HomeMy WebLinkAboutPeters Traffic Study
April 16, 2021
Mr. John A. Rees
Rees Commercial
11719 Hinson Road, Suite 130A
Little Rock, AR 72212
Re: P2040
Cantrell West
Retail – Restaurant Development
Traffic Operational Analysis
Cantrell Road (Highway 10)
Little Rock, Arkansas
Dear Mr. Rees:
Peters & Associates Engineers, Inc. conducted in May 2020 a traffic engineering study relating to development of
a proposed site for Cantrell West development to be located on the north side of Cantrell Road (Highway 10), just east
of Rummel Road in Little Rock, Arkansas. This report updates the earlier study to reflect the revised development
plan.
Access to the site is proposed to be provided by two access drives along Cantrell Road (East Drive and West
Drive) and a secondary point of access along Rummel Road. There are no driveways on the south side of Cantrell
Road opposite the proposed access drives. An existing Taziki’s Café is located immediately to the east.
The primary focus of this study is to assess projected traffic operational characteristics of the site access drives
and Cantrell Road for AM, noon and PM peak hours. A copy of the site plan is included in the Appendix of this
report. The site plan depicts the locations and proposed driveway geometrics.
This is a report of methodology and findings relating to a traffic engineering study undertaken to:
Determine projected traffic volumes entering and exiting the proposed development at the access drive
study intersections proposed to serve the site along Cantrell Road.
Identify the effects on traffic operations for existing traffic in combination with site-generated traffic
associated with the Cantrell West development as proposed.
Evaluate projected traffic operations for the access drive study intersections and make recommendations
for mitigative improvements which may be necessary and appropriate for acceptable traffic operations.
In the following sections of this traffic study report are traffic data, study methods, findings and
recommendations. The study is technical in nature. Analysis techniques employed are those most commonly used
in the traffic engineering profession for traffic impact analysis. Certain data and calculations relative to traffic
operational analysis are referenced in the report. Complete calculations and data are included in the Appendix of
the report.
Cantrell West
April 16, 2021
Page 2
EXISTING TRAFFIC CONDITIONS
Existing traffic volumes were adjusted for traffic perhaps being low due to COVID effects on of actual daily and
peak hour conditions.
The existing AM, noon and PM peak hour volumes on Cantrell Road, just west of Taylor Loop Road are
summarized as follows:
AM Peak Hour (7:00 – 8:00 AM)
Eastbound = 1,529.
Westbound = 1,234.
Noon Peak Hour (12:00 – 1:00 PM)
Eastbound = 916.
Westbound = 886.
PM Peak Hour (5:00 – 6:00 PM)
Eastbound = 1,099.
Westbound = 1,489.
TRIP GENERATION AND SITE TRAFFIC PROJECTIONS
The Trip Generation, an Informational Report, published by the Institute of Transportation Engineers (ITE) and
The Trip Generation Manual 10th Edition, 2017, were utilized in calculating the magnitude of traffic volumes
expected to be generated by the proposed Cantrell West development land uses. These are reliable sources for this
information and are commonly used in the traffic engineering profession.
Using the ITE trip generation rates, calculations were made to provide a reliable estimate of traffic volumes that
can be expected to be associated with the development as proposed. Applying the appropriate trip-generation
rates to the land uses proposed for this development makes these calculations. Results of these calculations are
summarized on Table 1, “Summary of Trip Generation.”
24-HOUR
TWO-WAY PEAK HOUR PEAK HOUR PEAK HOUR
PROPOSED APPROX. ITE WEEKDAY VOLUME VOLUME VOLUME
LAND USE SIZE CODE VOLUME ENTER EXIT ENTER EXIT ENTER EXIT
Fast-Food Rest. w/ Drive-Thru 3,600 Sq. Ft. 934 1,695 74 71 94 91 61 57
*Retail Commercial 13,682 Sq. Ft. 820 516 8 5 19 20 25 27
Office 4,560 Sq. Ft. 710 44 4 1 4 4 1 4
Sandwich/Smoothie Rest. w/ Drive-Thru 1,770 Sq. Ft. 940 220 34 34 36 36 16 18
2,475 120 111 153 151 103 106
*Noon Peak Hour Calculated as 75% of PM Peak Hour.
AM
TOTAL DRIVEWAY VOLUMES
PM
209TOTAL ENTERING + EXITING 231
NOON
304
Table 1 – Summary of Trip Generation
These calculations indicate that approximately 2,475 vehicle trips (combined in and out) per average weekday are
projected to be generated by the proposed Cantrell West development land uses when fully built on this site. Of
this total for full build conditions, approximately 231 vehicle trips are estimated during the traffic conditions of
the AM peak hour, approximately 304 vehicle trips are estimated during the traffic conditions of the noon peak
hour and approximately 209 vehicle trips are estimated during the traffic conditions of the PM peak hour.
Cantrell West
April 16, 2021
Page 3
These data represent the total entering and exiting volumes that will use the driveway to access the site. The
projected vehicle trips will not all be new volume, in that much of the site-destined traffic can be expected to
already be in the existing Cantrell Road traffic stream. Accordingly volumes reflect appropriate “pass-by”
reduction of trips (i.e. that portion of the site-destined traffic that could come from the existing adjacent street
traffic stream), consistent with values from Institute of Transportation Engineers (ITE) Trip Generation Manual
9th Edition, 2012, and Trip Generation Software 2013 by Trafficware, LLC. Details of these volumes are
included in the Appendix of this report.
In May 2020, the land uses then proposed for development at this site were estimated to generate 4,154 vehicle
trips per day with 355 vehicle trips in the AM peak hour, 453 in the noon peak hour and 288 in the PM peak
hour. The development as now proposed (and as summarized below in Table 1- “Summary of Trip Generation”)
is projected to generate 1,679 fewer vehicle trips than the previously proposed development. This represents a
40.4 percent reduction.
Below are graphical comparisons of vehicle trip generation for the previous plan vs. the current plan:
Cantrell West - Trip Generation Comparison
AM Peak Hour Traffic Volume
355
231
200
300
400
Previous Plan Current Plan
Cantrell West - Trip Generation Comparison
PM Peak Hour Traffic Volume
288
209
200
300
400
Previous Plan Current Plan
Cantrell West
April 16, 2021
Page 4
Cantrell West - Trip Generation Comparison
Noon Peak Hour Traffic Volume
453
304
200
300
400
500
Previous Plan Current Plan
Cantrell West - Trip Generation Comparison
24-Hour Traffic Volume
4154
2475
2000
2500
3000
3500
4000
4500
5000
Previous Plan Current Plan
Once projected traffic was estimated for the site, directional distributions were made at the study intersections of
Cantrell Road and the East Access Drive and Cantrell Road and the West Access Drive. Directional distribution
percentages used in this study are consistent with the existing eastbound and westbound traffic volume percent
splits on Cantrell Road at the site for the AM, noon and PM peak hours. As a part of the projected traffic
conditions, it was assumed that 100 percent of the site-generated traffic would access the site via the Cantrell
Road and the East and West Access drives only.
The directional distribution percentages for site traffic have been equated to percentage turns at the study
intersections. The site-generated traffic volumes result from applying the directional distribution percentages to
the corresponding projected site-generated traffic volumes summarized on Table 1, “Summary of Trip-
Generation.” These projected site-generated trips for the development were added to the existing traffic volumes
and the results are depicted on the following figures:
Figure 1A, “Projected Traffic Volumes - AM Peak Hour.”
Figure 1B, “Projected Traffic Volumes - Noon Peak Hour.”
Figure 1C, “Projected Traffic Volumes - PM Peak Hour.”
Traffic volumes shown on Figures 1A, 1B and 1C are the values used in capacity and level of service calculations
conducted as a part of this study. The effect of existing background traffic (i.e. the adjacent street non-site traffic
which exists) and projected traffic associated with the site development has thus been accounted for in this
analysis.
Cantrell West
April 16, 2021
Page 5
Figure 1A – Projected Traffic Volumes – AM Peak Hour
Figure 1B – Projected Traffic Volumes – Noon Peak Hour
Figure 1C – Projected Traffic Volumes – PM Peak Hour
Cantrell West
April 16, 2021
Page 6
CAPACITY AND LEVEL OF SERVICE
Generally, the "capacity" of a street is a measure of its ability to accommodate a certain magnitude of moving
vehicles. It is a rate as opposed to a quantity, measured in terms of vehicles per hour. More specifically, street
capacity refers to the maximum number of vehicles that a street element (e.g. an intersection) can be expected to
accommodate in a given time period under the prevailing roadway and traffic conditions.
Traffic operational analysis for the study intersections were evaluated based on the methodologies outlined in the
Highway Capacity Manual, 2010 Edition, published by the Transportation Research Board. The operating
conditions at an intersection are graded by the “level of service” experienced by drivers. Level of service (LOS)
describes the quality of traffic operating conditions and is rated from “A” to “F”. LOS “A” represents the most
desirable condition with free-flow movement of traffic with minimal delays. LOS “F” generally indicates severely
congested conditions with excessive delays to motorists. Intermediate grades of B, C, D, and E reflect incremental
increases in the average delay per stopped vehicle. Delay is measured in seconds per vehicle. The table below
shows the thresholds of delay associated with each level of service for an un-signalized intersection.
Intersection Level of Service Delay Thresholds
Level of Service
(LOS) Un-Signalized
A < 10 Seconds
B < 15 Seconds
C < 25 Seconds
D < 35 Seconds
E < 50 Seconds
F ≥ 50 Seconds
The LOS rating deemed acceptable varies by community, facility type and traffic control device. A LOS “D” is
the desirable goal for movements at un-signalized intersections that must yield to other movements; however, a
LOS “E” or “F” is often accepted for low to moderate traffic volumes where the installation of a traffic signal is
not warranted by the conditions at the intersection or the location is deemed undesirable for signalization for other
reasons. The study intersections were evaluated using the Synchro analysis software package based on Highway
Capacity Manual methods. This computer program has been proven to be reliable when used to analyze capacity
and levels of traffic service under various operating conditions. Detailed results for all capacity calculations are
included with this report. The adjacent street weekday AM, noon and PM peak traffic periods were used for these
calculations. Factors included in the analysis are as follows:
Existing traffic volumes and patterns.
Directional distribution of projected traffic volumes.
Existing and proposed intersection geometry including turn lanes.
Projected site-generated volumes for projected traffic conditions.
Proposed traffic control.
Capacity and level of service analysis was performed for projected traffic volumes with existing lane geometry on
Cantrell Road and with each of the two site access drives constructed to accommodate an outbound right-turn
lane, an outbound left-turn lane and an inbound receiving lane. As indicated in Table 2, “Level of Service
Summary – Projected Traffic Conditions,” all of the eastbound and westbound vehicle movements on Cantrell
Road at the study intersections are expected to operate at what calculates as LOS “C” or better for projected
traffic conditions for the AM, noon and PM peak hours. All of the southbound right-turn vehicle movements from
Cantrell West
April 16, 2021
Page 7
the site access drives at Cantrell Road are expected to operate at what calculates as an acceptable LOS “C” or
better for projected traffic conditions for the AM, noon and PM peak hours. Only the southbound left-turn vehicle
movement from the access drives during the PM peak hours calculate to be LOS “E” for projected traffic
conditions. However, the slight delay for outbound vehicles from the site is expected to occur only on the site
access drives and without impeding traffic flow along Cantrell Road. Also, this type of left-turn vehicle delay is
not uncommon at other “Stop” sign controlled driveway and street intersections along Cantrell Road in the
vicinity of the site. It was also found that the projected maximum 95th percentile vehicle queue for southbound
exiting vehicles from either access drive exiting the site is calculated to be only two vehicles during the AM, noon
and PM peak hours.
Additionally, the average vehicle delay and intersection capacity utilization is found to be acceptable during the
AM, noon and PM peak hours at each of the study intersections for these projected traffic conditions with the site
fully built.
Eastbound Left-TurnEastbound ThruEastbound Right-TurnWestbound Left-TurnWestbound ThruWestbound Right-TurnNorthbound Left-TurnNorthbound ThruNorthbound Right-TurnSouthbound Left-TurnSouthbound ThruSouthbound Right-TurnOverall IntersectionINTERSECTION PEAK HR
AM B A D C n/a 0.8 56.5%
Noon B A C B n/a 1.0 45.2%
PM C A E C n/a 0.9 56.1%
AM B A D B n/a 0.4 59.5%
Noon B A C B n/a 0.6 38.8%
PM B A E C n/a 0.4 56.5%Traffic ControlPROJECTED TRAFFIC CONDITIONS
Cantrell Road and West Access Drive "STOP" SIGN
Cantrell Road and East Access Drive "STOP" SIGN
A
A Avg. Control Delay Seconds / VehicleIntersection Capacity Utilization (%)PEAK HOUR - LEVEL OF SERVICE
A
A
A
A
Table 2 – Level of Service Summary – Projected Traffic Conditions
CONCLUSION
The conclusion of traffic operational findings associated with this study is that additional traffic expected to be
generated by the proposed Cantrell West development can be accommodated by the existing adjacent roadway
and the access drives as proposed without discernable impact on traffic flow in the vicinity. Additionally, the site
is well designed with two well-spaced access drives along Cantrell Road and very good accommodation for
internal vehicular circulation. Ingress, egress and internal vehicular circulation are expected to operate well with
minimal to no vehicle queuing issues at the site access drives or on Cantrell Road.
Please let me know if you need additional information.
Sincerely,
PETERS & ASSOCIATES, ENGINEERS, INC.
Ernest J. Peters, P.E.
President
4-16-2021
APPENDIX
Site Plan
ARKANSAS HIGHWAY 10 / CANTRELL ROADRUMMEL RDWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWWW
W
W
W
WN01°38'30"E 23.03'S01°36'50"W 309.70'CL=44.46'R=311.485'CD=N17°47'06"W'L=44.501'N13°07'59"W 31.33'CL=6.66'R=32.661'CD=N15°27'03"W'L=6.673'N64°10'34"W 123.36'N15°07'42"W 28.42'CL=48.57'R=91.731'CD=N15°07'42"W'L=49.158'N15°07'42"W 11.13'N75°22'55"W 43.22'N72°18'55"W 56.55'N79°17'59"W 40.17'N86°13'54"W 76.86'N66°20'27"W 58.15'N71°04'59"W 75.90'N72°52'13"W 47.89'N66°20'27"W 43.11'N78°09'36"W 42.99'N09°39'03"W 50.53'S86°57'03"E 478.07'S75°50'22"E 166.20'-32.6%
-33.9%
-32.4%-59.8%-3.1
%
-5.3
%
-5.6%
-4.4%
-1.6%
-4.0%
-4.5%-3.8%-2
.
3
%316.02303.01319.75319.89302.69312.95314.64324.61302.00314.42317.75327.75321.69315.00RESTAURANT3,600 S.F.FFE: 302.00'MENU
NOTE:HC=HANDICAP RAMPR11'R
5
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SIGN
64'20'28'64'19'
91'20'91'20'64'19'145'19'12.5'23.5'26'25'19'12.5'136'127'19'109'20'91'20'55'20'100'20'
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40' TCE225'75'
80'
85'
90'
95'SHOPPING CENTER19,878 S.F.FFE: 298.75'100'36'HC25' BUILDINGSETBACKHCHC25' BUILDINGSETBACK100' BUILDINGSETBACKHALF STREETIMPROVEMENTS10' SEWEREASEMENTCONSTRUCTCURB & GUTTER40' LANDSCAPEBUFFER10' SEWEREASEMENT40' LANDSCAPEBUFFERDEVELOPER WILL COORDINATEW/ TAZIKI'S TO UNIFORMLYGRADE BETWEEN SITESHCHCHCHCHC5'CONSTRUCT 5'WIDE SIDEWALKMONNUMENT SIGN10' HT/ 100 SF MAXDETENTIONPONDR
8
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R4'109'20'R2.5'R7.5
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R5'R3'R5'R20'
R25'26'11.5
'R12'R15'R12'R22'12.5'R12'DRAFTThis document ispreliminary innature and is not afinal signed andsealed document.REES CANTRELL WEST DEVELOPMENT
15104, 15110, &15122 CANTRELL RD (HWY 10) - LITTLE ROCK, AR
REES COMMERCIAL Holloway Engineering,Surveying & Civil Design200 Casey DriveMaumelle, AR 72113(501) 851-3366www.holloway-eng.comSITE PLAN REVIEWC2.01PROJECT CONTACT INFORMATION:OWNER /DEVELOPER: REES COMMERCIAL11719 HINSON ROAD, SUITE 130LITTLE ROCK, ARKANSAS 72212 PHONE: (501) 223-9298CIVIL ENGINEER/SUVEYOR:HOLLOWAY ENGINEERING200 CASEY DR.MAUMELLE, AR 72113 PHONE: (501) 851-3366 ARCHITECT: ROARK PERKINS PERRY YELVINGTONARCHITECTURE & INTERIOR DESIGN713 W SECOND STREETLITTLE ROCK, ARKANSAS 72201 PHONE: (501) 372-0272LANDSCAPE ARCHITECT:FRANK RIGGINS, HSLAPHONE: (501) 554-2509BUILDING MATERIALS - BRICK, STONE, GLASS, METAL AT REARMAX BUILDING HEIGHT = 35'DETENTION WILL BE PROVIDED UNDERGROUND &/OR A SMALL POND.LANDSCAPE AREA: 1.150 AC OR 30.4% OF TOTAL SITE AREALANDSCAPE BUFFER - SIDE 25', REAR 19' (AVG.)TOTAL PARKING:109, TOTAL HC PARKING:6TOTAL BLDG AREA:8,819 SF, 1.24 PARKS / 100 SFTOTAL SITE ACREAGE: 3.782 ACSWE1"=20'GRAPHIC SCALE20 0 20 40CONSTRUCT 10' OPEN CUTWITHIN PROPERTY BOUNDARY10' OPEN CUT10' OPEN CUT12.42' OPENCUT (MAX)REAR LANDSCAPEBUFFER 25' (AVG.)SCREEN DUMPSTERSPER CLR ORDINANCECAK REAR LANDSCAPE BUFFER25' AVG. REAR LANDSCAPE BUFFEREAST LANDSCAPEBUFFER 27' (AVG.)SCREENED FENCE WITHLANDSCAPE SCREENHALF STREET IMPROVEMENTS EXTEND TO PROPERTY LINEEMERGENCY ACCESS W/GATE &KNOX BOX PER LRFD FUTURE ACCESSFOR SIGNALED INTERSECTION@ HWY & RUMMEL ROADOUTDOORSTORAGE±3,711 S.F.CONSTRUCTCONCRETEAPRON
Trip-Generation Data
ITE TRIP-GENERATION 10TH EDITION
3,600 Sq. Ft. Fast-Food Restaurant with Drive-Thru (ITE 934)
4/15/2021
P2040 - Cantrell West
Weekday Daily Volume
Weekday PM Peak Hour
of Adjacent Street
Weekday AM Peak Hour
of Adjacent Street
Weekday PM Peak Hour
of the Generator (Noon)
ITE TRIP-GENERATION 10TH EDITION
13,682 Sq. Ft. Commercial Retail (ITE 820)
4/15/2021
P2040 - Cantrell West
Weekday Daily Volume
Weekday PM Peak Hour
of Adjacent Street
Weekday AM Peak Hour
of Adjacent Street
ITE TRIP-GENERATION 10TH EDITION
4,560 Sq. Ft. Office (ITE 710)
4/15/2021
P2040 - Cantrell West
Weekday Daily Volume
Weekday PM Peak Hour
of Adjacent Street
Weekday AM Peak Hour
of Adjacent Street
ITE TRIP-GENERATION 10TH EDITION
1,770 Sq. Ft. Sandwich/Smoothie Restaurant with Drive-Thru (ITE 940)
4/15/2021
P2040 - Cantrell West
Weekday Daily Volume
Weekday PM Peak Hour
of Adjacent Street
Weekday AM Peak Hour
of Adjacent Street
Weekday PM Peak Hour
of Adjacent Street
N/A
N/A
Trip Generation Summary - Cantrell West
Project:
Alternative:
Open Date:
Analysis Date:
Cantrell West
Cantrell West
4/16/2021
4/16/2021
ITE Land Use Enter Exit Enter Exit
Average Daily Trips
Enter Exit TotalTotalTotal
AM Peak Hour of
Adjacent Street Traffic
PM Peak Hour of
Adjacent Street Traffic
934 FASTFOODDT 1
3.6 Gross Floor Area 1000 SF
118576116480841786893893
820 CENTERSHOPPING 1
13.68 Gross Leasable Area 1000 SF
5127241358584292292
710 OFFICEGENERAL 1
4.56 Gross Floor Area 1000 SF
761716502525
940 Sanwich/Smoothie Rest. W/
1.77 Gross Floor Area 1000 SF
341717683434
Unadjusted Volume 1210 1210 2420 132 120 252 103 107 210
Internal Capture Trips 0 0 0 4 4 8 21 21 42
0 0 0 40 39 79 31 30 61
1210 1210 2420 88 77 165 51 56 107
Pass-By Trips
Volume Added to Adjacent Streets
Total AM Peak Hour Internal Capture = 3 Percent
Total PM Peak Hour Internal Capture = 20 Percent
1TRIP GENERATION 2014, TRAFFICWARE, LLC
Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012
Capacity & Level of Service Calculations
P20404/16/2021AM ProjectedCantrell Rd421548124724West Dr39
33 241650Cantrell Rd125330East Dr22
17
HCM Unsignalized Intersection Capacity Analysis
3: Cantrell Rd & West Dr 4/16/2021
P2040 Projected AM--4-16-21.syn
EJP Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 42 1548 1247 24 39 33
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 46 1683 1355 26 42 36
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1382 2301 691
vC1, stage 1 conf vol 1368
vC2, stage 2 conf vol 933
vCu, unblocked vol 1382 2301 691
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)5.8
tF (s) 2.2 3.5 3.3
p0 queue free % 91 74 91
cM capacity (veh/h) 492 165 387
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2
Volume Total 46 841 841 904 478 42 36
Volume Left 46 0 0 0 0 42 0
Volume Right 0 0 0 0 26 0 36
cSH 492 1700 1700 1700 1700 165 387
Volume to Capacity 0.09 0.49 0.49 0.53 0.28 0.26 0.09
Queue Length 95th (ft) 8 0 0 0 0 24 8
Control Delay (s) 13.1 0.0 0.0 0.0 0.0 34.2 15.2
Lane LOS B D C
Approach Delay (s) 0.3 0.0 25.5
Approach LOS D
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 56.5% ICU Level of Service B
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
5: Cantrell Rd & East Dr 4/16/2021
P2040 Projected AM--4-16-21.syn
EJP Page 2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 24 1650 1253 30 22 17
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 26 1793 1362 33 24 18
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1395 2327 697
vC1, stage 1 conf vol 1378
vC2, stage 2 conf vol 949
vCu, unblocked vol 1395 2327 697
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)5.8
tF (s) 2.2 3.5 3.3
p0 queue free % 95 85 95
cM capacity (veh/h) 486 165 383
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2
Volume Total 26 897 897 908 487 24 18
Volume Left 26 0 0 0 0 24 0
Volume Right 0 0 0 0 33 0 18
cSH 486 1700 1700 1700 1700 165 383
Volume to Capacity 0.05 0.53 0.53 0.53 0.29 0.15 0.05
Queue Length 95th (ft) 4 0 0 0 0 12 4
Control Delay (s) 12.8 0.0 0.0 0.0 0.0 30.5 14.9
Lane LOS B D B
Approach Delay (s) 0.2 0.0 23.7
Approach LOS C
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 59.5% ICU Level of Service B
Analysis Period (min) 15
P20404/16/2021Noon ProjectedCantrell Rd4694090838West Dr45
48 31952Cantrell Rd91738East Dr30
27
HCM Unsignalized Intersection Capacity Analysis
3: Cantrell Rd & West Dr 4/16/2021
P2040 Projected Noon--4-16-21.syn
EJP Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 46 940 908 38 45 48
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 50 1022 987 41 49 52
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1028 1618 514
vC1, stage 1 conf vol 1008
vC2, stage 2 conf vol 611
vCu, unblocked vol 1028 1618 514
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)5.8
tF (s) 2.2 3.5 3.3
p0 queue free % 93 82 90
cM capacity (veh/h) 671 266 505
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2
Volume Total 50 511 511 658 370 49 52
Volume Left 50 0 0 0 0 49 0
Volume Right 0 0 0 0 41 0 52
cSH 671 1700 1700 1700 1700 266 505
Volume to Capacity 0.07 0.30 0.30 0.39 0.22 0.18 0.10
Queue Length 95th (ft) 6 0 0 0 0 17 9
Control Delay (s) 10.8 0.0 0.0 0.0 0.0 21.6 12.9
Lane LOS B C B
Approach Delay (s) 0.5 0.0 17.1
Approach LOS C
Intersection Summary
Average Delay 1.0
Intersection Capacity Utilization 45.2% ICU Level of Service A
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
5: Cantrell Rd & East Dr 4/16/2021
P2040 Projected Noon--4-16-21.syn
EJP Page 2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 31 952 917 38 30 27
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 34 1035 997 41 33 29
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1038 1602 519
vC1, stage 1 conf vol 1017
vC2, stage 2 conf vol 585
vCu, unblocked vol 1038 1602 519
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)5.8
tF (s) 2.2 3.5 3.3
p0 queue free % 95 88 94
cM capacity (veh/h) 665 268 502
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2
Volume Total 34 517 517 664 374 33 29
Volume Left 34 0 0 0 0 33 0
Volume Right 0 0 0 0 41 0 29
cSH 665 1700 1700 1700 1700 268 502
Volume to Capacity 0.05 0.30 0.30 0.39 0.22 0.12 0.06
Queue Length 95th (ft) 4 0 0 0 0 10 5
Control Delay (s) 10.7 0.0 0.0 0.0 0.0 20.3 12.6
Lane LOS B C B
Approach Delay (s) 0.3 0.0 16.6
Approach LOS C
Intersection Summary
Average Delay 0.6
Intersection Capacity Utilization 38.8% ICU Level of Service A
Analysis Period (min) 15
P20404/16/2021PM ProjectedCantrell Rd261111150231West Dr27
48 151120Cantrell Rd151431East Dr16
17
HCM Unsignalized Intersection Capacity Analysis
3: Cantrell Rd & West Dr 4/16/2021
P2040 Projected PM--4-16-21.syn
EJP Page 1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 26 1111 1502 31 27 48
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 28 1208 1633 34 29 52
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1666 2310 833
vC1, stage 1 conf vol 1649
vC2, stage 2 conf vol 660
vCu, unblocked vol 1666 2310 833
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)5.8
tF (s) 2.2 3.5 3.3
p0 queue free % 93 78 83
cM capacity (veh/h) 382 132 312
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2
Volume Total 28 604 604 1088 578 29 52
Volume Left 28 0 0 0 0 29 0
Volume Right 0 0 0 0 34 0 52
cSH 382 1700 1700 1700 1700 132 312
Volume to Capacity 0.07 0.36 0.36 0.64 0.34 0.22 0.17
Queue Length 95th (ft) 6 0 0 0 0 20 15
Control Delay (s) 15.2 0.0 0.0 0.0 0.0 39.8 18.9
Lane LOS C E C
Approach Delay (s) 0.3 0.0 26.4
Approach LOS D
Intersection Summary
Average Delay 0.9
Intersection Capacity Utilization 56.1% ICU Level of Service B
Analysis Period (min) 15
HCM Unsignalized Intersection Capacity Analysis
5: Cantrell Rd & East Dr 4/16/2021
P2040 Projected PM--4-16-21.syn
EJP Page 2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Volume (veh/h) 15 1120 1514 31 16 17
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 16 1217 1646 34 17 18
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type TWLTL TWLTL
Median storage veh) 2 2
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1679 2304 840
vC1, stage 1 conf vol 1662
vC2, stage 2 conf vol 641
vCu, unblocked vol 1679 2304 840
tC, single (s) 4.1 6.8 6.9
tC, 2 stage (s)5.8
tF (s) 2.2 3.5 3.3
p0 queue free % 96 87 94
cM capacity (veh/h) 377 131 309
Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1 SB 2
Volume Total 16 609 609 1097 582 17 18
Volume Left 16 0 0 0 0 17 0
Volume Right 0 0 0 0 34 0 18
cSH 377 1700 1700 1700 1700 131 309
Volume to Capacity 0.04 0.36 0.36 0.65 0.34 0.13 0.06
Queue Length 95th (ft) 3 0 0 0 0 11 5
Control Delay (s) 15.0 0.0 0.0 0.0 0.0 36.6 17.4
Lane LOS B E C
Approach Delay (s) 0.2 0.0 26.7
Approach LOS D
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 56.5% ICU Level of Service B
Analysis Period (min) 15