d2 0.5 0.2 1.7 0.0 0.0 0.2 Delay (s) 5.7 4.4 23.6 12.7 1.6 1.7 Level of Service A A C B A A Approach Delay (s) 5.5 23.0 1.7 - Approach LOS A C A - Fnterse-ef on 5urnrna ry- HCM Average Control Delay 6.5 HCM Level of Service A HCM Volume to Capacity ratio 0.39 " �. N -" -- Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 33.6% ICU° Level of Service _ A' Analysis Period (min) 15 c Critical Lane Group Page 14 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 28: Chenal Parkway & Kanis Rd. * I 14/3/2006 i �# Lane Group EBL EBT EBR WBL VVBT WSR NBLWB--T NBR SBL SBT Lane Group Flow (vph) 16 2299 836 204 2385 5 397 398 60 5 4 v/c Ratio 0.27 1.00 0.35 1.02 0.91 0.01 0.76 0.76 0.11 0.06 0.05 Control Delay 54.3 43.7 0.1 95.7 16.8 9.0 44.3 44.2 11.3 55.4 45.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 OA 0.0 0.0 ao 0.0 Total Delay 54.3 43.7 0.1 95.7 16.8 9.0 44.3 44.2 11.3 55.4 45.0 Queue Length 50th (ft) 12 -684 0 -86 172 0 293 293 'f 1 4 2 Queue Length 95th (ft) m12 m#721 m0 m#122 #769 m1 #450 #450 43 17 14 Internal Link Dist (ft) 804 757 664 161 Turn Bay Length (ft) 200 200 200 200 200 200 100 Base Capacity(vph) 59 2288 2382 200 2618 817 519 521 525 236 231 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spil€back Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced vlc -Ratio a.27 1.00 0.35 1.02 0.91 0-01 0.76 0.76 0.11 0,02 0.02 intersection Summa - -- - -,� Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. 9 "' 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 15 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Timing Plan: PM Peak 4/312006 M Signalized Intersection Capacity Analysis ' O Ilnnic PH 28: Chenal NarKWa a r A-► 'tet SgT SBR EBL EBT E13R WBL WST W13 NB N8 nB 5B 196 900 Movement ttt ��" 1900 1900 1900 Lane Configurations1 900 1g0Q 1900 1900 1900 1900 4.0 4.0 1900 4.0 4.0 4-0 4.0 Ideal Flow tWhpl) 4.0 4.0 4.0 4-0 4"0 1.00 1.00 1.00 Total Lost time (s) 1.00 0.91 0.88 0.97 0.91 1.00 0.95 0.95 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0-85 1.00 1.00 0.85 1-00 Lane t}tiI- Factor Frt. 0.95 1.00 1-00 0-95 1.00 1.00 0.95 0.95 1.00 1.95 Flt Protected 2787 3433 5085 1583 1681 1686 1583 1770 1723 1771 5085 0-95 0-95 1.00 0.95 1.00 Satd. Flow (Prot) 770 1-00 1-00 0.95 1 00 1.00 '1681 -95 1686 -95 1583 1770 1723 Flt Permitted 1770 5085 2787 3433 5085 1583 Satd. Flow [perm} 1$8 2194 5 730 2 55 5 2 2 15 2115 769 0.92 0.92 1.92 0.92 0,92 0.92 0.92 Volume {vph] 0-92 0.92 2 50 5 2 Peak -hour factor. PHF 0.92 0.92 0.36 5 793 37 0 2 0 16 2299 836 204 238Q 2 0 0 2 0 Adj- Flow (vph) h 0 0 218 0 398 23 5 RTCR Reduction (vp) 16 2299 618 204 2385 3 397 perm Split Lane Group Flow (vph} Perm Split 4 4 m+ov Prat 8 Turn Type Pro# p 1 6 8 5 2 8 6 8 Protected Phases 2 37.1 5.9 5-9 Permitted Phases g.4 59.4 59-4 37-1 37-1 37-1 5.9 5.9 Actuated Green, G M 1.6 51,6 88 7 37.1 37.1 0,31 Effective Green, g (s) 1.6 51.6 88.7 9. 5944 59.4 4.0 4.0 4.0 31 0.01 0.43 1-74 0.08 0.49 04 0 04-0 04.0 1.31 0.05 0.0 Actuated g/C Ratio4.0 4,0 4.0 4.0 3,0 3.1 3-0 3.0 3.0 Clearance Time (s) 4,0 3.0 3.0 3.0 3.0 3.0 3.0 521 483 87 8 Vehicle Extension (s) 269 2,517 784 520 c0.00 0.00 Lane Grp Cap (vph) 24 2187 2153 c0.24 0.24 0.01 c0.45 0.09 0.06 c0 47 0.00 0.01 vfs Ratio Prot 0.13 0-06 0.02 vls Ratio Perm 0.29 0.76 0.95 0-00 0.76 1 76 0.05 54.4 54.3 0-67 1.05 15.3 37.5 37.5 29.1 vtc Ratio 58.9 34.2 5.2 54.2 28 8 0 89 1.12 1.00 1.00 Uniform Delay, d1 0 89 0.95 0.00 0.73 0.44 0.73 0.89 6.4 0.0 0.3 0.1 Progression Factor 6-7 5.3 0.0 6.4 54.7 54.4 Incremental Delay, d2 21.o 27.8 0-0 73.2 60.2 0-0 46-4 17-9 11.2 39.7 39-D 32.0 D D Delay (s} E E A D B B D 2 39. 54.6 Level of Service 44.3 20-1 D D Approach Delay (s) n C - - A Approach LOS 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 Page 16 Peters & Associates Engineers, Inc. 34-2 HCM Level of Service 0.87 Sum of lost time (s) 120. 0 120.o 83-2 ICU Level of Service 15 12-0 E r--_ w.atrir^c Projected Traffic; rrOPO"u P1180; Chenal Area Road network Queues Timing Plan: PM Peak Hour 31: Chenal Parkway & Kirk Road 4/3/2006 - t 4/ --O Lane Group PBL EBT EBR WBL VVBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 186 2613 196 261 2523 389 261 152 179 377 158 185 v/c Ratio 0.93 0.99 0.18 0.91 0.92 0.35 0.57 0.32 0.45 0.82 0.33 0.50 Control Delay 72.9 26.4 0.4 85.6 16.5 1.1 54.2 49.2 40.9 66.3 49.4 41.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.0 0.0 0.0 0.0 Total Delay 72.9 26.4 0.4 85.6 16.5 1.1 54.2 49.2 40.9 66.3 49.4 41.9 Queue Length 50th (ft) 74 620 2 100 527 4 98 56 113 148 59 114 Queue Length 95th (ft) m#90 #845 m0 m#131 354 m21 143 91 185 #222 94 189 Internal Link Dist (ft) 309 464 678 1870 Turn Bay Length (ft) 200 200 200 200 200 200 200 200 Base Capacity(vph) 200 2627 1081 286 2754 1126 458 472 400 458 472 370 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 0.93 0.99 0.18 0.91 0.92 0.35 0.57 0.32 0.45 0.82 0.33 0.50 n�-ection Summary # 95th percentile volume exceeds capacity, queue may be longer. A Queue shown is maximum after two cycles. m Volume for 95t` ,rcentile queue is metered by upstream signal. Page 17 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis 31: Chenal Parkway & Kirk Road -1p. Movement EBL EBT EBR WBL WBT WBR N$L Timing Plan: PM Peak Hour 1I4/3/2006 t /a. 1 i NBT NBR SBL SU S.SI Lane Configurations )) +tt r )� ttt r tt r tt 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 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 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 Fit 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 (prat) '3433 5085 1583 3433 5085 1583 3433 3539 1583 3433 3539 1583 Flt Permitted 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 (perm) 3433 5085 1583 3433 5085 1583 3433 3539 1583 3433 3539 1583 Volume (vph) 171 2404 180 240 2321 358 240 140 165 347 145 170 Peak -hour factor, PHF 0.920.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (v -ph) 186 2613 196 261 2523 389 261 152 179 377 158 185 RTOR Reduction (vph) 0 0 52 0 0 57 0 0 5 0 0 15 Lane Group Flow (vph) 186 2613 144 261 2523 332 261 152 174 377 158 170 Turn Type Prot pm+ov Prot pm+ov Prot pm+ov Prot pm+ov Protected Phases 5 2 3 1 6 7 3 8 1 7 4 5 Permitted Phases 2 6 8 4 Actuated Green, G (s) 7.0 62.0 78.0 10.0 65.0 81.0 16.0 16.0 26.0 16.0 16.0 23.0 Effective Green, g (s) 7.0 62.0 78.0 10.0 65.0 81.0 16.0 16.0 26.0 16.0 16.0 23. Actuated g/C Ratio 0.06 0.52 0.65 0.08 0.54 0.68 0.13 0.13 0.22 0.13 0.13 0.19 Clearance 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 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) 200 2627 1029 286 2754 1069 458 47' 396 458 472 356 v/s Ratio Prot 0.05 c0.51 0.02 0.08 c0.50 0.04 c0.08 0.04 0.04 c0.11 0.04 0.03 v/s Ratio Perm0.07 0.17 0.07 0.08 v/c Ratio 0.93 0.99 0.14 0.91 0.92 0.31 0.57 0.32 0.44 0.82 0.33 0.48 Uniform Delay, d1 56.3 28.8 8.1 54.6 25.0 8.0 48.8 47.1 40.7 50.6 47.2 43.2 Progression Factor, 0.75 0.50 0.20 1.220.52 0.30 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 26.7 10.8 0.1 17.8 3.0 0.3 5.1 1.8 0.8 15.3 1.9 1.0 Delay (s) 68.7 25.2 1.8 j 84.2 16.1 2.8 53.8 48.9 41.5 66.0 49.1 44.2 Level of Service E C A F B A D D D E D D Approach Delay (s) 26.4 _21L .20.0 48.8 56.7 Approach LOS C C D E Intersection Summary HCM Average Control Delay 28.4 HCM Level of Service C HCM Volume toCapacity ratio 0.91 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 80.4% ICU Level of Service D Analysis Period (min) 15 I 11Critical Lane Group Page 18 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Queues Timing Plan: PM Peak Hour 33: Chenal Parkway & Kanis Rd. 4/3/2006 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 signals Page 19 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network Lane Group SET SBR NWL NVVT NEL NER Lane Group Flow (vph) 2674 718 632 2527 447 530 _ vlc Ratio 0.94 0.35 0.92 0.63 0.92 0.51 Control Delay 18.6 3.3 44.9 1.4 76.2 30.9 Queue Delay 0.0 0.0 0.0 0.1 0.0 0.0 Total Delay 18.6 3.3 44.9 1.5 76.2 30.9 Queue Length 50th (ft) 283 42 258 47 178 177 Queue Length 95th (ft) 442 m62 m#296 52 #274 235 Internal Link Dist (ft) 308 410 266 Turn Bay Length (ft) 200 200 200 Base Capacity (vph) 2839 2051 687 4026 486 1046 Starvation Cap Reductn 0 0 0 208 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced vlc Ratio 0.94 0.35 0.92 0.66 0.92 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 signals Page 19 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network HCM Signalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 33: Chenal Parkway & Kanis Rd. 4/3/2006 Movement SET SER NVVL NWIi NEL ' ER - Lane Configurations ttt rr M ttt M re Ideal Flow (vphpl) 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 0.91 0.88 0.97 0.91 0.97 0.88 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0:M 1.00 695 1.00 Satd. Flow (prot) 5085 2787 3433 5085 3433 2787 Flt Permitted 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 5085 2787 3433 5085 3433 2787 Volume (vph) 2460 661 581 2325 411 488 Peak -hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. vph) _ 2674 718 632 2527 447 530 RTOR Reduction (vph) 0 8 0 0 0 1 Lane Group Flow (vph) 2674 710 632 2527 447 529 Turn Type pm+ov Prot pm+ov Protected Phases 2 3 1 6 3 1 Permitted Phases 2 3 _ Actuated Green, G (s) 67.0 84.0 24.0 95.0 17,0 41.0 Effective Green, g (s) 67.0 84.0 24.0 ..... 17.0 41.0 Actuated g/C Ratio 0.56 0.70 0.20 0., 9 0.14 0.34 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vpl-) 2839 2044 687 4026 486 1045 v/s Ratio Prot c0.53 0.015 c0.1.8 0.50 c0.13 0.10- v/s Ratio Perm 0.2111, 0.09 vlc Ratio 0.94 0.35 0.92 0.63 0.92 0.51 _ Uniform Delay, d1 24.7 7.1 47.1 5.2 50.8 31.4 Progression Factor 0.49 0.53 0.66 0.19 1.00 1.00 Incremental Delay, d2 5.8 0.1 11.1 0.4 22.4 0.4 Delay (s) 1=7.9 3.8 42.3 1.4 73.2 31.8 Level of Service B A D A E C Approach Delay (s).._ 14.9 9.6 50.8 Approach LOS B A D lrjtts#iorr Summa -- HCM Average Control Delay 17.3 HCM Level of Service B HCM Volume to Capacity ratio 0.93 y Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 85.8% ICU Level of Service E_ Analysis Period (min) 15 c_.r Critical Lane Group: Page 20 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc- P1180; Chenal Area Road Network HCM Unsignalized Intersection Capacity Analysis Timing Plan: PM Peak Hour 41: Pride Valley Drive & Kirk Road 4/3/2006 Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Mediantype Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblock- tC, single (s) tC, 2 stage (s) tr (s) p0 queue free % cM capacity (veh/h) Direction. Lane # None 234 565 147 234 565 -- , 4--- 6.4 6.2 2.2 Movement EBL EST WBT WBR SBL SBR Lane Configurations E81 +` SB 2 87 0 147 Sign Control Grade 1334 Free 0% Free 0% 1700 Stop 0% 900 Volume (veh/h) Peak Hour Factor 130 0.92 125 0.92 135 0.92 80 0.92 110 0.92 135 0.92 Hourly flow rate (vph) 141 136 147 87 120 147 Pedestrians 8.0 0.0 0.0 0.0 16.4 9.8 Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Mediantype Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblock- tC, single (s) tC, 2 stage (s) tr (s) p0 queue free % cM capacity (veh/h) Direction. Lane # None 234 565 147 234 565 147 4.1 6.4 6.2 2.2 3.5 3.3 89 72 84 1334 435 900 E81 EB 2 WB 1 WB 2 S8 1 SB 2 Volume Total 141 136 147 87 120 147 Volume Left 141 0 0 0 120 0 Volume Right 0 0 0 87 0 147 cSH 1334 1700 1700 1700 435 900 Volume to Capacity 0.11 0.08 0.09 0.05 0.28 0.16 Queue Length 95th (ft) 9 0 0 0 28 15 Control Delay (s) 8.0 0.0 0.0 0.0 16.4 9.8 Lane LOS A C A Approach Delay (s) 4.1 0.0 12.7 — Approach LOS B - Intersection Summary — ANOM Average Delay 5.8 Intersection Capacity Utilization 30.4% ICU Level of Service Analysis Period (min) 15 Page 21 Projected Traffic; Proposed Geometrics Peters & Associates Engineers, Inc. P1180; Chenal Area Road Network userflow Page 1 of 1 Input Volumes Total flow rates as given by the user (veh/60 min) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Kirk Road Intersection Type Roundabout No color code 4J 14 in this display 350 340 470 50 Kirk Road � 2 akcelik ..� & associates aaTraff is aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road \RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcetik & Associates Pty Ltd Generated 4/3/2006 3:24:27 PM file://CADocuments and Settings\Greg\Local Settings\Temp\1601A40B0-CC66-41EC-8D72... 4/3/2006 � ca 0 M La cn 0"( to — in o 3 N j 2 L C 470 50 Kirk Road � 2 akcelik ..� & associates aaTraff is aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road \RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcetik & Associates Pty Ltd Generated 4/3/2006 3:24:27 PM file://CADocuments and Settings\Greg\Local Settings\Temp\1601A40B0-CC66-41EC-8D72... 4/3/2006 Intersection Summary Page 1 of 1 Intersection Summary Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Performance Measure Vehicles Persons Demand Flows - Total 2896 veh/h 3475 pers/h Percent Heavy Vehicles 2.0% Degree of Saturation 0.596 Effective Intersection Capacity 4859 veh/h 95% Back of Queue (ft) 119 ft 95% Back of Queue (veh) 4.7 veh Control Delay (Total) 6.33 veh-h/h 7.60 pers-h/h Control Delay (Average) 7.9 s/veh 7.9 s/pers Level of Service LOS A Level of Service (Worst Movement) LOS A Total Effective Stops 1996 veh/h 2395 pers/h Effective Stop Rate 0.69 per veh 0.69 per pers Proportion Queued 0.68 0.68 Travel Distance (Total) 1195.8 veh-mi/h 1435.0 pers-mi/h Travel Distance (Average) 2180 ft 2180 ft Travel Time (Total) 41.6 veh-h/h 49.9 pers-h/h Travel Time (Average) 51.7 secs 51.7 secs Travel Speed 28.7 mph 28.7 mph Operating Cost (Total) 564 $ /h 564 $ /h Fuel Consumption (Total) 53.9 gal/h Carbon Dioxide (Total) 510.2 kg/h Hydrocarbons (Total) 0.815 kg/h Carbon Monoxide (Total) 36.06 kg/h NOX (Total) 1.138 kg/h akcelik ,-- & associate- - aaTraffic aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akc lik & Asso_ciates Ptv ltd Generated 4/3/2006 3:15:19 PM file://C:\Documents and Settings\Greg\Local Settings\Temp\ f 760F3B56-8B5F-4C4A-AIF5... 4/3/2006 Movement Summary Page 1 of 2 Movement Summary Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Roundabout Vehicle Movements � 2 akcelik & associates aaTraffic aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik &.Associates Pty,. Ltd file://CADocuments and Settings\Greg\Local Settings\Temp\{50013B15-53BD-429F-A755-... 4/3/2006 Dem Deg of Aver Level of 95% Back of Prop. Eff. Stop Aver Mov No Turn Flow %HV Satn Delay Service Queue Queued Rate Speed (mph) (veh/h) (v/c) (sec) a Kirk Road 32 L 54 1.9 0.437 8.0 LOS A 101 0.79 0.78 28.8 32 T 511 1.9 0.437 8.0 LOS A 101 0.79 0.78 28.8 32 R 207 1.9 0.437 8.0 LOS A 101 0.79 0.78 28.8 Approach 771 1.9 0.437 8.0 LOS A 101 0.79 0.78 28.8 Wellington Hills 22 L 114 2.0 0.413 7.3 LOS A 79 0.72 0.65 28.8 22 T 228 2.0 0.413 7.3 LOS A 79 0.72 0.65 28.8 22 R 402 2.0 0.413 7.3 LOS A 79 0.72 0.65 28.8 Approach 745 2.0 0.412 7.3 LOS A 79 0.72 0.65 28.8 Kirk Road 42 L 380 2.0 0.352 7.6 LOS A 67 0.53 0.56 28.7 42 T 370 2.0 0.352 7.6 LOS A 67 0.53 0.56 28.7 42 R 87 2.0 0.352 7.6 LOS A 67 0.53 0.56 28.7 Approach 837 2.0 0.352 7.6 LOS A 67 0.53 0.56 28.7 Arkansas Systems 12 L 163 1.8 0.596 8.9 LOS A 119 0.72 0.81 28.5 12 T 272 1.8 0.596 8.9 LOS A 119 0.72 0.81 28.5 12 R 109 1.8 0.596 8.9 LOS A 119 0.72 0.81 28.5 Approach 543 1.8 0.596 8.9 LOS A 119 0.72 0.81 28.5 All Vehicles 2896 2.0 0.596 7.9 LOS A 119 0.68 0.69 28.7 � 2 akcelik & associates aaTraffic aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik &.Associates Pty,. Ltd file://CADocuments and Settings\Greg\Local Settings\Temp\{50013B15-53BD-429F-A755-... 4/3/2006 Movement Summary Generated 4/3/2006 3:15:19 PM Page 2 of 2 file://C:\Documents and Settings\Greg\Local Settings\Temp\150013B15-53BD-429F-A755-... 4/3/2006 Akcelik & Associates Pty Ltd - aaSIDRA 2.1.3.356 --------------------------------------------- Peters & Associates Engineers, Inc. Greg Simmons User ID: A1541 Licence Type: Single Computer Time and Date of Analysis 3:24 PM, Apr 3,2006 I Filename: G:\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.OUT ::irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 aaTraffic SIDRA US Highway Capacity Manual (2000) Version ZUN INFORMATION --------------- Basic Parameters: Intersection Type: Roundabout Driving on the right-hand side of the road Y Input data specified in US units Default Values File No. 11 Peak flow period (for performance): 15 minutes r Unit time (for volumes): 60 minutes (Total Flow Period) Delay definition: Control delay Geometric delay included HCM Delay and Queue Models option selected Level of Service based on: Delay (HCM method) Queue definition: Back of queue, 95th Percentile 1 Kirk -Ark Syst-Wellington Hills Projected PM Peak little Rock, AR -.Intersection ID: 1 1 Roundabout } DEFAULT PARAMETERS 3 ------------------ Default values for some of the important general parameters: '(Default Values File: DEFII.SDF) 1. Basic saturation flow: 1900 tcu/h 1. This value applies mainly to signalised intersections. For roundabouts and sign -controlled intersections, it is used for determining capacity of priority and continuous movements. j 2. Through car equivalents for signalised intersections L E F T THROUGH R I G H T LV HV LV HV LV HV Normal 1.053 2.000 1.000 2.000 1.176 2.000 Restricted 1.303 2.500 1.426 2.500 3. Opposed turn parameters (Roundabout) Crit. Fol.up Min. o Exit Flow f Gap Hdway Deps Opposing - Left turns V V 2.5 0 Through V V 2.5 0 Right turns: V V 2.5 0 1 4. Cruise speed= 40 mi/h, Approach Distance= 1800 ft 5. Queue space per vehicle in feet Light vehicles: 25.0 Heavy vehicles: 45.0 A full list of input data defaults and ranges is given in the �? Input Guide part of aaSIDRA User Guide. Kirk -Ark Syst-Wellington Hills Projected PM Peak Kittle Rock, AR Intersection ID: 1 Roundabout _'able S.0 - TRAFFIC FLOW DATA --------- -------------------------- Mov Left Through Right Flow Peak No. --------- --------- --------- Scale Flow LV HV LV HV LV HV Factor -VEHICLES _..--__ Demand ^flows in veh/hour as used by the program ,Vest: Arkansas Systems 12 160 3 266 5 107 2 1.00 0.92 u'outh: Kirk Road 32 53 1 --------------------------------- ^ast: Wellington Hills 22 112 2 -------------------------------- North: Kirk Road 42 373 8 501 10 202 4 1.00 0.92 224 5 394 8 1.00 0.92 --------------------------------------- 362 7 85 2 1.00 0.92 lased on unit time = 60 minutes. glow Scale and Peak Hour Factor effects included in flow values. Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Tntersection ID: 1 P Roundabout J gable R.0 - ROUNDABOUT BASIC PARAMETERS - _ ---- - - - ----- -- - --- ---------------- _ -- _-------------- ----------- --- --- -- TCirculating/Exiting Stream Cent Circ Insc No.of No.of Av.Ent ---------------------------------------- Xsland Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. 0-D )Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor (ft) (ft) (ft) (ft) h) (pcu/h) Effect "gest: Arkansas Systems 137 34 205 2 1 15.00 864 2.0 864 0 N 0.894 I----------------- ---------------------------------------------------------- JSouth: Kirk Road - 137 34 205 2 2 15.00 815 2.0 815 0 N 0.891 ----------------------------------------------------------------------------- "East: Wellington Hills )137 34 205 2 2 12.00 728 2.0------------------------------------------------------------------------------- 728 0 N 0.883 Qorth: Kirk Road 137 34 205 2 2 15.00 397 2.0 397 0 N 0.940 '------- _---- ----_----------------------------------------------------------- --- ;..,.Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR •Intersection ID: 1 Roundabout (Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS -------------------------------------- Turn Lane Lane ---- Circulating/Exiting Stream --- �" No. Type Flow Aver Aver In-Bnch Prop `y Rate Speed Dist Headway Bunched (pcu/h) (mph) (ft) (s) _r------------------------------------------------------- --------------------- Critical --------__- --- ----- Critical Gap ------------ Foll-up Hdwy Dist Headway (s) (ft) (s) West: Arkansas Systems .left 1 Dominant 864 Thru 1 Dominant 864 Might 1 Dominant 864 ------------------------ South: Kirk Road eft 1 Subdominant 815 Thru 1 Subdominant 815 2 Dominant 815 'tight 2 Dominant 815 ----------------------- last: Wellington Hills Left 1 Subdominant 728 ,'hru 1 Subdominant 728 Right 2 Dominant 728 ------------------------ 7orth: Kirk Road Left 1 Subdominant 397 ^hru 1 Subdominant 397 2 Dominant 397 Might 2 Dominant 397 ------------------------ 21.9 134.1 1.15 0.457 2.82 90.6 2.29 21.9 134.1 1.15 0.457 2.82 90.6 2.29 21.9 134.1 1.15 0.457 2.82 90.6 2.29 21.0 136.1 2.00 0.646 2.85 88.0 2.30 21.0 136.1 2.00 0.646 2.85 88.0 2.30 21.0 136.1 2.00 0.646 2.40 74.1 1.93 21.0 --------------------------------------------------- 136.1 2.00 0.646 2.40 74.1 1.93 24.6 178.5 1.35 0.453 3.63 131.1 2.31 24.6 178.5 1.35 0.453 3.63 131.1 2.31 24.6 178.5 1.35 0.453 3.09 111.7 1.97 23.4 311.2 2.00 0.384 3.22 110.4 2.38 23.4 311.2 2.00 0.384 3.22 110.4 2.38 23.4 311.2 2.00 0.384 2.82 96.8 2.09 23.4 311.2 2.00 0.384 2.82 96.8 2.09 Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium Priority sharing is implied for some movements (Follow-up Headway plus Intra -bunch Headway is larger than the Critical Gap). The 0-D Factor (Table R.0) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distanc.: between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Kirk -Ark Syst-Weil-ngton Hills Projected PM Peak Little Rock, AR ?ntersection ID: 1 Roundabout -fable R.5 - ROUNDABOUT CAPACITY & LEVEL OF SERVICE - aaSIDRA & HCM MODELS ---------------- -- ---------------- ---- --- aaSIDRA HCM 2000 Lower HCM 2000 Upper MovDem -------------------- --------------------- -------------------- No. Flow Cap. Deg. Av. Cap. Deg. Av. Cap. Deg. Av. (veh (veh Satn Delay LOS (veh Satn Delay LOS (veh Satn Delay LOS /h) /h) x (sec) /h) x (sec) /h) x (sec) ------------------------------------------------- ------------------------- .Vest: Arkansas Systems 12 LTR 543 911 0.596 --------------------------- South: Kirk Road 32 LTR 771 1764 0.437 East: Wellington Hills 22 LTR 745 1806 0.413 _North: Kirk Road 42 LTR 837 2380 0.352 ------------------ NA Values for this roundabout capacity model have not been calculated because the model was not applicable for the given roundabout conditions. Note that the HCM models are only applicable to single -lane roundabouts with circulating flows less than 1200 veh/h. Also note that results are not calculated for any of the models for slip lane or continuous movements. See the aaSIDRA Traffic Model Reference Guide for roundabout limits. I � 8.9 A - - - - NA - - - - 8.0 A - - - - NA - - - - --------------------------- 7.3 A - - - - NA - - - - --------------------------- 7.6 A - - - - NA - - - - - - - - NA - - - - ------------------- - - - - NA - - - - ------------ - - - - NA - - -- . - - - - NA - - - - :irk -Ark Syst-Wellington Hills Projected PM Peak ?,ittle Rock, AR intersection ID: 1 Roundabout Table R.6 - ROUNDABOUT ALTERNATIVE CAPACITY MODELS !____-.----------------------------------------------------------------- aaSIDRA NAASRA 1986 Ger. Linear Ger. GapAcc MovDem ----------- ------------ ----------- ----------- No. Flow Cap. Deg. Cap. % Diff Cap. % Diff Cap. % Diff (veh (veh Satn (veh from (veh from (veh from /h) /h) x /h) aaSIDRA /h) aaSIDRA /h) aaSIDRA ------------------------------------------------------------ Nest: Arkansas Systems 12 LTR 543 911 0.596 867 -4.8 792 -13.1 608 -33.3 'outh: Kirk Road 32 LTR 771 1764 0.437 1809 2.6 972 -44.9 1273 -27.8 !--- ..__----------------------------------------------------------- 7ast: Wellington Hills 22 LTR 745 1806 0.413 1948 7.9 1016 -43.7 1379 -23.6 ----------------------------------------------------------------- .North: Kirk Road ) 42 LTR 837 2380 0.352 2581 8.4 1181 -50.4 1833 -23.0 t -kirk-Ark Syst-Wellington Hills Projected PM Peak )ittle Rock,.AR Intersection ID. 1 Roundabout ,s able S.2 - MOVEMENT CAPACITY PARAMETERS �^ r_^^ r -^^ - MovOpposing Movement Total Prac. Prac. Lane Deg. ,,No. Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow (veh Satn Cap. (veh/h) (%) (veh/h) (%) (pcu/h) /h) xp M M x --------------------------------------- ----------------------------------- I - -------- -- Vest: Arkansas Systems 12 LTR 543 1.8 864 2.0 864 911 0.85 43 100 0.596* ------------------------------------- ---------------------------------- �outh: Kirk Road 32 LTR 771 1.9 815 2.0 815 1764 0.85 94 100 0.437 ;It------------------------------------------------------------------------------ East: Wellington Hills 22 LTR 745 2.0 728 2.0 728 1806 0.85 106 94 0.413 ------------------------------------------------------------------------- lNorth: Kirk Road 42 LTR 837 2.0 397 2.0 397 2380 0.85 142 100 0.352 ------------------------------------------------------------------------- -Kirk-Ark Syst-Wellington Hills Projected PM Peak -,Little Rock, AR Intersection ID: 1 Roundabout Table S.3 - INTERSECTION PARAMETERS / ------------------------------------------------- J Intersection Level of Service = Worst movement Level of Service = J Average intersection delay (s) _ Largest average movement delay (s) _ 'f Largest back of queue, 95% (ft) _ Performance Index Degree of saturation (highest) _ .� Practical Spare Capacity (lowest) _ A A 7.9 8.9 119 59.18 0.596 43 % Effective intersection capacity, (veh/h) _ 4859 Total vehicle flow (veh/h) = 2896 Total person flow (pers/h) = 3475 Total vehicle delay (veh-h/h) = 6.33 Total person delay (pers-h/h) = 7.60 Total effective vehicle stops (veh/h) 1996 Total effective person stops (pers/h) = 2395 Total vehicle travel (veh-mi/h) - 1195.8 Total cost ($/h) = 564.40 Total fuel (gal/h) = 53.9 Total CO2 (kg/h) = 510.16 ;:irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table S.5 - MOVEMENT PERFORMANCE ---------------------------------------- Mov Total Total Aver. Prop. No. Delay Delay Delay Queued (veh-h/h)(pers-h/h)(sec) ---------------------------------------- :lest: Arkansas Systems 12 LTR 1.34 1.61 8.9 0.72 =--------------------------------------- pouth: Kirk Road Eff. Longest Queue Perf. Aver. Stop 95% Back Index Speed Rate (vehs) (ft) (mph) -------------------------------- 32 LTR 1.72 2.06 8.0 0.79 0.78 ------------------ --------------------------- _East: Wellington Hills 22 LTR 1.51 1.81 7.3 0.72 0.65 3.1 79 14.85 28.8 4.7 119 11.75 28.5 -- --------------------- 4.0 101 16.49 28.8 ------------------------ North: Kirk Road ) 42 LTR 1.77 2.12 7.6 0.53 0.56 2.6 67 ,:.08 28.7 --------------------------------------------------------------------------- Kirk-Ark Syst-Wellington Hills Projected PM Peak 7,ittle Rock, AR Intersection ID: 1 Roundabout Table S.6 - INTERSECTION PERFORMANCE ------------- ------------------------------------------------------------------- )Total Deg. Total Total Aver. Prop. Eff. Longest Perf. Aver. Flow Satn Delay Delay Delay Queued Stop Queue Index Speed %(veh/h) x (veh-h/h)(pers-h/h)(sec) Rate (ft) (mph) -West: Arkansas Systems 543 0.596 1.34 1.61 8.9 0.72 0.81 119 ------------------------------------------------------------ ,South: Kirk Road 771 0.437 1.72 2.06 8.0 0.79 0.78 101 ------------------------------------------------------------ 7,ast• Wellington Hills 11.75 28.5 16.49 28.8 745 0.413 1.51 1.81 7.3 0.72 0.65 79 14.85 28.8 '------------------------------------------------------------------------- 1 North: Kirk Road 837 0.352 1.77 2.12 7.6 0.53 0.56 67 16.08 28.7 ------------------------------------------------------------------------- ILL VEHICLES: ;2896 0.596 6.33 7.60 7.9 0.68 0.69 119 59.18 28.7 �,INTERSECTION-(persons): .3475 0.596 7.60 7.9 0.68 0.69 59.18 28.7 '-'----------------------------_-___-----_---__-------------------------------- ueue values in this table are 95% back of queue (feet). I -i :irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table S.7 - LANE PERFORMANCE Dem Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Short +Lane Mov (veh (veh Satn Delay Stop ----------- Lane No. No. /h) /h) x (sec) Rate (vehs) (ft) (ft) ----------------------------------------------------------------- West: Arkansas Systems 1 LTR 12 543 911 0.596 8.9 0.81 4.7 119 ---------------------------------------------------------------- South: Kirk Road 1 LT 32 344 787 0.437 8.8 0.83 3.7 94 2 TR 32 427 977 0.437 7.4 0.74 4.0 101 ;•East: Wellington Hills 11 LT 22 343 832 0.412 8.4 0.71 3.1 79 a2 R 22 402 1036 0.388 6.3 0.61 3.0 76 ---------------------------------------------------------------- North: Kirk Road 1 LT 42 386 1099 0.352 11.7 0.73 2.5 63 2 TR 42 451 1281 0.352 4.1 0.41 2.6 67 -------------------------------------------------------------- Kirk-Ark ------- -------- ---------- Kirk-Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Tntersection ID: 1 Roundabout Y ,fable S.8A - LANE FLOW AND CAPACITY INFORMATION ------------------------------------- ' Min Tot jLane Mov Dem Flow (veh/h) Cap Cap Deg. Lane No. No. ------------------- (veh (veh Satn Util Lef Thru Rig Tot /h) /h) x % ---------------------------------------------------- West: Arkansas Systems 1 LTR 12 163 271 109 543 150 911 0.596 100 ------------------------------------------------------- South: Kirk Road 1 LT 32 54 290 0 344 150 787 0.437 100 2 TR 32 0 221 206 427 150 977 0.437 100 East: Wellington Hills 1 LT 22 114 229 0 343 150 832 0.412 100 2 R 22 0 0 402 402 150 1036 0.388 94P ------------------------------------------------------- •North: Kirk Road 1 LT 42 381 5 0 386 150 1099 0.352 100 }2 TR 42 0 364 87 451 150 1281 0.352 100 P lLane`under-utilisation found by the "Program" L• For roundabouts, the capacity value for continuous movements is obtained as +� the basic saturation flow without any adjustments. Saturation flow scale applies if specified. ••Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR '"Intersection ID: 1 iJ Roundabout Table 5.14 - SUMMARY OF INPUT AND OUTPUT DATA 'Lane+-^Demand^Flow (veh/h) _^'Adj. Eff Grn Deg Aver. Longest Shrt No. --------------------- Deg. Aver. %HV Basic (secs) Sat Delay Queue Lane Cap. L T R Tot 95% Back Satf. 1st 2nd x (sec) (ft) (ft) -------------------------------------------------------------------------- West: Arkansas Systems (vehs) (ft) /h) /h) (v/c) LTR 163 271 109 543 2 Arkansas Systems 0.596 8.9 119 -- 163271 109 - 543 rr2^ 911 0.596 8.9 119 -------------------------------------------------------------------------- South: Kirk Road --------------------------------------------------- ------------------------------------------------------ 543 543 0.596 8.9 A 4.7 1_ LT 54 290 Kirk Road 344 2 0.437 8.8 94 2 TR 221 206 427 2 4.0 0.437 7.4 101 ---------- ^ +- 54 511 2~ 06 771 2 101 0.437 8.0 101 -------------------------------------------------------------------------- ,East: Wellington Hills 22 LTR 745 1806 0.413 1 LT 114 229 3.1 343 2 - 745 0.412 8.4 79 R 3.1 402 402 2 0.388 6.3 76 -------------------------- 114 229 402 745 2 7.6 0.412 7.3 79 -------------------------------------------------------------------------- North: Kirk Road I_ LT 381 5 386 2 0.352 11.7 63 2 TR 364 87 451 2 0.352 4.1 67 +------- 381 369 87 837 2 0.352 7.6 67 :ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue j 2896 2 0.596 7.9 119 Total flow period = 60 minutes. Peak flow period = 15 minutes. l Queue values in this table are 95% back of queue (feet). .J Note: Basic Saturation Flows are not adjusted at roundabouts or sign - controlled intersections and apply only to continuous lanes. <irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR 2ntersection ID: 1 Roundabout Table 5.15 - CAPACITY AND LEVEL OF SERVICE ----------------- Mov ---------------•--------------------------------- Mov Total Total Deg. Aver. LOS Longest Queue 'No. Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (ft) /h) /h) (v/c) (sec) West: Arkansas Systems 12 LTR 543 911 0.596* 8.9 A 4.7 119 --------------------------------------------------- ------------------------------------------------------ 543 543 0.596 8.9 A 4.7 119 Lam --------------------------------------------------.------------- 'South: Kirk Road 32 LTR 771 1764 0.437 8.0 A 4.0 101 -------------------------------------------------- --- 771 ---------- 437 --------- 0 ----------+ A 0 101 .__---------------------------------------------------------------- `'East: Wellington Hills 22 LTR 745 1806 0.413 7.3 A 3.1 79 t� - 745 -� 0.413 7.3 A 3.1 79 ----------------------------------------------------------------- �-�North: Kirk Road 42 LTR 837 ------------------------------------------------------ 2380 0.352 7.6 A 2.6 67 ti1 837 0.352 7.6 A 2.6 67 ALL VEHICLES: ^28964 r ^0 596' 7.9 A 4.7 119 Level TofWService calculations are based on average control delay including geometric delay (HCM criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the aaSIDRA Output Guide or the Output section of the on-line help. * Maximum v/c ratio, or critical green periods Kirk -Ark Syst-Wellington Hills Projected PM Peak Kittle Rock, AR Tntersection ID: 1 Roundabout _able-D_0-^-GEOMETRIC-DELAY-DATA From To )Approach Approach ---------------------- West: ---------------------- West: Arkansas Systems South East North ----------------------- South: _ -- -_South: Kirk Road West East North Negn Negn Radius Speed (ft) (mph) ------------------------- Negn Appr. Downstream Dist. Dist. Distance (ft) (ft) (ft) ------------------------- 173.6 23.6 79.1 1800 323 262.1 27.5 195.4 1800 333 82.1 17.8 322.4 1800 555 82.1 17.8 322.4 1800 555 158.6 22.8 79.3 1800 322 262.1 27.5 ------------------------------- 195.4 1800 333 i Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Intersection ID: 1 Roundabout j�able D.1 - LANE DELAYS ----------------------- --------- East: Wellington Hills J West 262.1 27.5 195.4 1800 333 Delay South 82.1 17.8 322.4 1800 555 i North 164.6 23.1 79.2 1800 322 'North: -----------------------_---__-------------------------------- Kirk Road Delay > West 158.6 22.8 79.3 1800 322 South 262.1 27.5 195.4 1800 333 Mov East 82.1 17.8 322.4 1800 555 7-------------------------------------------------------------- Maximum Negotiation (Design) Speed = 30.0 mph Dec. Total MvUp Downstream Distance calculated by aaSIDRA Geom i 'No. No. J Downstream distance is distance travelled from the stopline until exit dSL cruise speed is reached (includes negotiation distance). Acceleration dq dqm distance is weighted for light and heavy vehicles. The same distance dic applies for both stopped and unstopped vehicles. Arkansas Systems i Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Intersection ID: 1 Roundabout j�able D.1 - LANE DELAYS ----------------------- �J ----------------- Delay (seconds/veh)------- -------- Deg. Stop, -line Delay Acc. Queuing Stopd Lane Mov Satn lst 2nd Total Dec. Total MvUp (Idle) Geom Control 'No. No. x dl d2 dSL do dq dqm di dig dic --------------------------------------------------------------------------- ._� West: Arkansas Systems .1 LTR 12 0.596 2.7 1.0 3.8 4.6 0.0 0.0 0.0 5.1 8.9 -------------------------------------_---------------------------------------- South: Kirk Road �-) 1 LT 32 0.437 4.6 0.5 5.1 5.4 0.1 0.0 0.1 3.7 8.8 �J 2 TR 32 0.437 3.9 0.2 4.1 5.4 0.0 0.0 0.0 3.3 7.4 -,East: - 'Lane Wellington Hills Geom. Overall Queued Rate -.,No. x hel he2 hig 1 LT 22 0.412 3.1 0.2 3.3 4.8 0.0 0.0 0.0 5.1 8.4 12 R 22 0.388 2.3 0.0 2.3 4.5 0.0 0.0 0.0 4.0 6.3 --------------------------------------------------------------------------- North: Kirk Road '1 LT 0.437 0.73 0.03 0.07 0.83 0.785 0.07 12 TR 0:437 1 LT 42 0.352 1.5 0.0 1.5 2.8 0.0 0.0 0.0 10.2 11.7 2 TR 42 0.352 1.3 0.0 1.3 3.7 0.0 0.0 0.0 2.8 4.1 Kirk dnris average stop -start delay for all vehicles queued and unqueued 0.73 _:irk -Ark Syst-Wellington Hills Projected PM Peak ?,ittle Rock, AR intersection ID: 1 Roundabout Table D.2 - LANE STOPS ------------------------ Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR ?ntersection ID: 1 Roundabout fable D.3A - LANE QUEUES (veh) ------------------------------------- Deg. Ovrfl. Average (veh) 'Lane Satn Queue ----------------- No. x No Nbl Nb2 Nb ------------------------------- West: Arkansas Systems 3.3 1 LTR 0.596 0.2 Queue 0.2 Deg. -- Effective Stop Rate -- Prop. Move -up - 'Lane Satn 1.1 Geom. Overall Queued Rate -.,No. x hel he2 hig h pq hqm y---------------------- 0.0 -----------------------_._...------ ------------------------ 0.0 -2 R 0.388 ------- West: West: Arkansas Systems ------------------------------- 2.0 2.5 2.9 1 LTR 0.596 0.63 0.07 0.11 0.81 0.718 0.17 ------------------------------------------------------- South: Kirk Road 0.0 '1 LT 0.437 0.73 0.03 0.07 0.83 0.785 0.07 12 TR 0:437 0.67 0.01 0.07 0.74 0.796 0.03 East: Wellington Hills 1 LT 0.412 0.58 0.01 0.11 0.71 0.726 0.04 i2 R 0.388 0.50 0.00 0.11 0.61 0.707 0.00 -----------------------------------------W-------------- North: Kirk Road }1 LT 0.352 0.42 0.00 0.30 0.73 0.532 0.00 2 TR 0.352 0.28 0.00 0.13 0.41 0.523 0.00 hig-is the average value for all movements in a shared lane hqm is average queue move -up rate for all vehicles queued and unqueued Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR ?ntersection ID: 1 Roundabout fable D.3A - LANE QUEUES (veh) ------------------------------------- Deg. Ovrfl. Average (veh) 'Lane Satn Queue ----------------- No. x No Nbl Nb2 Nb ------------------------------- West: Arkansas Systems 3.3 1 LTR 0.596 0.2 1.3 0.2 South: Kirk Road 3.7 4.3 1 LT 0.437 0.1 1.1 0.1 2 TR 0.437 0.0 1.2 0.0 ------------------------------- East: Wellington Hills 3.6 1 LT 0.412 0.0 1.0 0.0 -2 R 0.388 0.0 1.0 0.0 ------------------------------- 2.0 2.5 2.9 0.04 ,_!North: Kirk Road 1 LT 0.352 0.0 0.8 0.0 ---------------------------------- Percentile (veh) Queue ----------------------------- Stor. 70% 850 90% 95% 98% Ratio 1.5 ----------------------------------------- 2.7 3.3 3.8 4.7 5.5 0.07 1.2 2.2 2.6 3.0 3.7 4.3 0.05 1.3 ---------------------------------------- 2.3 2.8 3.2 4.0 4.6 0.06 1.0 1.8 2.2 2.5 3.1 3.6 0.04 1.0 ----------------------------------------- 1.7 2.1 2.4 3.0 3.5 0.04 0.8 1.5 1.8 2.0 2.5 2.9 0.04 2 TR 0.352 0.0 0.8 0.0 0.8 1.5 1.9 2.1 2.6 3.0 0.04 Values printed in this table are back of queue (vehicles). ,,irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table D.3B - LANE QUEUES (feet) "Running Speed" is the average speed excluding stopped periods. 1 --- End of aaSIDRA Output --- F \P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.OUT Produced by aaSIDRA 2.1.3.356 'Copyright 2000-2004 Akcelik & Associates Pty Ltd /Generated 3:24 PM, Apr 3,2006 Deg. Ovrfl. Average (feet) Percentile (feet) Queue Lane Satn Queue ----------------- ------------------------------- Stor. 'No. x No Nbl Nb2 Nb 700 85% 90% 95% 98% Ratio 'West: Arkansas Systems .l LTR 0.596 5 32 6 39 69 84 96 119 138 0.07 :South: Kirk Road 1 LT 0.437 2 28 2 30 55 67 76 94 110 0.05 '12 TR 0.437 1 32 1 33 59 72 82 101 117 0.06 East: Wellington Hills 1 LT 0.412 1 24 1 25 46 56 64 79 91 0.04 2 R 0.388 0 24 0 24 44 54 61 76 88 0.04 --------------------------------------------------------------------------- Kirk Road ,North: 11 LT 0.352 0 20 0 20 37 45 51 63 73 0.04 2 TR ---------------------•-------------- 0.352 0 21 0 21 ---- 39 47 -------- - 54 - ----------------------- -----------------------Values 67 77 0.04 Valuesprinted in this table are back of queue (feet). Kirk -Ark Syst-Wellington Hills Projected PM Peak -Attle Rock, AR Intersection ID: 1 Roundabout Table D.4 - MOVEMENT SPEEDS (mph) ~- Queue Move -up App. Speeds Exit Speeds -------------- Av. Section Spd Mov-------------- ----------- 1st 2nd --.•------------- No. Cruise Negn Negn Cruise Grn Grn Running Overall ----------------------------------------------------------------- West: Arkansas Systems 12 35.0 23.8 23.8 35.0 11.5 28.5 28.5 ----------------------------------------------------------------- South: Kirk Road 32 35.0 25.6 25.6 35.0 ------------------------------------ 13.0 28.9 28.8 ------------------------------- East: Wellington Hills 22 35.0 23.6 23.6 35.0 12.7 28.8 28.8 ----------------------------------------------------------------- --= North: Kirk Road 42 -----------------------------------------._-_- 35.0 22.6 22.6 35.0 ..--------_----- 28.7 28.7 -- "Running Speed" is the average speed excluding stopped periods. 1 --- End of aaSIDRA Output --- F \P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.OUT Produced by aaSIDRA 2.1.3.356 'Copyright 2000-2004 Akcelik & Associates Pty Ltd /Generated 3:24 PM, Apr 3,2006 degsatn Page 1 of 1 Degree of Saturation Demand Volume / Capacity (v/c) ratio Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR r akcelik & associates aaTraffic aaSIDRA Kirk Road Intersection Type Roundabout Color code +J L+ based on 0.352 Degree of 0.352 Saturation < 0.6 0.6-0.7 0.7-0.8 0.8-0.9 A 0.9-1.0 3 ® > 1.0 O = W � 0.437 O 37 0.437 Kirk Road G:\P1000-P1us\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik & Associates Pty Ltd. Generated 4/3/2006 3:19:59 PM file://CADocuments and Settings\Greg\Local Settings\Temp\{E29CB291-4677-4096-98AA-... 4/3/2006 aceflow Approach, Circulating and Exiting Flows Approach, circulating and exiting flow rates as used by the program (veh/h) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Page 1 of 1 r � l akcelik ...J & associates aaTrafflc aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P3180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik &Associates Pty Ltd Generated 4/3/2006 3:22:16 PM file://CADocuments and Settings\Greg\Local Settings\Temp\{FFODC5F7-OEAB-43E2-B49... 4/3/2006 los Page 1 of 1 Level of Service Based on Delay (HCM method) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Kirk Road Intersection Type Roundabout Color code 41 L+ based on LOiA LOS A Level of LOS A Service r Ift LOS A 0 LOS B I: (n LOS C r � � � � 3, � LOS D LOS E in 0LOS F O 2 b J LOS A LOS A LO 43 A +]It,[+ Kirk Road r Bkcelik & associatE, aaTraffic a aS I D F G:\P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P3180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akgelik & Associates Pty Ltd Generated 4/3/2006 3:24:27 PM fileWCADocuments and Settings\GregTocal Settings\Temp\{DEB057A8-693F-4420-AAF... 4/3/2006 totalcapacity Capacity (Total) Total value per vehicle movement (veh/h) Kirk -Ark Syst-Wellington Fulls Projected PM Peak Little Rock, AR Page 1 of 1 rF akcelik & associates aaTraffic aaSIDRA. G:\P1000-Plus\P1180 Whisenhunt - Kirk Road \RBT-ANALYSIS\P3180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik & As iates P L d Generated 4/3/2006 3:19:59 PM file://CADocuments and Settings\Greg\Local Settings\Temp\185960983-6422-4B54-A69F-... 4/3/2006 psc Practical Spare capacity Based on specified target degrees of saturation (percent) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Page 1 of 1 rte` ` akcelik �. & associates aaTrafflc aaSIDRA G:\P1000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik SLA ssociates Ptd Generated 4/3/2006 3:19:59 PM file://C:\Documents and Settings\Greg\Local Settings\Temp\{C6B6A966-DF5A-4107-A9F... 4/3/2006 trayspeed Travel Speed (Vehicles) Average travel speed including all delay effects (mph) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Kirk Road 41 L+ 7 28.7 28.7 W m cn oa 0 In F bo � 3 1� 4i Q LO 28.8 28.8 Kirk Road C aliceli & ass�c; aaTra3rc a S�D.lam'• G:\P1000-Plus\P1180 Whisenhunt - Kirk Road \RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik & Associates Pty Ltd Generated 4/3/2006 3:27:33 PM Page 1 of 1 Intersection Type Roundabout No color code in this display fileWCADocuments and Settings\Greg\Local Settings\Temp\1070CA895-A699-4D74-9190-... 4/3/2006 progflow Page 1 of 1 Demand Flows - Total Total flow rates as used by the program (veh/h) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Kirk Road Intersection Type Roundabout No color code +J 1+ in this display 0 370 0 W_ � 3 CO M O -_ eq 7 Ac In 54 r � akcelik �r & associates aaTraffic aaSIDRA Kirk Road G:\P3000-Plus\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P3180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akcelik & Associates Pty Ltd Generated 4/3/2006 3:23:12 PM file://C:\Documents and Settings\Greg\Local Settings\Temp\{641200DF-9B7C-4274-B446-... 4/3/2006 'l Akcelik & Associates - aaSIDRA 2.1.3.356 Peters & Associates Engineers, Inc. Greg Simmons User ID: A1541 Licence Type: Single Computer Time and Date of Analysis 3:15 PM, Apr 3,2006 .Filename: G:\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.LIS 1 --�irk-Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR INPUT DATA LISTING ------------------ iKlAIN OPTIONS � Major Unit Input Line Int. Int. Def. Summ. Int. Road/ Int. Def Drive NZ User Time Versn )Type Type Ctrl File Out. Geom. Fwy Coord Grp Rule Rule Levl Method No. -) 0 2 R 11 F 1 XX XX Y R N A T 5.40 PROGRAM CONTROL DATA Line Cycl Cycl Max Intg Stp Peak Flow HV Total Satf PFF Satf Type Time Incr Cycl Time Pen Per Scal Opt Per Scal *100 Estim 1 0 0 0 20 15 100 P 60 100 92 Y Perct Lane Base Prac Heavy Width Satn Deg Apprch `.'ehs (ft) Flow Satn Dist Speed 2 15 1800 85 1800 35 )Line Diam. Width Circ. Extra Type (ft) (ft) Lanes Bunching R1 137 34 2 0 ROUNDABOUT DATA (APPROACHES) JIsland Circ. Line Appr Diam. Width (INTERSECTION DATA J Extra No. Turn Line Int Appr On Type No. Lanes Peds Red Al 1 2 N ROUNDABOUT DATA (INTERSECTION) R2 Island Circ. 2 Perct Lane Base Prac Heavy Width Satn Deg Apprch `.'ehs (ft) Flow Satn Dist Speed 2 15 1800 85 1800 35 )Line Diam. Width Circ. Extra Type (ft) (ft) Lanes Bunching R1 137 34 2 0 ROUNDABOUT DATA (APPROACHES) JIsland Circ. Line Appr Diam. Width Circ. Extra Type Road (ft) (ft) Lanes Bunching R2 S 137 34 2 0 R2 E 137 34 2 0 R2 N 137 34 2 0 R2 W 137 34 2 0 `-APPROACH DESCRIPTION 4 App No. No. Ped. Cross Line Rd Approach Road Name App Ext Med. Con Distance Type Loc ------ (Description) ------ Lns Lns Width Ped Typ TOR Appr Exit A2 W Arkansas Systems 1 1 N* R 0 0 A2 S Kirk Road 2 2 N* R 0 0 A2 E Wellington Hills 2 2 N* R 0 0 A2 N Kirk Road 2 2 N* R 0 0 JPPROACH DATA Appr Perct Appr Lane Base Prac. Down SL Lgth /)Line Road Heavy Grade Width Satn Deg. PHF Arrvl '-)Type Locn Vehs M (ft) Flow Satn *100 Type A3 W 2 0 15 1800 85 92 3* A3 S 2 0 15 1800 85 92 3* -1 A3 E 2 0 15 1800 85 92 3* A3 N 2 0 15 1800 85 92 3* ­�OVEMENT DESCRIPTION 1 Appr ---- -)Line Road Exit Mov Type Locn Road Trn No. j A4 W N L 12 A4 S W L 32 A4 E S L 22 A4 N E L 42 'l VEHICLE VOLUMES Appr Line Veh Road ---- .-)Type Class Locn S A5 TOT W 100 A5 %HV W 2 A5 TOT S A5 %HV S A5 TOT E 105 A5 %HV E 2 A5 TOT N 340 A5 %HV N 2 IEDESTRIAN VOLUMES Line j Type ) A6 HANE DATA Appr )Line Road Lane Lane Type Locn No. Dis. A8 W 1 LTR A8 S 1 LT A8 S 2 TR J A8 E 1 LTR A8 E 2 R A8 N 1 LT A8 N 2 TR SHARED LANE DATA --- F Appr Line Road Lane Mov Type Locn No. No. A9 W 1 12 A9 S 1 32 A9 S 2 32 A9 E 1 22 A9 N 1 42 A9 N 2 42 v �DHASING AND PRIORITIES Opd ----- V E H I C L E S---- Exit Mov Exit Mov Road Trn No. Road Trn No. E T 12 S R 12 N T 32 E R 32 W T 22 N R 22 S T 42 W R 42 Appr Exit Appr Speed Speed Dist 35 35 1800 35 35 1800 35 35 1800 35 35 1800 ---------------PEDS.-- Exit Mov Mov Mov Road Trn No. No. No. W L S L E L N L Volume of Traffic Turning TO APPROACH ---- SE E NE N NW W SW 250 150 2 2 190 470 50 2 2 2 370 210 2 2 350 2 Vol. of Pedestrians in Front of Approach S SE E NE N NW W 80 2 SW SL Lane Basic Lane SL No.of Lane Length Width Satn Util Green Park Type (ft) (ft) Flow (%) Const Manvs 1 N* 15 1800 100 1 N* 15 1800 100 1 N* 15 1800 100 1 N* 12 1800 100 1 N* 12 1800 100 1 N* 15 1800 100 1 N* 15 1800 100 IRST MOVEMENT --- -- SECOND MOVEMENT ---- Free Basic SL Free Basic SL Queue Satn Grn Mov Queue Satn Grn (veh) Flow Con No. (veh) Flow Con 0 1800 N 12 0 1800 N 0 1800 N 32 0 1800 N 0 1800 N 32 0 1800 N 0 1800 N 22 0 1800 N 0 1800 N 42 0 1800 N 0 1800 N 42 0 1800 N Opd Opd Opd Opd Opd Bus Stops /hour •.• lLine Phase Mov Ped Mov Ped Mov Ped Mov Ped Mov Ped Mov Ped Mov Ped 'Type Name No. Dum No. Dum No. Dum No. Dum No. Dum No. Dum No. Dum A14 ZZ 32 LTR 22 LTR 42 LTR 12 LTR ^1 /JEGOTIATION RADIUS (GEOMETRIC DATA) Appr Line Road -- Negotiation radius for traffic exiting TO APPROACH -- Type _)A21 Locn S SE E NE N NW P P W SW )A23 W P 22 ,-)A21 S P P P 85 E P P P A21 _)A21 N P P -'NEGOTIATION SPEED (GEOMETRIC DATA) Appr I Line Road -- Negotiation speed for traffic exiting TO APPROACH -- --)Type Locn S SE E NE N NW W SW A22 W P P P �A22 S P P P �A22 E P P P A22 N P P 1EGOTIATION DISTANCE (GEOMETRIC DATA) Appr P )Line i,oad -- Negotiation distance for traffic exiting TO APPROACH -- Type __cn S SE E NE N NW W SW )A23 W P P P 22 A23 �A23 S E P P P P P P I)A23 N P P MOVEMENT DATA Mov.Type: P=Pedestrian) ---)Line Mov. Mov. )Type Type No. 4 12 4 32 4 22 4 42 _MOVEMENT DATA (2) 0 Satn Flow Opsd Line Mov Type No. 5 12 5 32 5 22 5 42 0 Satn Flow Opsd Turn Type/ Line Mov Opsd Radius/Peds lst 2nd Prac. Grad. Turn ----------- Grn Grn Deg.Satn M L L R 85 0 0 0 0 85 0 0 0 0 85 0 0 0 0 85 0 0 0 0 aPPOSING MOVEMENT DATA Opposing Approaches/Movements App/ Turn/ App/ Turn/ App/ Turn/ Mov Flow Mov Flow Mov Flow App/ Turn/ Mov Flow Opsd ----------- Line Mov Opsd App/ Turn/ Type No. Turn Mov Flow 6 12 L C 6 12 T C 6 12 R C 6 32 L C 6 32 T C 6 32 R C Opposing Approaches/Movements App/ Turn/ App/ Turn/ App/ Turn/ Mov Flow Mov Flow Mov Flow App/ Turn/ Mov Flow 6 22 L C 6 22 T C 6 22 R C 6 42 L C - - 6 42 T C - 6 42 R C i �PPOSED TURN PARAMETERS Line Opsd Crit Fol.up Min Exit )Type Mov Opsd Gap Hdway Deps Flow No. Turn (*10) (*10) (*10) (o) 7 12 L V V 25 0 7 12 T V V 25 0 7 12 R V V 25 0 7 32 L V V 25 0 7 32 T V V 25 0 7 32 R V V 25 0 7 22 L V V 25 0 7 22 T V V 25 0 7 22 R V V 25 0 7 42 L V V 25 0 7 42 T V V 25 0 7 42 R V V 25 0 MOVEMENT GROUPING DEFINITION .)Line Grp Mov Mov Mov Mov Mov Mov Mov Mov ---- GROUP DESCRIPTION ---- Type No. No. No. No. No. No. No. No. No. 11 1 12 Arkansas Systems 11 2 32 Kirk Road 11 3 22 Wellington Hills 11 4 42 Kirk Road j A -ATA FOR MOVEMENT GROUPINGS ,Line Group Flow Delay Stop Queue Type No. Scale Weight Weight Weight % 100wl 100w2 100w3 12 2 1 100 100 100 100 0 0 12 2 2 100 100 100 100 0 0 12 2 3 100 100 100 100 0 0 12 2 4 100 100 100 100 0 0 DATA FOR FUEL/EMISSIONS/COST --------------------------------------------------------- Group Idling Steady Speed Veh. Power Coeffs. Alphanumeric No. Rate ------------- Mass (*10E4) Description (/h) A B (lb)--------------•- ------------- (*1000)(*l0E4)(*10E8) Betal Beta2 Name Unit 1 All parameters program calculated 2 All parameters program calculated 3 All parameters program calculated 4 All parameters program calculated MOVEMENT DATA (1) { Approach Queue Space PHF Arrival & ------------ (ft/veh) *100 Control j Line Mov Speed Dist. ------------ Type Type No. (mi/h) (ft) LV HV & Coord. 15 12 35 1800 0 0 25 45 0 92 R 15 32 35 1800 0 0 25 45 0 92 R 15 22 35 1800 0 0 25 45 0 92 R 15 42 35 1800 0 0 25 45 0 92 R B VARIABLE FLOW SCALE DATA } Line User/ 1Type Prog 22 N F L O W S C A L E S Groups------------------------------------------------------- 1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th 11th 12th 100 140 2 End of Input Data Listing from file: '-)\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.DAT i2UNTIME INFORMATION Undertaking aaSIDRA run: irk -Ark Syst-Wellington Hills Projected PM Peak .Alculating Capacities ilculating Performance Results and Writing Main Output File: t,:\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.OUT i --- End of aaSIDRA Data Listing --- u:\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.LIS produced by aaSIDRA 2.1.3.356 Copyright 2000-2004 Akcelik & Associates Pty Ltd �enerated 3:15 PM, Apr 3,2006 } _J ,V �l _1 J J queuedist Page 1 of 1 Queue Distance Largest 95% Back of Queue for any lane used by movement (feet) Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Kirk Road Intersection Type Roundabout Color code +J L+ based on 67 67 Queue Storage 67 Ratio < 0.6 0.6-0.7 CA � 0.7-0.8 w �� w 3 J 0.9-1.0 In > 1.0 Ac ab r 1 101 101 U 1 Kirk Road r x akcelik & associates aaTraffic aaSI DRA G:\P1000-P1us\P1180 Whisenhunt - Kirk Road\RBT-ANALYSIS\P1180-kirk-arksyst-well Produced by aaSIDRA 2.1.3.356 Copyright© 2000-2005 Akceiik & Associates Pty Ltd Generated 4/3/2006 3:24:27 PM file://C:\Documents and Settings\Greg\Local Settings\Temp\{31AB2F8C-F32A-46A4-AOD... 4/3/2006 Akcelik & Associates Pty Ltd - aaSIDRA 2.1.3.356 --------------------------------------------------- Peters & Associates Engineers, Inc. Greg Simmons User ID: A1541 Licence Type: Single Computer Time and Date of Analysis 3:24 PM, Apr 3,2006 f Filename: G:\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-well.OUT -Cirk-Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Zntersection ID: 1 taTraffic SIDRA US Highway Capacity Manual (2000) Version 'UN INFORMATION Basic Parameters: Intersection Type: Roundabout Driving on the right-hand side of the road 7 Input data specified in US units Default Values File No. 11 Peak flow period (for performance): 15 minutes Unit time (for volumes): 60 minutes (Total Flow Period) Delay definition: Control delay j Geometric delay included HCM Delay and Queue Models option selected ] Lev-'. of Service based on: Delay (HCM method) Qu--: definition: Back of queue, 95th Percentile Kirk -Ark Syst-Wellington Hills Projected PM Peak J), Rock, AR Intersection ID: 1 Roundabout } )EFAULT PARAMETERS ------------- Default values for some of the important general parameters: (Default Values File: DEFII.SDF) 1. Basic saturation flow: 1900 tcu/h This value applies mainly to signalised intersections. For roundabouts and sign -controlled intersections, it is used for determining capacity s of priority and continuous movements. 2. Through car equivalents for signalised intersections L E F T THROUGH R I G H T r LV HV LV HV LV HV Normal 1.053 2.000 1.000 2.000 1.176 2.000 Restricted 1.303 2.500 1.426 2.500 3. Opposed turn parameters (Roundabout) i Crit. Fol.up Min. % Exit Flow Gap Hdway Deps Opposing Left turns V V 2.5 0 Through V V 2.5 0 ' Right turns: V V 2.5 0 `f" 4, Cruise speed= 40 mi/h, Approach Distance= 1800 ft 5. Queue space per vehicle in feet Light vehicles: 25.0 Heavy vehicles: 45.0 A full list of input data defaults and ranges is given in the �, Input Guide part of aaSIDRA User Guide. Kirk -Ark Syst-Wellington Hills Projected PM Peak 'ittle Rock, AR Intersection ID: 1 Roundabout -able S.0 - TRAFFIC FLOW DATA N •1137 34 205 2 2 15.00 815 2.0 ._------------------------------------------ Mov Left Through Right Flow Peak No. --------- --------- --------- Scale Flow ,.forth: LV HV LV HV LV HV Factor VEHICLES -_ Demand flows in veh/hour as used by the program ,Jest: Arkansas Systems I-------- 12 160 3 --------------------------------- 266 5 107 2 1.00 ---.. 0.92 ------- --------------------------------------------------------- 3outh: -. - --- .- Kirk Road 32 53 1 501 10 202 4 1.00 0.92 ----------------------------------------------------------------- 7ast• Wellington Hills 22 112 2 224 5 394 8 1.00 0.92 --------_--_-------------------------------------------------------------- North: Kirk Road 42 373 8 362 7 85 2 1.00 0.92 ------------------------------------------------------------------------ Based on unit time = 60 minutes. flow Scale and Peak Hour Factor effects included in flow values. Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Tntersection ID: 1 Roundabout fable R.0 - ROUNDABOUT BASIC PARAMETERS }-__ ------------ ---------------------- Circulating/Exiting --------------- -Circulating/Exiting Stream )Cent Circ Insc No.of No.of Av.Ent ---------------------------------------- Island Width Diam. Circ. Entry Lane Flow %HV Adjust. %Exit Cap. O -D )Diam Lanes Lanes Width (veh/ Flow Incl. Constr. Factor 1 (ft) (ft) (ft) (ft) h)(pcu/h)Effect -.----------------------------------------- -------- ------- West: Arkansas Systems 137 34 205 2 1 15.00 864 2.0 864 0 N 0.894 ------- ------ . --------------------__-----_..__--_ --------------- South: Kirk Road N •1137 34 205 2 2 15.00 815 2.0 F 0.883 397 -------------------- 0 Wellington Hills 34 205 2 2 12.00 728 2.0 1;137 ,.forth: Kirk Road ,137 34 205 2 2 15.00 397 2.0 - ------ ---------------------------------- {irk-Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR --intersection ID: 1 Roundabout 815 0 N 0.891 728 ------------------------- 0 N 0.883 397 -------------------- 0 N 0.940 Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS ----------------------------------- --- Turn Lane Lane ---- Circulating/Exiting Stream Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------_ Rate Speed Dist Headway Bunched Hdwy Dist (pcu/h) (mph) (ft) (s) (s) (ft) ---------------__---_-_-------------------------------------------w Foll-up Headway (s) Kest: A;eft Arkansas Systems 1 Dominant 864 21.9 134.1 1.15 0.457 2.82 90.6 2.29 -'Thru 1 Dominant 864 21.9 134.1 1.15 0.457 2.82 90.6 2.29 _<ight 1 Dominant 864 21.9 134.1 1.15 0.457 2.82 90.6 2.29 ----------------------------------------------------------------------------- mouth: Kirk Road `eft 1 Subdominant 815 21.0 136.1 2.00 0.646 2.85 88.0 2.30 Thru 1 Subdominant 815 21.0 136.1 2.00 0.646 2.85 88.0 2.30 2 Dominant 815 21.0 136.1 2.00 0.646 2.40 74.1 1.93 'tight 2 Dominant 815 21.0 136.1 2.00 0.646 2.40 74.1 1.93 ------------------------------------------------------------------------------ last: Wellington Hills Left 1 Subdominant 728 24.6 178.5 1.35 0.453 3.63 131.1 2.31 _'hru 1 Subdominant 728 24.6 178.5 1.35 0.453 3.63 131.1 2.31 -,ight i----------------------------------------------------------------------------- 2 Dominant 728 24.6 178.5 1.35 0.453 3.09 111.7 1.97 jorth: Left Kirk Road 1 Subdominant 397 23.4 311.2 2.00 0.384 3.22 110.4 2.38 :'hru 1 Subdominant 397 23.4 311.2 2.00 0.384 3.22 110.4 2.38 2 Dominant 397 23.4 311.2 2.00 0.384 2.82 96.8 2.09 _tight ---------------------------------------------------------------------- 2 Dominant 397 23.4 311.2 2.00 0.384 2.82 96.8 2.09 } Environment Factor: 1.00 Entry/Circulating Flow Adjustment: Medium Priority sharing is implied for some movements (Follow-up Headway plus f Intra -bunch Headway is larger than the Critical Gap). The 0-D Factor k (Table R.0) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream \Lirk -Ark Syst-Wellington Hills Projected PM Peak ittle Rock, AR Tntersection ID: 1 Roundabout fable R.5 - ROUNDABOUT CAPACITY & LEVEL OF SERVICE - aaSIDRA & HCM MODELS --------__----------------------------------- aaSIDRA HCM 2000 Lower HCM 2000 Upper MovDem -------------------- -------------------- -------------------- No. ---_____________ -_No. Flow Cap. Deg. Av. Cap. Deg. Av. Cap. Deg. Av. (veh (veh Satn Delay LOS (veh Satn Delay LOS (veh Satn Delay LOS /h) /h) x (sec) /h) x (sec) /h) x (sec) L_----- --- ----- --------- ---- ---------- ------------- West: Arkansas Systems 12 LTR 543 911 0.596 8.9 A - - - - NA - - - - - - - - NA - - - - South: Kirk Road 32 LTR 771 1764 0.437 8.0 A - - - - NA - - - - - - - NA - - - - East: Wellington Hills 22 LTR 745 1806 0.413 7.3 A - - - - NA - - - - - - - - NA - - - - Aorth: Kirk Road . 42 LTR 837 2380 0.352 7.6 A - - - - NA - - - - _-------------- - - - - NA - - - - ------------------------- . ------ . - . - .----------------------------------------- - J NA Values for this roundabout capacity model have not been calculated _} because the model was not applicable for the given roundabout conditions. Note that the HCM models are only applicable to single -lane roundabouts with circulating flows less than 1200 veh/h. Also note that results are not calculated for any of the models for slip lane or continuous movements. See the aaSIDRA Traffic Model Reference Guide for roundabout limits. �l ,;irk -Ark Syst-Wellington Hills Projected PM Peak -T,ittle Rock, AR intersection ID: 1 Roundabout .Table R.6 - ROUNDABOUT ALTERNATIVE CAPACITY MODELS -__ aaSIDRA NAASRA 1986 Ger. Linear Ger. GapAcc MovDem ----------- ----------- ------------ ----------- 'No. Flow Cap. Deg. Cap. % Diff Cap. % Diff Cap. % Diff (veh (veh Satn (veh from (veh from (veh from /h) /h) x /h) aaSIDRA /h) aaSIDRA /h) aaSIDRA ----------------------------------------------------------------- Nest: Arkansas Systems 12 LTR 543 911 0.596 867 -4.8 792 -13.1 608 -33.3 ------------------------------------------------------------------ mouth: Kirk Road 32 LTR 771 1764 0.437 1809 2.6 972 -44.9 1273 -27.8 ----------------------------------------------------------------- ast: Wellington Hills 22 LTR 745 1806 0.413 1948 7.9 1016 -43.7 1379 -23.6 ---------------------------------------------------------------- North: Kirk Road Ij 42 LTR 837 2380 0.352 2581 8.4 1181 -50.4 1833 -23.0 Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Tntersection ID: 1 r Roundabout aka' S.2 - MOVEMENT CAPACITY PARAMETERS ------------------------------------------------------------ -------- Mov Opposing Movement Total Prac. Prac. Lane Deg. 3No. Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow (veh Satn Cap. } (veh/h) (%) (veh/h) (%) (pcu/h) /h) xp M M x Nest: Arkansas Systems 12 LTR 543 1.8 864 2.0 864 911 0.85 43 100 0.596* South: Kirk Road 32 LTR 771 1.9 815 2.0 815 1764 0.85 94 100 0.437 ---------------- ------------------------- -------____..____--- ---- - -- East: Wellington Hills 22 LTR 745 2.0 728 2.0 728 1806 0.85 106 94 0.413 '------------------------------------------------------------ ---------^------- North: Kirk Road ! 42 LTR 837 2.0 397 2.0 397 2380 0.85 142 100 0.352 Kirk -Ark Syst-Wellington Hills Projected PM Peak -ittle Rock, AR Intersection ID: 1 Roundabout _A Fable S.3 - INTERSECTION PARAMETERS rrIntersection Level of Service = A Worst movement Level of Service - A Average intersection delay (s) 7.9 Largest average movement delay (s) = 8.9 Largest back of queue, 95% (ft) = 119 J Performance Index = 59.18 Degree of saturation (highest) = 0.596 r Practical Spare Capacity (lowest) = 43 % Effective intersection capacity, (veh/h) = 4859 Total vehicle flow (veh/h) = 2896 Total person flow (pers/h) = 3475 Total vehicle delay (veh-h/h) = 6.33 Total person delay (pers-h/h) = 7.60 Total effective vehicle stops (veh/h) = 1996 Total effective person stops (pers/h) = 2395 Total vehicle travel (veh-mi/h) = 1195.8 Total cost ($/h) = 564.40 Total fuel (gal/h) = 53.9 Total CO2 (kg/h) = 510.16 .(irk -Ark Syst-Wellington Hills Projected PM Peak Tjittle Rock, AR -)Total Deg. Total ^ Total Aver. Prop. Eff. Longest Perf. Intersection ID: 1 Delay Delay Queued Stop Queue Index Speed '(veh/h) x (veh-h/h)(pers-h/h)(sec) Roundabout Rate (ft) (mph) -------------------------------------------------------------------------- West Arkansas Systems 1 Table S.5 - MOVEMENT PERFORMANCE 543 0.596 1.34 1.61 8.9 Mov __ T Total Total Aver. Prop. Eff. Longest Queue Perf. Aver. No. Delay Delay Delay Queued Stop 95% Back Index Speed 0.78 (veh-h/h)(pers-h/h)(sec) 16.49 Rate (vehs) (ft) (mph) - ------------ Past: Wellington Hills ------------------------------------------------------------------------- Rest: Arkansas Systems 745 0.413 1.51 1.81 7.3 0.72 0.65 79 12 LTR 1.34 1.61 8.9 0.72 0.81 4.7 119 11.75 28.5 -------------------------------------------------------------------------- pouth: Kirk Road 2.12 7.6 0.53 0.56 67 16.08 28.7 32 �1-- LTR 1.72 2.06 8.0 0.79 0.78 4.0 101 16.49 28.8 .--- �4• - -----------------------------------------__------------------------- Wellington Hills 0.68 0.69 119 59.18 28.7 'INTERSECTION (persons): 22 LTR 1.51 1.81 7.3 0.72 0.65 3.1 79 14.85 28.8 North: Kirk Road 59.18 28.7 -------------------------------------------------------- __;queue values in -this table are 95% back of queue (feet). 42 LTR 1.77 2.12 7.6 0.53 0.56 2.6 67 16.08 28.7 11 Kirk -Ark Syst-Wellington Hills Projected PM Peak r,ittle Rock, AR Intersection ID: 1 i Roundabout "able S.6 - INTERSECTION PERFORMANCE -)Total Deg. Total ^ Total Aver. Prop. Eff. Longest Perf. Aver. Flow Satn Delay Delay Delay Queued Stop Queue Index Speed '(veh/h) x (veh-h/h)(pers-h/h)(sec) Rate (ft) (mph) -------------------------------------------------------------------------- West Arkansas Systems 543 0.596 1.34 1.61 8.9 0.72 0.81 119 11.75 28.5 South: Kirk Road 771 0.437 1.72 2.06 8.0 0.79 0.78 101 16.49 28.8 ------------------------------------------------------------- - ------------ Past: Wellington Hills 745 0.413 1.51 1.81 7.3 0.72 0.65 79 14.85 28.8 ------------------------------------------------------------------ North: Kirk Road 837 0.352 1.77 2.12 7.6 0.53 0.56 67 16.08 28.7 --------__-_-----------------------------------_ ALL VEHICLES: . '2896 0.596 6.33 7.60 7.9 0.68 0.69 119 59.18 28.7 'INTERSECTION (persons): 3475 0.596 =--------------- 7.60 7.9 0.68 0.69 59.18 28.7 -------------------------------------------------------- __;queue values in -this table are 95% back of queue (feet). :irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table S.7 - LANE PERFORMANCE -------------------------------------------- Dem Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Mov (veh (veh Satn Delay Stop ------------ No. No. /h) /h) x (sec) Rate (vehs) (ft) West: Arkansas Systems 11 LTR 12 543 911 0.596 South: Kirk Road 1 LT 32 344 787 0.437 2 TR 32 427 977 0.437 ------------------------------- East: Wellington Hills 1 LT 22 343 832 0.412 2 R 22 402 1036 0.388 Short Lane (ft) 8.9 0.81 4.7 119 ----------------------------- 8.8 0.83 3.7 94 7.4 0.74 4.0 101 --------------------- 8.4 •0.71 3.1 79 6.3 0.61 3.0 76 ---------------------- --------------------------- 'North: Kirk Road 1 LT 42 386 1099 0.352 11.7 0.73 2 TR 42 451 1281 0.352 4.1 0.41 -------------------------------------------- 2.5 63 2.6 67 Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR ntersection ID: 1 Roundabout r -i able S.8A - LANE FLOW AND CAPACITY INFORMATION ----------------------------------------------- Min Tot Lane Mov Dem Flow (veh/h) Cap Cap Deg. No. No. ------------------- (veh (veh Satn Lef Thru Ria Tot /h) /h) x ------------------------ West: Arkansas Systems 1 LTR 12 163 271 109 543 150 911 0.596 -------------------------------------------------- ySouth: Kirk Road 1 LT 32 54 290 0 344 150 787 0.437 2 TR 32 0 221 206 427 150 977 0.437 -------------------------------------------------- ) East: Wellington Hills Lane Util 0 100 100 100 )l LT 22 114 229 0 343 150 832 0.412 100 2 R 22 0 0 402 402 150 1036 0.388 94P North: Kirk Road 1 LT 42 381 5 0 386 150 1099 0.352 100 2 TR 42 0 364 87 451 150 1281 0.352 100 `P -^Lane under -utilisation found by the "Program" For roundabouts, the capacity value for continuous movements is obtained as i the basic saturation flow without any adjustments. Saturation flow scale ` applies if specified. --)Kirk-Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA Lane Demand Flow (veh/h) --- OF SERVICE Adj-- Adj. Deg Aver. Longest Shrt No. -------------------- %HV Basic (secs) Sat Delay Queue Lane Total L T R Tot Longest Satf. lst 2nd x (sec) (ft) (ft) -------------------------------------------------------------------------- West: Arkansas Systems 95% Back (veh (veh Satn LTR 163 271 109 543 2 /h) 0.596 8.9 119 163 271 109 -^543 West: 2 __ 0.596 8.9 119 -------------------------------------------------------------------------- South: Kirk Road 12 LTR 543 911 0.596* 8.9 A 4.7 LT 54 290 _----------------------------------------------------- --------------------------------------------------- 543 543 344 2 8.9 0.437 8.8 94 2 TR 221 206 427 2 0.437 7.4 101 LTR 771 ---- - -- -- - 54 511 ----- ---- 206 -- - - 771 - -- --- 2 4.0 0.437 8.0 101 -------------------------------------------------------------------------- East: Wellington Hills A 4.0 101 ---------- -------------------------------------------------------- 1 LT 114 229 343 2 0.412 8.4 79 R 402 402 2 0.413 0.388 6.3 76 79 1------------------------ 14 229 - 402 745 -------^ 2 ' 0.412 7.3 79 ----------- North: --------------------------------------------- Kirk Road 42 L LT 381 5 0.352 386 2 2.6 0.352 11.7 63 2 TR }------------------------------------------ 364 87 451 2 0.352 -------------------------- 4.1 67 381 369 87 837 2 0.352 7.6 67 ,ALL VEHICLES Total Max Aver. Max Flow HV X Delay Queue 2896 2 .'•.596 7.9 119 =--------------------------------- Total flow period = 60 minutes. Peak flow period = 15 minutes. Queue values in this table are 95% back of queue (feet). ,- ote: Basic Saturation Flows are not adjusted at roundabouts or sign - controlled intersections and apply only to continuous lanes. :irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR ,Intersection ID: 1 Roundabout Table 5.15 - CAPACITY AND LEVEL OF SERVICE 5 Mov Mov Total Total Deg. Aver. LOS Longest Queue ?No. Typ Flow Cap. of Delay 95% Back (veh (veh Satn (vehs) (ft) /h) /h) (v/c) (sec) West: Arkansas Systems 12 LTR 543 911 0.596* 8.9 A 4.7 119 _----------------------------------------------------- --------------------------------------------------- 543 543 0 596 8.9 A 4.7 119 ----------------------------------------------------------------- South: Kirk Road 32 LTR 771 1764 0.437 8.0 A 4.0 101 --------------------------------------------------- ------------------------------------------------------771 771 0.437 8.0 A 4.0 101 ---------- -------------------------------------------------------- y East: Wellington Hills t,f 22 LTR 745 1806 0.413 7.3 A 3.1 79 �•� - 745 rr^ 0.413 7.3 A 3.1 79 ----------------------------------------------------------------- North: Kirk Road 42 LTR 837 2380 0.352 7.6 A 2.6 67 837 0.352 7.6 A 2.6 67 •---------------------------------------------------------------- ALL VEHICLES: 2896 0.596 7.9 A 4.7 119 rLevel of Service calculations are based on average control delay including geometric delay (HCM criteria), independent of the current delay definition used. For the criteria, refer to the "Level of Service" topic in the aaSIDRA Output Guide or the Output section of the on-line help. * Maximum v/c ratio, or critical green periods Kirk -Ark Syst-Wellington Hills Projected PM Peak Kittle Rock, AR -Intersection ID: 1 Roundabout _'able D.0 - GEOMETRIC DELAY DATA Negn Negn Negn From To Radius Speed Dist. Approach Approach (ft) (mph) (ft) ------------------------------ -------------- West: Arkansas Systems South East North ----------------------- South: Kirk Road West - East North -------------- East: Wellington Hills West South r North ----------------------- North: Kirk Road West South i East Appr. Downstream Dist. Distance (ft) (ft) ----------------- 173.6 23.6 79.1 1800 323 262.1 27.5 195.4 1800 333 82.1 17.8 322.4 1800 555 82.1 17.8 322.4 1800 555 _.58.6 22.8 79.3 1800 322 262.1 -------------------------------------- 27.5 195.4 1800 333 262.1 27.5 195.4 1800 333 82.1 17.8 322.4 1800 555 164.6 23.1 79.2 1800 322 158.6 22.8 79.3 1800 322 262.1 27.5 195.4 1800 333 82.1 17.8 322.4 1800 555 Maximum rNegotiation (Design) Speed = 30.0 mph Downstream Distance calculated by aaSIDRA Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Kirk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR Tntersection ID: 1 Roundabout `Stable D.1 - LANE DELAYS ----------------- - ----- - -- -----µ --------------- Delay (seconds/veh)---------------___ Deg. Stop -line Delay Acc. Queuing Stopd Lane Mov Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom. Control ;No. No. x dl d2 dSL do dq dqm di dig dic -West: Arkansas Systems 1 LTR 12 0.596 2.7 1.0 3.8 4.6 0.0 0.0 0.0 5.1 8.9 South: Kirk Road L� 1 LT 32 0.437 4.6 0.5 5.1 5.4 0.1 0.0 0.1 3.7 8.8 2 TR 32 0.437 3.9 0.2 4.1 5.4 0.0 0.0 0.0 3.3 7.4 -------------------------------------------------------------------------- East: Move -up Wellington Hills Satn 98% Geom. Overall Queued Rate No. x )1 LT 22 0.412 3.1 0.2 3.3 4.8 0.0 0.0 0.0 5.1 8.4 -2 R 22 0.388 2.3 0.0 2.3 4.5 0.0 0.0 0.0 4.0 6.3 --------------------------------------------------------------------------- North: i' LT Kirk Road 0.73 0.03 0.07 0.83 0.785 0.07 1.8 0.437 0.67 0.01 0.07 1 LT 42 0.352 1.5 0.0 1.5 2.8 0.0 0.0 0.0 10.2 11.7 2 TR 42 0.352 1.3 0.0 1.3 3.7 0.0 0.0 0.0 2.8 4.1 0.388 do is average -stop -start 0.61 delay for all vehicles queued and unqueued ::irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table D.2 - LANE STOPS ------------------------------------ Kirk -Ark Syst-Wellington Hills Projected PM Peak Kittle Rock, AR Intersection ID: 1 Roundabout Fable D.3A - LANE QUEUES (veh) ---------------------------------- Deg. Ovrfl. Average (veh) Lane Satn Queue -------------- No. x No Nbl Nb2 ---------------------------------- West: Arkansas Systems J1 LTR 0.596 0.2 1.3 0.2 ---------------------------------- 'South: Kirk Road )1 LT 0.437 0.1 1.1 0.1 2 TR 0.437 0.0 1.2 0.0 ---------------------------------- East: Wellington Hills 1 LT 0.412 0.0 1.0 0.0 2 R 0.388 0.0 1.0 0.0 ---------------------------------- North: Kirk Road 1 LT 0.352 0.0 0.8 0.0 ` Percentile (veh) Queue --- -------------------------------- Queue Deg. -- Effective Stop Rate -- Prop. Move -up Lane Satn 98% Geom. Overall Queued Rate No. x hel het hig h pq hqm West: }1 Arkansas Systems 4.3 0.05 1.3 ----------------------------------------- 2.3 LTR 0.596 0.63 0.07 0.11 0.81 0.718 0.17 7 ------------------------------------------------------ South: Kirk Road 3.6 0.04 1.0 ----------------------------------------- 1.7 i' LT 0.437 0.73 0.03 0.07 0.83 0.785 0.07 1.8 0.437 0.67 0.01 0.07 0.74 0.796 0.03 )TR ------------------------------------------------------- East: Wellington Hills 1 LT 0.412 0.58 0.01 0.11 0.71 0.726 0.04 2 R 0.388 0.50 0.00 0.11 0.61 0.707 0.00 ------------------------------------------------------- ------------------------------------------- )North: )North: Kirk Road 1 LT 0.352 0.42 0.00 0.30 0.73 0.532 0.00 2 TR 0.352 0.28 0.00 0.13 0.41 0.523 0.00 ^ hig is the average value for all movements in a shared lane hqm is average queue move -up rate for all vehicles queued and unqueued Kirk -Ark Syst-Wellington Hills Projected PM Peak Kittle Rock, AR Intersection ID: 1 Roundabout Fable D.3A - LANE QUEUES (veh) ---------------------------------- Deg. Ovrfl. Average (veh) Lane Satn Queue -------------- No. x No Nbl Nb2 ---------------------------------- West: Arkansas Systems J1 LTR 0.596 0.2 1.3 0.2 ---------------------------------- 'South: Kirk Road )1 LT 0.437 0.1 1.1 0.1 2 TR 0.437 0.0 1.2 0.0 ---------------------------------- East: Wellington Hills 1 LT 0.412 0.0 1.0 0.0 2 R 0.388 0.0 1.0 0.0 ---------------------------------- North: Kirk Road 1 LT 0.352 0.0 0.8 0.0 ` Percentile (veh) Queue --- -------------------------------- Stor. Nb ----------------------------------------- 700 85% 90% 950 98% Ratio 1.5 ----------------------------------------- 2.7 3.3 3.8 4.7 5.5 0.07 1.2 2.2 2.6 3.0 3.7 4.3 0.05 1.3 ----------------------------------------- 2.3 2.8 3.2 4.0 4.6 0.06 1.0 1.8 2.2 2.5 3.1 3.6 0.04 1.0 ----------------------------------------- 1.7 2.1 2.4 3.0 3.5 0.04 0.8 1.5 1.8 2.0 2.5 2.9 0.04 2 TR 0.352 0.0 0.8 0.0 0.8 1.5 1.9 2.? 2.6 3.0 0.04 --------------------------------------------------------------------------- Values printed in this table are back of queue (vehicles). :irk -Ark Syst-Wellington Hills Projected PM Peak Little Rock, AR intersection ID: 1 Roundabout Table D.3B - LANE QUEUES (feet) - ^^ Deg. Ovrfl. Average(feet) Percentile (feet) Queue Lane Satn Queue----------------------------------------------Stor. No. x No Nbl Nb2 Nb 70% 850 90% 95% 98% Ratio --------------------------------------------------------------------------- 'West: Arkansas Systems 1 LTR 0.596 5 32 6 39 69 84 96 119 138 0.07 =-------------------_------------------------------------------------------- ,,South: ------------ ---.._•iSouth: Kirk Road 1 LT 0.437 2 28 2 30 55 67 76 94 110 0.05 2 TR 0.437 1 32 1 33 59 72 82 101 117 0.06 --------------------------------------------------------- East: Wellington Hills }1 LT 0.412 1 24 1 25 46 56 64 79 91 0.04 2 R 0.388 0 24 0 24 44 54 61 76 88 0.04 ---------------------------------------------------------------------------- North: Kirk Road )l LT 0.352 0 20 0 20 37 45 51 63 73 0.04 �2 TR 0.352 0 21 0 21 39 47 54 67 77 0.04 Values printed in this table are back of queue (feet). ,Kirk -Ark Syst-Wellington Hills Projected PM Peak Tittle Rock, AR Intersection ID: 1 Roundabout .y Table D.4 - MOVEMENT SPEEDS (mph) �-- ----------------------------------------.._----------------- Queue Move -up App. Speeds Exit Speeds -------------- Av. Section Sp JMov------------------------ 1st 2nd ---------------- No. Cruise Negn Negn Cruise Grn Grn Running Overall ---------_------------_--_----------- ------------------------- )West: Arkansas Systems 12 35.0 23.8 23.8 35.0 11.5 28.5 28.5 ----------- ----------------------------------------------------- South: Kirk Road 32 35.0 25.6 25.6 35.0 13.0 28.9 28.8 East:' Wellington Hills 22 35.0 23.6 23.6 35.0 12.7 28.8 28.8 North: Kirk Road 42 35.0 22.6 22.6 35.0 28 `- -- 7 287 --------------------------------------- --------------------- } "Running Speed" is the average speed excluding stopped periods. 1 --- End of aaSIDRA Output --- ;:\P1000-Plus\Pll80 Whisenhunt - Kirk Road\RBT-ANALYSIS\Pll80-kirk-arksyst-we11.0UT Produced by aaSIDRA 2.1.3.356 „�opyright 2000-2004 Akcelik & Associates Pty Ltd 3enerated 3:24 PM, Apr 3,2006 PETERS & ASSOCIATES ENGINEERS, INC. V � y 0 o � PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Chenai Parkwa and Rah iin Road I ted• ' PETERS & ASSOCIATES ENGINEERS. INC. f r�r_r m PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Chenal Parkway and Arkansas S stems Dr./LaGrande Dr. S t-aGrandeOf� S stems ')r. Arkansas y PETERS & ASSOCIATES ENGINEERS, INC. PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY =\ Chenal Parkway and Kanis Road West lk PETERS & ASSOCIATES ENGINEERS. INC. PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Chenal Parkway and Kirk Road Y . Chenal Pkwy. mann"m PETERS & ASSOCIATES ENGINEERS. INC. PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Chenal Parkway and Kanis Road East n PETERS & ASSOCIATES ENGINEERS. INC. 0 PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Chenal Parkway and Wellington Hills Road _ PETERS & ASSOCIATES ENGINEERS, INC. PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Kanis Road East and Wellinciton Hills Road F PETERS & ASSOCIATES ENGNEERS. INC. u PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Wellington Hills Road and Wellington Village Road PETERS & ASSOCIATES ENGINEERS. INC. �d- �--- _�or V illa9 W ell�n9 PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Kirk Road and Wellin ton Hills Rd./Arkansas Systems Dr. Irks,,_ PETERS & ASSOCIATES ENGINEERS. INC. PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Kirk Road and Wellington Village Road -� PETERS & ASSOCIATES ENGINEERS, INC. Q I� Wellington Village Rd. PETERS & ASSOCIATES ENGINEERS, INC. w PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY Rahling Road and Cham lin Drive: PETERS & ASSOCIATES ENGINEERS. INC. r PROPOSED INTERSECTION SCHEMATIC LANE GEOMETRY �L Kirk Road and Pride valley Road = PETERS & ASSOCIATES ENGINEERS. INC. Pride Valley Rd.