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Home My WebLink AboutTraffic Study May 24, 2024 Mr. John A. Rees Rees Commercial 11719 Hinson Road, Suite 130A Little Rock, AR 72212 Re: P2040 Cantrell West Update 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. There were two updated studies conducted in 2021. This current report updates the earlier studies 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). 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 May 24, 2024 Page 2 EXISTING TRAFFIC CONDITIONS Existing traffic volumes were conducted in May of 2024 (current volume data). Copies of the current traffic count data at the site are included with this report. The existing AM, noon and PM peak hour volumes on Cantrell Road, just east of Rummel Road are summarized as follows: AM Peak Hour (7:15 – 8:15 AM)  Eastbound = 1,445  Westbound = 1,546 Noon Peak Hour (12:00 – 1:00 PM)  Eastbound = 1,155  Westbound = 1,209 PM Peak Hour (4:30 – 5:30 PM)  Eastbound = 1,295  Westbound = 1,334 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 11th Edition, 2022, 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. The results of these calculations are summarized in Table 1, “Summary of Trip Generation.” 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 3,200 Sq. Ft. 934 1,496 73 70 83 80 55 51 *Retail Commercial 15,600 Sq. Ft. 820 577 8 5 19 21 25 28 2,073 81 75 102 101 80 79 -2 -2 -12 -12 -23 -23 79 73 90 89 57 56 -2 -2 -9 -8 -11 -11 77 71 81 81 46 45 *Noon Peak Hour Calculated as 75% of PM Peak Hour. 91 ADJUSTED DRIVEWAY VOLUMES PASS-BY TRIPS ADJUSTED NEW ADJACENT ROADWAY VOLUMES TOTALS 148 162 INTERNAL TRIP CAPTURE AM UN-ADJUSTED TOTAL DRIVEWAY VOLUMES PM 113TOTAL ENTERING + EXITING 152 NOON 179 Cantrell West May 24, 2024 Page 3 As indicated in Table 1, 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. Also, there will be some internal trip capture among the site land uses which further reduces the site generated volume. Accordingly, the 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) and internal trip capture, 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. These calculations indicate that approximately 2,073 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 148 net new vehicle trips are estimated during the traffic conditions of the AM peak hour, approximately 162 net new vehicle trips are estimated during the traffic conditions of the noon peak hour and approximately 91 net new vehicle trips are estimated during the traffic conditions of the PM peak hour. Previous study of this site in May 2020 included 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 (un-adjusted for pass-by and internal trip capture). The development as now proposed (and as summarized above in Table 1- “Summary of Trip Generation”) is projected to generate 2,081 fewer vehicle trips than the previously proposed development. This represents An approximate 50 percent reduction for 24-hour traffic generation. Below are graphical comparisons of vehicle trip generation for the previous plan vs. the current plan: 355 152 0 100 200 300 400 Previous Plan Current PlanAM Peak Hour VolumeCantrell West - Trip Generation Comparison AM Peak Hour Traffic Volume 288 91 0 100 200 300 400 Previous Plan Current PlanPM Peak Hour VolumeCantrell West - Trip Generation Comparison PM Peak Hour Traffic Volume Cantrell West May 24, 2024 Page 4 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. 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 in 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. 453 293 0 100 200 300 400 500 Previous Plan Current PlanNoon Peak Hour VolumeCantrell West - Trip Generation Comparison Noon Peak Hour Traffic Volume 4154 2073 0 500 1000 1500 2000 2500 3000 3500 4000 4500 Previous Plan Current Plan24-Hour VolumeCantrell West - Trip Generation Comparison 24-Hour Traffic Volume Cantrell West May 24, 2024 Page 5 Figure 1A – Projected Traffic Volumes – AM Peak Hour Figure 1B – Projected Traffic Volumes – Noon Peak Hour Cantrell West May 24, 2024 Page 6 Figure 1C – Projected Traffic Volumes – PM Peak Hour 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 Cantrell West May 24, 2024 Page 7 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,” only the outbound left turn vehicle movement from the access drives experiences below LOS “D.” During the AM peak hour, the outbound left turn movement experiences only a maximum of approximately 62 second delay exiting and with only one vehicle queued. During the Noon peak hour, the outbound left turn movement experiences only a maximum of approximately 37 second delay in exiting and with only one vehicle queued. During the PM peak hour, the outbound left turn movement experiences only a maximum of approximately 38 second delay in exiting and with only one vehicle queued. Also, these volumes are low (a maximum of 26 left-turns are calculated to occur during the noon peak hour with other hours expected to have less) which calculates to less than one vehicle trip every two minutes. The slight delay for outbound vehicles from the site drives is without impeding traffic flow along Cantrell Road. Left-turn vehicle delay is not uncommon from other “Stop” sign-controlled driveway and street intersections along Cantrell Road in the vicinity of the site. Table 2 – Level of Service Summary – Projected Traffic Conditions Previously, the developer had discussions with vicinity neighbors, during which it was requested that consideration be given to having only one access drive on Cantrell Road instead of two. There would be no benefit to consolidating all ingress and egress at one access drive. The two proposed drives are well spaced and conform to ARDOT standards. It is worth noting that internal vehicle circulation within the site would be Eastbound Left-TurnEastbound ThruWestbound ThruWestbound Right-TurnSouthbound Left-TurnSouthbound Right-TurnINTERSECTION PEAK HR AM C A F C 0.4 Noon B A D B 0.4 PM B A E C 0.2 AM C A F C 0.8 Noon B A E B 0.7 PM B A E C 0.4Traffic ControlPROJECTED TRAFFIC CONDITIONS Cantrell Road and West Access Drive Avg. Control Delay Seconds / VehiclePEAK HOUR - LEVEL OF SERVICE A A A A "STOP" SIGN Cantrell Road and East Access Drive A "STOP" SIGN A Cantrell West May 24, 2024 Page 8 impaired with less direct access from Cantrell Road to the site as would be the case with only one drive. Additional vehicle conflicts within the site would result between the restaurant land use and retail land use if only one access drive was provided. This issue would be minimized with two access drives as proposed. 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 two access drives as proposed without discernable impact on existing 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 us know if you need additional information. Sincerely, PETERS & ASSOCIATES, ENGINEERS, INC. Mark Nichols, P.E. 5-24-2024 $5.$16$6+,*+:$<&$175(//52$'5800(/5':::::::::::::::::::::::::::::::::::::::::::::::::::::6,'(:$/.6,'(:$/.1 ( 6 : &/ 5 &' 1 : / 1 : &/ 5 &' 1 : / 1 : 1 : &/ 5 &' 1 : / 1 : 1 : 1 : 1 : 1 : 1 : 1 : 1 : 1 : 1 : 1 : 6 ( 6 ( 321' 6$1,7$5<6(:(5($6(0(17 /$1'6&$3(($6(0(17 6$1,7$5<6(:(5($6(0(17 6$1,7$5<6(:(5($6(0(17 6$1,7$5<6(:(5($6(0(17 /$1'6&$3(($6(0(17 /$1'6&$3(($6(0(17 %8,/',1*6(7%$&.6,*1'80367(566,'(:$/.6,'(:$/.6,'(:$/.6)5(67$85$173$5.,1*63$&(663$&(66)$&5(66)5(67$85$175(7$,/3$5.,1*63$&(663$&(66)6,*1$&5(63$7,26)'80367(56 5('8&('%8,/',1*6(7%$&. %8,/',1*6(7%$&. %8,/',1*6(7%$&.3$7,26)6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.6,'(:$/.Ä(;,67,1*3523(57</,1((;,67,1*3523(57</,1((;,67,1*3523(57</,1(352326('3523(57</,1(352326('3523(57</,1(352326('3523(57</,1(352326('*5$',1*($6(0(17352326('*5$',1*($6(0(17Ä352326('3523(57</,1(352326('*5$',1*($6(0(17ÄÄ352326(':$//352326(':$//0Q127)25&216578&7,21352-(&7&217$&7,1)250$7,212:1(5'(9(/23(55((6&200(5&,$/+,162152$'68,7(/,77/(52&.$5.$16$63+21(&,9,/(1*,1((5-(66*5,)),13(&)0.,1*6721'5,9(/,77/(52&.$53+21($5&+,7(&752$5.3(5.,163(55<<(/9,1*721$5&+,7(&785( ,17(5,25'(6,*1:6(&21'675((7/,77/(52&.$5.$16$63+21(/$1'6&$3($5&+,7(&7)5$1.5,**,16$6/$3+21( Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : AM Site Code : 00000000 Start Date : 05/23/2024 Page No : 1 AM Hour Turning Movement Count Data Cantrell Road at the Site Little Rock, AR P2040 Groups Printed- AM Count Data Cantrell Rd. From East Cantrell Rd. From West Start Time Thru App. Total Thru App. Total Int. Total Factor 1.0 1.0 07:00 AM 241 241 268 268 509 07:15 AM 342 342 374 374 716 07:30 AM 415 415 404 404 819 07:45 AM 420 420 338 338 758 Total 1418 1418 1384 1384 2802 08:00 AM 369 369 329 329 698 08:15 AM 374 374 318 318 692 08:30 AM 362 362 348 348 710 08:45 AM 321 321 311 311 632 Total 1426 1426 1306 1306 2732 Grand Total 2844 2844 2690 2690 5534 Apprch % 100.0 100.0 Total % 51.4 51.4 48.6 48.6 Cantrell Rd. Cantrell Rd. Thru2844 OutTotalIn2690 2844 5534 Thru2690 TotalOutIn2844 2690 5534 5/23/2024 7:00:00 AM 5/23/2024 8:45:00 AM AM Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : AM Site Code : 00000000 Start Date : 05/23/2024 Page No : 2 AM Hour Turning Movement Count Data Cantrell Road at the Site Little Rock, AR P2040 Cantrell Rd. From East Cantrell Rd. From West Start Time Thru App. Total Thru App. Total Int. Total Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM Volume 1546 1546 1445 1445 2991 Percent 100.0 100.0 07:30 Volume 415 415 404 404 819 Peak Factor 0.913 High Int. 07:45 AM 07:30 AM Volume 420 420 404 404 Peak Factor 0.920 0.894 Cantrell Rd. Cantrell Rd. Thru1546 OutTotalIn1445 1546 2991 Thru1445 TotalOutIn1546 1445 2991 5/23/2024 7:15:00 AM 5/23/2024 8:00:00 AM AM Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : Noon Site Code : 00000000 Start Date : 05/23/2024 Page No : 1 Noon Hour Turning Movement Count Data Cantrell Road at the Site Little Rock, AR P2040 Groups Printed- Noon Count Data Cantrell Rd. From East Cantrell Rd. From West Start Time Thru App. Total Thru App. Total Int. Total Factor 1.0 1.0 12:00 PM 303 303 281 281 584 12:15 PM 292 292 282 282 574 12:30 PM 299 299 268 268 567 12:45 PM 315 315 324 324 639 Total 1209 1209 1155 1155 2364 Grand Total 1209 1209 1155 1155 2364 Apprch % 100.0 100.0 Total % 51.1 51.1 48.9 48.9 Cantrell Rd. Cantrell Rd. Thru1209 OutTotalIn1155 1209 2364 Thru1155 TotalOutIn1209 1155 2364 5/23/2024 12:00:00 PM 5/23/2024 12:45:00 PM Noon Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : Noon Site Code : 00000000 Start Date : 05/23/2024 Page No : 2 Noon Hour Turning Movement Count Data Cantrell Road at the Site Little Rock, AR P2040 Cantrell Rd. From East Cantrell Rd. From West Start Time Thru App. Total Thru App. Total Int. Total Peak Hour From 12:00 PM to 12:45 PM - Peak 1 of 1 Intersection 12:00 PM Volume 1209 1209 1155 1155 2364 Percent 100.0 100.0 12:45 Volume 315 315 324 324 639 Peak Factor 0.925 High Int. 12:45 PM 12:45 PM Volume 315 315 324 324 Peak Factor 0.960 0.891 Cantrell Rd. Cantrell Rd. Thru1209 OutTotalIn1155 1209 2364 Thru1155 TotalOutIn1209 1155 2364 5/23/2024 12:00:00 PM 5/23/2024 12:45:00 PM Noon Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : PM Site Code : 00000000 Start Date : 05/22/2024 Page No : 1 PM Hour Turning Movement Count Data Cantrell Road at the Site Little Rock, AR P2040 Groups Printed- PM Count Data Cantrell Rd. From East Cantrell Rd. From West Start Time Thru App. Total Thru App. Total Int. Total Factor 1.0 1.0 04:00 PM 267 267 280 280 547 04:15 PM 263 263 336 336 599 04:30 PM 342 342 354 354 696 04:45 PM 301 301 285 285 586 Total 1173 1173 1255 1255 2428 05:00 PM 325 325 385 385 710 05:15 PM 366 366 271 271 637 05:30 PM 375 375 230 230 605 05:45 PM 304 304 222 222 526 Total 1370 1370 1108 1108 2478 Grand Total 2543 2543 2363 2363 4906 Apprch % 100.0 100.0 Total % 51.8 51.8 48.2 48.2 Cantrell Rd. Cantrell Rd. Thru2543 OutTotalIn2363 2543 4906 Thru2363 TotalOutIn2543 2363 4906 5/22/2024 4:00:00 PM 5/22/2024 5:45:00 PM PM Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : PM Site Code : 00000000 Start Date : 05/22/2024 Page No : 2 PM Hour Turning Movement Count Data Cantrell Road at the Site Little Rock, AR P2040 Cantrell Rd. From East Cantrell Rd. From West Start Time Thru App. Total Thru App. Total Int. Total Peak Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersection 04:30 PM Volume 1334 1334 1295 1295 2629 Percent 100.0 100.0 05:00 Volume 325 325 385 385 710 Peak Factor 0.926 High Int. 05:15 PM 05:00 PM Volume 366 366 385 385 Peak Factor 0.911 0.841 Cantrell Rd. Cantrell Rd. Thru1334 OutTotalIn1295 1334 2629 Thru1295 TotalOutIn1334 1295 2629 5/22/2024 4:30:00 PM 5/22/2024 5:15:00 PM PM Count Data North ITE TRIP-GENERATION 11TH EDITION 3,200 Sq. Ft. Fast-Food Restaurant with Drive-Thru (ITE 934) 5/22/2024 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 11TH EDITION 15,600 Sq. Ft. Commercial Retail (ITE 820) 5/22/2024 P2040 - Cantrell West Weekday Daily Volume Weekday PM Peak Hour of Adjacent Street Weekday AM Peak Hour of Adjacent Street Trip Generation Summary - Cantrell West Project: Alternative: Open Date: Analysis Date: P2040-C Cantrell WestAlternative 1 5/22/2024 5/22/2024 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 3.2 Gross Floor Area 1000 SF 104505414571741588794794 820 CENTERSHOPPING 1 15.6 Gross Leasable Area 1000 SF 5830281569666333333 Unadjusted Volume 1127 1127 2254 83 77 160 82 80 162 Internal Capture Trips 0 0 0 2 2 4 23 23 46 0 0 0 36 34 70 27 25 52 1127 1127 2254 45 41 86 32 32 64 Pass-By Trips Volume Added to Adjacent Streets Total AM Peak Hour Internal Capture = 2 Percent Total PM Peak Hour Internal Capture = 28 Percent 1TRIP GENERATION 2014, TRAFFICWARE, LLC Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 P2040 PROJECTED AM 16 1472 1567 8 West Dr151128 1459 Cant rell Rd 1558 28East Dr2622 P2040 PROJECTED AM CANTRELL RD AT WEST DR Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 16 1472 1567 8 15 11 Future Vol, veh/h 16 1472 1567 8 15 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 75 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 17 1600 1703 9 16 12 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1712 0 - 0 2542 856 Stage 1 - - - - 1708 - Stage 2 - - - - 834 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 367 - - - 22 301 Stage 1 - - - - 132 - Stage 2 - - - - 387 - Platoon blocked, % - - - Mov Cap-1 Maneuver 367 - - - 21 301 Mov Cap-2 Maneuver - - - - 94 - Stage 1 - - - - 126 - Stage 2 - - - - 387 - Approach EB WB SB HCM Control Delay, s 0.2 0 36.9 HCM LOS E Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 367 - - - 94 301 HCM Lane V/C Ratio 0.047 - - - 0.173 0.04 HCM Control Delay (s) 15.3 - - - 51.2 17.5 HCM Lane LOS C - - - F C HCM 95th %tile Q(veh) 0.1 - - - 0.6 0.1 P2040 PROJECTED AM CANTRELL RD AT EAST DR Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 28 1459 1558 28 26 22 Future Vol, veh/h 28 1459 1558 28 26 22 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 75 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 30 1586 1693 30 28 24 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1723 0 - 0 2561 862 Stage 1 - - - - 1708 - Stage 2 - - - - 853 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 363 - - - ~ 21 298 Stage 1 - - - - 132 - Stage 2 - - - - 378 - Platoon blocked, % - - - Mov Cap-1 Maneuver 363 - - - ~ 19 298 Mov Cap-2 Maneuver - - - - 90 - Stage 1 - - - - 121 - Stage 2 - - - - 378 - Approach EB WB SB HCM Control Delay, s 0.3 0 42 HCM LOS E Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 363 - - - 90 298 HCM Lane V/C Ratio 0.084 - - - 0.314 0.08 HCM Control Delay (s) 15.8 - - - 62.3 18.1 HCM Lane LOS C - - - F C HCM 95th %tile Q(veh) 0.3 - - - 1.2 0.3 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon P2040 PROJECTED NOON 18 1179 1235 14West Dr181627 1171 Cant rell Rd 1221 32East Dr2728 P2040 PROJECTED NOON CANTRELL RD AT WEST DR Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 18 1179 1235 14 18 16 Future Vol, veh/h 18 1179 1235 14 18 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 75 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 20 1282 1342 15 20 17 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1357 0 - 0 2031 679 Stage 1 - - - - 1350 - Stage 2 - - - - 681 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 503 - - - 50 394 Stage 1 - - - - 206 - Stage 2 - - - - 464 - Platoon blocked, % - - - Mov Cap-1 Maneuver 503 - - - 48 394 Mov Cap-2 Maneuver - - - - 144 - Stage 1 - - - - 198 - Stage 2 - - - - 464 - Approach EB WB SB HCM Control Delay, s 0.2 0 24.8 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 503 - - - 144 394 HCM Lane V/C Ratio 0.039 - - - 0.136 0.044 HCM Control Delay (s) 12.4 - - - 33.9 14.6 HCM Lane LOS B - - - D B HCM 95th %tile Q(veh) 0.1 - - - 0.5 0.1 P2040 PROJECTED NOON CANTRELL RD AT EAST DR Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 27 1171 1221 32 27 28 Future Vol, veh/h 27 1171 1221 32 27 28 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 75 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 29 1273 1327 35 29 30 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1362 0 - 0 2040 681 Stage 1 - - - - 1345 - Stage 2 - - - - 695 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 501 - - - 49 393 Stage 1 - - - - 207 - Stage 2 - - - - 456 - Platoon blocked, % - - - Mov Cap-1 Maneuver 501 - - - 46 393 Mov Cap-2 Maneuver - - - - 142 - Stage 1 - - - - 195 - Stage 2 - - - - 456 - Approach EB WB SB HCM Control Delay, s 0.3 0 25.7 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 501 - - - 142 393 HCM Lane V/C Ratio 0.059 - - - 0.207 0.077 HCM Control Delay (s) 12.6 - - - 36.8 14.9 HCM Lane LOS B - - - E B HCM 95th %tile Q(veh) 0.2 - - - 0.7 0.2 P2040 PROJECTED PM 9 1306 1354 11West Dr8814 1302 Cant rell Rd 1343 23East Dr1425 P2040 PROJECTED PM CANTRELL RD AT WEST DR Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 9 1306 1354 11 8 8 Future Vol, veh/h 9 1306 1354 11 8 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 75 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 10 1420 1472 12 9 9 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1484 0 - 0 2208 742 Stage 1 - - - - 1478 - Stage 2 - - - - 730 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 449 - - - 38 358 Stage 1 - - - - 176 - Stage 2 - - - - 438 - Platoon blocked, % - - - Mov Cap-1 Maneuver 449 - - - 37 358 Mov Cap-2 Maneuver - - - - 126 - Stage 1 - - - - 172 - Stage 2 - - - - 438 - Approach EB WB SB HCM Control Delay, s 0.1 0 25.5 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 449 - - - 126 358 HCM Lane V/C Ratio 0.022 - - - 0.069 0.024 HCM Control Delay (s) 13.2 - - - 35.7 15.3 HCM Lane LOS B - - - E C HCM 95th %tile Q(veh) 0.1 - - - 0.2 0.1 P2040 PROJECTED PM CANTRELL RD AT EAST DR Intersection Int Delay, s/veh 0.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 14 1302 1343 23 14 25 Future Vol, veh/h 14 1302 1343 23 14 25 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 75 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 15 1415 1460 25 15 27 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1485 0 - 0 2211 743 Stage 1 - - - - 1473 - Stage 2 - - - - 738 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 449 - - - 37 358 Stage 1 - - - - 177 - Stage 2 - - - - 434 - Platoon blocked, % - - - Mov Cap-1 Maneuver 449 - - - 36 358 Mov Cap-2 Maneuver - - - - 125 - Stage 1 - - - - 171 - Stage 2 - - - - 434 - Approach EB WB SB HCM Control Delay, s 0.1 0 23.8 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h) 449 - - - 125 358 HCM Lane V/C Ratio 0.034 - - - 0.122 0.076 HCM Control Delay (s) 13.3 - - - 37.8 15.9 HCM Lane LOS B - - - E C HCM 95th %tile Q(veh) 0.1 - - - 0.4 0.2