HomeMy WebLinkAboutBATCH 18 - Supplemental - 1840 Spear Street(0Y A#& a21AV e,,
TND TND ENGINEERING
TRAFFIC, TND, TRANSPORTATION AND CONSULTING
P.O. BOX 388, OSSIPEE, NH 03864
603.539.5999; FAX 539-7912
W W W.TNDENGINEERING.COM
Mr. Jon Deitrich, P.E.
Fuss & O'Neill Consulting
146 Hartford Road
Manchester, CT 06040
Re: South Village
Dear Jon:
Engineers, Inc.
January 31, 2005
�W
.rC, g1 OXG-,
W
The enclosed is an update of the previously submitted traffic analysis in South Village.
I found late last week that some of the trip assignments for the programmed other
development had been assigned in error. It was one of those small mistakes that left
me convinced to re -run all of the intersections analyses to establish a better level of
confidence in the final results.
As you will see, there is no substantive difference in the results and I hope to follow up
later today and tomorrow with the analyses of the other two site intersections as well as
some mitigation options for the Spear Street -Webster Street intersection and the Spear
Street -Barstow intersection.
In order to meet my deadline for overnight delivery, I also ran these analyses before !
received the signal timing data from Steven Savario of your office for the Swift/Spear
Street intersection. I will be double checking this information over the course of this
afternoon and tomorrow morning but it appears that given the traffic distributions at this
location when we conducted our counts, simply shifting the north bound lane
configuration from its existing shared left through and dedicated right to a dedicated left
and shared through right lane configuration substantially improves the performance of
the intersection.
I will plan to be in touch with you by telephone tomorrow as I know our deadlines are
looming quickly.
Si ,
ND �E pin eering
Chester "Rick" Chellman, P.E.
Principal
PUBLIC PARTICIPATION • TRAFFIC CALMING• ZONING • STREETS • ENGINEERING
Planning for the Future with the Technology of Today and the Lessons of the Past
South Village
Traffic
Impact Analysis
Intersections
LOS Summary
Intersection
Spear/Swift*
Spear/Allen
Spear/Barstow
Barstow/Dorset
Allen/Shelburne
Spear/Webster
2008 AM
NoBld
2008 AM
Build
2013 AM
NoBld
2013 AM
Build
2008 PM
NoBld
=
'
2008 PM
Build
=
F
=
'
2013 PM
NoBld
2013 PM
Build
* FIRST VALUE EXISTING LANE CONFIGURATION, SECOND WITH CHANGED NB LANES
PM
Conditions
Allen Rd
88
76 --►
243
1
35
63 10254
.J1L-►
46
18
12
38
L.O.
South Village
PM Design Hour
,All Development
Turning Movements
Amended 1/28/05
t
120
-,tr
14 43 14
South Village Traffic Impact Stud
December, 2004
North Drive
Site
19 South Drive
r
7
88
t
59
TND Engineering
December, 2004
Page
South Village Traffic Impact Stud
December, 2004
211 � 2
�j1(♦ 10 Cheese
Barstow Rd
4 t r Factory
7
7 '�, 220
C7
0
cD
Cn
37 t
Cn
cD
07
c
cD
cD
r`
28
j— 60
r
39
Allen Road
South Village
PM Design Hour
All Development
Turning Movements
Amended 1/25/05
12 129 16 11
l �-► ~
Swift St. 44
19 t 1-0-
82 -1 29 10527
m
Cn
Cn
_0
m
v
88
Cn
18
14 Barstow Rd
t
r
45
18 52
Webster Rd
20
tI
t
Cf) 25
Page
126
1
5769
37 —►
South Village
t
53
;I 7Tr
�. 919
PM Design Hour 72
1t
Programmed Dev, 28
Turning Movements w/o so Village
Amended 1/25/05
South Village Traffic Impact Stud
December, 2004
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
South Village Traffic Impact Stud
December, 2004
1 '-
.4j �.� f" 5 Cheese
Barstow, —
3 ,► -*1 t r Factory
5
5 1 0 0
C7
0
1
cn
c�
Cn
,81
12 82 16 11
�10
� ---5
Swift St.
19 .� tr
31 283 11
W
m
Cn
Cn
cD
cD
� v
0 72
CD 13
'!-- 7 Barstow Rd
Allen Road - - -
,i— 45
t
r
r 22
19
South Village Webster
PM Design Hour
Programmed Dev.
Turning Movements w/o so Village
Amended 1/25/05
15 44
.41i
Page
35
6 3354
Allen Rd
22
39 --o-
South Village
PM Design Hour
Project Traffic
Turning Movemen-
t
67
-41tr
52414
South Village Traffic Impact Stud
December, 2004
North Drive
Site
19 South Drive
r
7
16
t
30
is
TND Engineering
December, 2004
Page
South Village Traffic Impact Stud
December, 2004
1 1 1
.11L--.
Barstow Rd
Cn
(D
6
cD
2
f-' 5 Cheese
1 --, -*It Factory
2
2 120
0
O
-z
(D
r,-
Cn
r+
i
'- 7 Allen Road
�`-- 15
r
20
South Village
PM Design Hour
Project Traffic
Turning Movements
Amended 1/28/05
47
Swift St.
-01tr
51 -� 2922 16
Cn
(D
LU
I Ch
Cn
(D
v
12
5
lh
L-r
t
r
23
Webster
Barstow Rd
Page
Future PMDHV Spear & Swift
No Build 2008 With Programmed r%4Inn,,,, ,
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4—
c
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Future ConditionsPMDHV
Spear & Swift
2008 No Build With Programmed
01/30/2005
Move men BL"
"-EBT_.¢ g"i''tgON 9T �%VRNBIfE31�
Nt3RSBLWE
Lane Configurations
'
BTSB„
try
Ideal Flow (vphpl) 1900
1900``
1000
' 1900 1900
1900 1900
1900
1900
1900
1900 1900
Lane Width 10
10
10
12 10
12 12
10
12
11
16 12
Total Lost time (s)
4.0'`
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0 97
Fit Protected
0.99
1.00
0.97
1.00
0.98
1.00
0.95
1.00 �
Satd. Flow (prot) `
1720
1478
1688
1583
1700
1583
1711
2041
Fit Permitted
0.87
1.00
0.54
1.00
0.36
1.00
0.37
1.00'
Satd. Flow (perm)
1520
1478
938
1583
631
1583
669
2041
Volume (vph) 54
201
418
168 113F
56 203
239
132
108
439 125
Peak -hour factor, PHF , 0.93 ,
0,93
0,93
- 0.93 0.93
0.93 0.93
-0.93
0.93
0.93
0.93
Growth Factor (vph) 104%
104%
104%
104% 104%
104% 104%
104%
104%
104%
104% 1,
Adj. Flow (vph) 60
225
,- 467
188 126
63 227
267
148
-121 "
491
RTOR Reduction (vph) 0
0
195
0 0
40 0
0
69
0
12 0
Lane Group Flow (vph) 0
285
272
0 314
23 0
494
79
121
'61-q"'F777,:0
Turn Type custom
custom
Perm
Perm Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8 2
2
6
Actuated Green, G (s)
26.5
26.5
26.5
26.5
39.3
39.3
39.3
Effective Green, g (s)
26.5
26.5
26.5
26.5
39.3
39.3
39.3
39 3
Actuated g/C'; Ratio
0.36
0:36
0.36
0.36
0.53
0.53
0.63
Clearance Times
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
Lane Grp Cap (vph)
546
531
337
568
336
843
356
1087
v/s Ratio Prot
v/s Ratio Perm
0.19
0.18
c0.33
0.01
c0.78
0.05
0.18
0.30
v/c Ratio
0.52
0.51
0.93
0.04
1.47
0.09
0.34
0.57
Uniform Delay, d1
18.7
18.6
22.8
15.4
17.2
8.5
9.8
11.6
Progression Factor'
1.00 "
1.00
1.00
1.00
1.00
1.00
1.00
1:00
Incremental Delay, d2
0.9
0.8
31.8
0.0
227.2
0.2
2.6
2.2
Delay (s) "'
Level of Service
19.6
B
19.4
54.6'
15.4'
244.5
8.7
12.4
13.7'
Approach Delay (s)
19.5
B
D
48.0
B
F
190.1
A
B
B
13.5
Approach LOS
B
D
F
B
� 12,
- � .
HCM Average Control Delay
65.4
HCM Level of Service
E
HCM Volume to Capacity ratio
1.25
Actuated Cycle Length (s)
73.8
Sum of lost time (s)
8,0
Intersection Capacity Utilization
100.0%
ICU Level
of Service '`
F
Analysis Period (min)
15
c Critical Lane Group
Existing NB lane configuration
TND Engineering C:\My Doc uments\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
Future ConditionsPMDHV
Spear & Swift
2008 No Build With Programmed 01/30/2005
Lane Configurations
t
r
t
Ideal Flow (vphpl) 1900
1`900
1900
1900 1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12 10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4'i0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.95
1.00
0.07
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.010
Satd. Flow (prot)
1720
1478
1688
1583
1770
1646
1711
2041
Flt Permitted
0.87
1.00
0.54
1.00
0.27
1.00
0.44
1.00
Satd.Flow (perm)
1520'
1478
938
1583
498
1646_
784
2041
Volume (vph) 54
201
418
168 113
56
203
239
132
108
439
125
Peak -hour factor, PHF 0 93
0.93
0.93
0.93 0.93
0.93
0.93
0.93
0.93
0.93
0 93
0.93
Growth Factor (vph) 104%
104%
104%
104% 104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 60
225
467
188 126-
63
227
267
148
121
491,
140
RTOR Reduction (vph) 0
0
195
0 0
40
0
24
0
0
12
0
Lane Group Flow (vph) 0
285
272
0 314
23
`227
391
0
121
619
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
26.5 ''
26.5°
26.5
26.5
39.3
39.3
39.3
39.3
Effective Green, g (s)
26.5
26.5
26.5
26.5
39.3
39.3
39.3
39.3
Actuated g/C Ratio -
0.36
0.36
0.36_
0.36
0.53
0.53
0.53
0.53
Clearance Time (s)
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
Lane Grp Cap (vph)
546
531
337
568
265
877
417
1087
v/s Ratio Prot
0.24
0.30
v/s Ratio Perm
0.19
0.18
c0.33
0.01
c0.46
0.15
v/c Ratio
0.52
0.51
0.93
0.04
0.86
0.45
0.29
0.57
Uniform Delay, d1
18.7
18.6
22.8
15.4
14.8
10.6
9.5
11.6
Progression Factor
1.00
1.00
1.00_
1.00_
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.9
0.8
31.8
0.0
28.2
1.6
1.8
2.2
Delay (s)
19.6
19.4
54.6
15.4
43.1
12..2
11.3
13.7
Level of Service
B
B
D
B
D
B
B
B
Approach Delay (s)
19.5
48.0
23.1
13.3
Approach LOS
B
D
C
B
y
HCM Average Control Delay
22.8
HCM Level of Service
C
HCM Volume to Capacity ratio
0.89
Actuated Cycle Length (s)
73.8
Sum of lost time (s)
8.0
Intersection CapacityUtilization
86.9%
ICU Level
of Service ,
E
Analysis Period (min)
15
c ' Critical Lane Group
NB lane configuration changed
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
Future PMDHV Spear & Allen
No Build 2008 With Programmed 01/30/2005
soutn village C:\My Documents\soburlington\traffic study=08 PMDHV no build With Programmed.sy7
Future ConditionsPMDHV
Spear & Allen
2008 No Build With Programmed
01/30/2005
I t
Movement%
EBL£�t6
Lane Configurations,,
Sign Control
Stop
Free Free g,`
`.
Grade
0%
s .
0%° 0%
Volume (veh/h)
181
141 90
223 520 238�<-,-'
Peak Hour Factor
0.95
0.95 0.95
0.95 0.95 0.95
Hourly flow rate (vph)
198
154 .99
244 569 ` 261 ... .
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage,,.5,
Right turn flare (veh)
Median type
None ; ..:;. k.: <'k � � : :. i
Median storage veh)
Upstream signal (ft)
�.. ".
pX, platoon unblocked
•.�5"��"" .. .. _. _,_, G.S1.n sN_,i 3D
vC conflicting volume
1010
569;'.830�y�
.-^
'
��w
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1010
569 830
."R ; .. .,.i..�
tC, single (s) :...
6.4
6.2 411
x
tC, 2 stag es
t s
3.5 �
"3:3 2.2
n�,�r
p0 queue free %
15
70 88
cM capacity (veh/h) ;
233.521
802
m.
Dir►on ,an��r
BNB 2 ': SB;
Volume Total
198 =
99`244
569' 261'
Volume Left
198
0 99
0 0 0
Volume Right
0
154 0
0 0 261
cSH
233
521 802
1700 1700 1700'
Volume to Capacity -
0.85
0.30 0.12
0.14 0.33 0.15=0 " :-
Queue Length 95th (ft)
168
31 10
.a-�
0 0 0
Control Delay (s)
70.7
14.8 10.1
0.0 0.0 0.0 "
Lane LOS
F
B g
Approach belay (s)
46.2
2.9
me
Approach LOS
E�z
.�
InterseetZort Sumrrra�Y..3...
Average Delay
11.3
Intersection Capacity Utilization
54.1%
ICU Level of Service A�,�
Analysis Period (min)
15
" S
South Village
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
Future PMDHV Spear & Barstow
No Build 2008 With Programmed n1/gin/qnnr;
aouLn village c;:\My Documents\soburlington\traffic studyM08 PMDHV no build With Programmed.sy7
Future ConditionsPMDHV Spear & Barstow
2008 No Build With Programmed 01/30/2005
Movement
��. .
I�>3
Lane Configurations
+T
Sign Control
Stop
Free Free
Grade
0%
0% 0%°
Volume (veh/h)
101
75 229" 85 167 484
Peak Hour Factor
0.88
0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph)
'
119
89 271 100 197 572 ". '
Pedestrians
.5 Q2,
Lane Width (ft)
Walking Speed (ft/s)
`
Percent Blockage'_..'..,_.£3100, t��..10
��
Right turn flare (veh)
Median type iN :
None �. � ... s
�:�2, � `
Median storage veh)
.� � �r .asp. �� , .. x...�F
Upstream signal (ft):
9
at-s,x a ���" HE ��
pX, platoon unblocked
vC, conflicting volume
1288
321 ��y r4 # s ;377ETA
vC1, stage 1 conf vol
,
vC2, stage 2 conf vol !�,j ='s r - y
- �� g im- 1 1-21
vCu, unblocked vol
1288
.� ..'..
321 371
tC, single (s)"'.
tC, 2 stage (s)
tF'(s)3
5
3 3 . 2.2 r��...
a�
p0 queue free %
21
....
88 83
cM capacit veh/h
-
1;.51
720 '" � 11 �.
87 M
Volume Total . _'2Q8 371 »`769
Volume Left
119
0 197
Volume Right
89
100 0 MA.."
cSH
228
1700 1187 "
Volume to Capacity
0.91
0.22 0 17R;
Queue Length 95th (ft)
192
0 15
Control Delay (s)
84.4
0.0 3.8
�Us » �, � ` M ` � a V � , ��
Lane LOS
F
u EVEN
A
Approach Delay (s)
84.4
0.0 3 8 ' #��
Approach LOS
F
r
tnte sect a ¢ hum a
Average Delay
a{
15.2
Intersection Capacity Utilization
74.6% ICU Level of ServiceTA v "V'
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
Future PMDHV Barstow & Dorset
No Build 2008 With Programmed 01/30/2005
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Future ConditionsPMDHV Barstow & Dorset
2008 No Build With Programmed 01/30/2005
Moyerne9t ha �_. BT R,=, ,; A, Mffur. qu NBT � s
Lane Configurations,
Sign Control
Stop
.
Stop; Stop Stop
Volume (vph)
47
129
65
107
134 33 10 65 36 37 203 34
Peak Hour Factor
0.97
0.97
0.97
0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0 97
Hourly flow rate (vph)
50
138
70
115
144 35 11 70 39 40 218 36
r_T. _
Volume Total (vph)
258
294
119
294
Volume Left (vph)
50
115
' 11
40 `:
F} r
Volume Right (vph)
70
35
39
36
Hadj (s)
-0.09
0.04
-0.14
` -0.01
Departure Headway (s)
5.6
5.6
5.9
5.7
Degree Utilization, x
0.40
0.46
0.20
0.46MIRN
Capacity (veh/h)
594
597
521
586
w����>
Control Delay (s)
12.2
13.3
- 10.3
13.5WOW
Approach Delay (s)
12.2
13.3
10.3
13.5
Approach LOS B
B
B
B
IntJTFc tort~ u nary ,��R _-;.;
Delay
HCM Level of Service
Intersection Capacity Utilization
Analysis Period (min)
12.7
B
57.5%
15
ICU Level of Service �. °. M:
s
RAJ- 'Mars T
CAMy Documents\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
TND Engineering
Future PMDHV Spear & Barstow
No Buiid 2008 with Programmed 01/30/2005
a
Lr
L
L
CO
_N LO
T 10B
V---132
T �' Allen Rd
0 O �4
,-
N
C
L
-Q
CO_c
CO
W W
South Village CAMy Documents\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
Future ConditionsPMDHV Allen & Shelburne
2008 No Build With Programmed 01/30/2005
Movement "�:� %BL
...1NBR">
lVBT
NBR
SBL`--
SBT,o%
��.�..."_
Lane Configurations
tt
�,.�. .
Ideal Flow (vphpl)
1900
1900
- 1900
1900
: 1900
1900'`
Lane Width
12
12
12
12
10
14
Total Lost time (s)
4.0
4.0
4.0
4.0 ;
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
100
0.85
"0.98
1.00
1.00'`-,
�`N
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3462 -
1652
3775�
Flt Permitted
0.95
1.00
1.00
0.32
1.00�..,.
"
Sato. Flow (perm)
1770
' 1583
3462
548 '
3775
Volume (vph)
127
104
677
114
149
1130
Peak -hour factor, PHF
0.96
0.96
0.96
0.96
0.96 `
0.96'
Growth Factor (vph)
104%
104%
104%
104%
104%°
104%
Adj. Flow (vph)
138
113-
733
124
161
1224'
RTOR Reduction (vph)
0
94
14
0
0
0
Lane Group Flow (vph)
_ 138
19
843
0
_ 161
1224
Turn Type
Perm
Perm
Protected Phases
8
2
6
"
Permitted Phases
8
6
Actuated Green, G (s)
8.9
8.9
36.4
36.4 '
36.4
Effective Green, g (s)
8.9
8.9
36.4
36.4
36.4
Actuated g'/C Ratio
0.17
0.17
0.68
0.68
0.68 -
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.'0
3.0
3.0
3.0
Lane Grp Cap (vph)
296
264
2364
374
2578
v/s Ratio Prot;
c0.08
0.24
c0.32
v/s Ratio Perm
0.01
0.29
v/c Ratio
0.47
0.07
0.36
'0.43
0.47
Uniform Delay, d1
20.1
18.7
3.5
3.8
4.0
Progression Factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.2
0.1
0.1
0.8
0.1
Delay (s)
21.2
18.8
3.6
4.6
4.1
Level of Service
C
B
A
A
A
Approach Delay (s)
20.1
3.6
4.2
ix
Approach LOS
C
A
A
CtersectionSmrnaAM
HCM Average Control Delay 5.6 HCM Level of Service A
HCM Volume to Capacity ratio 0.47
Actuated Cycle Length (s) 53.3 Sum of lost time (s) 8.0
Intersection Capacity Utilization 49.1 % ICU Level of Service A "
Analysis Period (min) 15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV no build With Programmed.sy7
Future PMDHV Spear & Webster
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Future ConditionsPMDHV
Spear & Webster
2008 No Build With Programmed
01/30/2005
t
Movernert2�
EBR``
EB B; Bf SgR
Lane Configurations
Sign Control
Stop
Stop' Stop
Volume (vph)
200
76
45
198 432 180
Peak Hour Factor
0.92
0.02
0.92
0.92 0.92 0.92
flow rate (vph)
226
51
224 488 203
yFHourly �86
Volume Total (vph)
312
275
692
Volume Left (vph)
226
51
0
Volume Right (vph)
86
0
203
Had s
0.01
0.07 -0.14
x
_ .
Departure Headway (s)
6.3
6.0
5.3
Degree Utilization, x
0.55
0.46-
1.03
ft
Capacity (veh/h)
556
581
666
Control Delay (s)
16.8
14.1
64.1
M2�����f.q,,, . °}
Approach Delay (s)
16.8
14.1
64.1
Approach LOS
N
..
veiny,
HCM Level of Service
418
E
Intersection Capacity Utilization
;:` 74.1 %
meµ: ICU Level of Service `
p
Analysis Period (min)
15
_>....
p ^
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d.
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..vL .. .a,e.s,..taw..z:tix..},"�.`YKunxanw'sss:$M7'a..�'nnw..
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Future PMDHV Spear & Swift
Build 2008 With Programmed of/3N2nns
Ouu[n viiiage c;:\My uocuments\soburlington\traffic study\2008 PMDHV Build With Programmed.sy7
Future ConditionsPMDHV
Spear & Swift
2008 Build With Programmed 01/30/2005
Ada+ E � � -._ r
Movement d EBL
EBT
_
EBR
-WBL
..
WBT
_
WBR`
NBt
' NBT-
�NBR
S8L
_
SBT�
SBR
Lane Configurations
+T
if
Ideal Flow (vphpl) 1900
1900
1900
1900_
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0. 97
Flt Protected
0.99
1.00
0.97
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1686
' 1583
1699
1583
1711
2046
Flt Permitted
0.86
1.00
0.54
1.00
0.29
1.00
0.32
1.00
Satd `Flow (perm)
1502
1478
940
1583
51`2
1583'
573
2046
Volume (vph) 54
201
467
187
113
56
231
260
147
108
484
125
Peak -hour factor, PHF 0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
_ 0.93
0.93
0.93
0.93
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 60
' 225
522
209 '
126
63
258
291
164
121
541
140
RTOR Reduction (vph) 0
0
167
0
0
39
0
0
79
0
12
0
Lane Group Flow (vph) 0
285
355
0
335
24
0
549
85
121
669
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
28.4
28.4
28.4
28.4
39.1
39.1
39.1
39.1
Effective Green, g (s)
28.4
28.4
28.4
28.4
39.1
39.1
39.1
39.1
Actuated g/C Ratio
`0.38
0.38
0.38
0.38
0.52
0.52
0.52
0.52
Clearance Time (s)
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
Lane Grp Cap (vph)
565
556
354
595
265
820
297
1060
v/s Ratio Prot
0.33
40 .=
v/s Ratio Perm
0.19
0.24
c0.36
0.01
c1.07
0.05
0.21
v/c Ratio
0.50
0 64 L
0.95
0.04
2.07
0;10
0:41
0.63
Uniform Delay, d1
18.1
19.3
22.8
14.9
18.2
9.3
11.1
13.0
Progression Factor
1.00
1.00
1.00
'1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.7
2.4
33.8
0.0
495.1
0.3
4.1
2.9
Delay (s)
18.8
21.8
56.6
14.9
513.3
9.5
15.2
15.9
Level of Service
B
C
E
B
F
A
B
B
Approach Delay (s)
20.7
5 0. 0
397.4
15.8
Approach LOS
C
D-�
F
.0
. z_ a
frltersecf�orS'�Sumrriary
HCM Average Control Delay
122.3
HCM Level of Service
F
HCM Volume to Capacity ratio
1.60
Actuated Cycle Length (s)
75.5
Sum
of lost
time (s)
8.0
Intersection Capacity Utilization
106.3%
ICU Level
of Service
G
Analysis Period (min)
15
c Critical Lane Group
Existing NB Lane configuration
TND Engineering
Future ConditionsPMDHV Spear & Swift
2008 Build With Programmed 01/30/2005
--* -,, --t f- *- k- -*� t r* \,,, � */
Movement_
BL
WBT
WBR
N8NBT,
BRF,:
Lane Configurations
r
t
T
)
Ideal Flow (vphpl)
1900
1900
1900
1900
1900 >
1900
1900
1900
1900
1900
1900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
40
4.0
-4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.95
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1720
,1478
1686 '_
1583
1770
1645
1711
2046
Flt Permitted
0.86
1.00
0.54
1.00
0.22
1.00
0.39
1.00
Satd. Flow (perm)
1502
' 1478
940'
` 1583
405
1645
710
2046
Volume (vph)
54
201
467
187
113
56
231
260
147
108
484
125
Peak -hour factor, PHF
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
- 0.93
0.93
Growth Factor (vph)
0
104 /0
0
104 /0
0
104 /0
0
104 /0
0
104 /0
0
104 /0
0
104 /0
0
104%
0
104 /0
0
104 /0
0
104 /0
0
104 /o
Adj. Flow (vph)
60
225
522
209
126
63
258
291
164
121
541
140
RTOR Reduction (vph)
0
0
167
0
0
39
0
25
0
0
12
..0
:-
Lane Group Flow (vph)
0
285
355
0 -
335 `'
24
258
430
0
121
669
Turn Type
custom
custom
Perm
Perm
Perm
Perm
Protected Phases
g
2
6
..
Permitted Phases
4
4
4
8
8
2
6
Actuated Green, G (s)
28.4
28.4
28.4
28.4
39.1
39.1
39.1
39.1
Effective Green, g (s)
28.4
28.4
28.4
28.4
39.1
39.1
.,
39.1
39 1
Actuated g/C Ratio �1�
- Al ,ab. „a Il4v'�.'
_ 0.38
0.38
0.38 _
0.38
0.52
0.52�
:.
Clearance Time (s)
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
., .s"
`-3.0
3.0
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
ProgressionFactor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
565
556
0.19
0.24
0.50
0.64
18.1
19.3
1.00
1.00
0.7
2.4
18.8
21.8
B
C
20.7
C
354
595
210
852
368
1060
0.26
0.33
c0.36
0.01
c0.64
0.17
0.95
0.04
1.23
0.50
0.33
0.63
22.8
14.9
18.2
11.9
10.6
13.0
1.00
1.00
1.00
1.00
1.00
1.00
33.8
0.0
137.4
2.1
2.4
2.9
56.6
14`.9
155.6
14.0'
13.0
15.9
E
B
F
B,
B
B
50.0
65.2
15.5` t
D
E
B
fnfersecio(�ra ���y,�`3 �Gxn
HCM Average Control Delay 35.1 HCM Level of Service D
HCM Volume to Capacity ratio 1.11
Actuated Cycle Length (s) 75.5 Sum of lost time (s) 8.0
Intersection Capacity Utilization 92.1% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
NB Lane configuration Changed
TND Engineering
Future PMDHV Spear & Swift
Build 2008 With Programmed 01/30/20OR
Allen Ra ��
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OUuin village L;:\my uocuments\soburlington\traffic study\2008 PMDHV Build With Programmed.sy7
Future ConditionsPMDHV Spear & Allen
2008 Build With Programmed 01/30/2005
Lane Configurations
1�
+T
r
T
t
r
Ideal Flow (vphpl)
1900
1900
1900 1900
1900
` 1900
1900
1900
1900
' 1000
1900
. 1900
Lane Width
12
12
14 12
12
12
10
13
12
12
12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.87
1.00
0.85
1.00
0.99
1.00
1.00
0.85
Fit Protected
0.95
1.00
0.98
1.00
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
1612
1824
1583
1652```
1910
1770
1863
'`1583
Fit Permitted
0.95
1.00
0.79
1.00
0.31
1.00
0.57
1.00
1.00
Satd. Flow (perm)
1770
`` 1612
1478
` 1583
546
1910
1064
1863
1583
Volume (vph)
193
17
150 8
11
31
95
246
13
52
552
244
Peak -hour factor, PHF
0.95
0.92
0.915 0.92
0.92
0.92
0.95 `
0.95
0.92
0.92
0.95
0.95
Growth Factor (vph)
104%
104%
104% 104%
104%
104%
104%
104%
104%
104%°
104%
104%
Adj. Flow (vph)
211
19
- 164 9
- 12
- 35
104
269
15
59
604
267
RTOR Reduction (vph)
0
135
0 0
0
33
0
2
0
0
0
74
Lane Group Flow (vph)
211
48
0 - 0
21
2
104
282
0
59
604
103
Turn Type
Split
Perm
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
`'
2
6
Permitted Phases
8
8
2
6
6
Actuated Green, G (s)
10.0
10.0
3.6
'3.6
31.9
31.9
31.9
31.9
31.9
Effective Green, g (s)
10.0
10.0
3.6
3.6
31.9
31.9
31.9
31.9
31.9
Actuated a/C Ratio
0.17
0.17
0.06
0.06
0.55
0.55
0.55
0.55,
0.55
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
&0
Lane Grp Cap (vph)
308
280
93
99
303
1060
590
1034
878
v/s Ratio Prot
c0.12
0.03 -
0.15 -
c0.32
v/s Ratio Perm
c0.01
0.00
0.19
0.06
0.12
v/c Ratio
0.69
0.17
0.23
0.02
0.34
0.27
0.10
0.58
0.22
Uniform Delay, d1
22.3
20.2
25.6
25.3
7.0
6.7
6.0
8.4
6.5
Progression'' Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
6.2
0.3
1.2
0.1
0.7
0.1
0.1
0.8
0.1
Delay (s)
28.5
20.5
26.9
25.4
7.7
6.8
6.1
9.3
6.6
Level of Service
C
C
C
C
A
A
A
A
A
Approach Delay (s)
24.8
25.9
7.1 -.
8.3
Approach LOS
C
C
s„ ,
A
A
HCM Average Control Delay 12.3 HCM Level of Service B
HCM Volume to Capacity, ratio 0.58
Actuated Cycle Length (s) 57.5 Sum of lost time (s) 12.0
Intersection Capacity Utilization 63.5% ICU Level of Service 13
Analysis Period (min) 15
c Critical Lane Group
TN D Engineering
Future PMDHV Spear & Barstow
Build 2008 With Programmed 01/30/2005
201 ra Site Drive -
1 g`� --->
156
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ovum vniage L;:\nny uocuments\soburlington\traffic study\2008 PMDHV Build With Programmed.sy7
Future ConditionsPMDHV Spear & Barstow
2008 Build With Programmed 01/30/2005
Movement
WBL W8R NBT NBR SBL SBT
Lane Configurations
"
+ �, +T
Sign Control
Stop Free Free
Grade
0% 0% 0%
Volume (veh/h)
101 82 251 85 ` 172 496
Peak Hour Factor
0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph)
119 97, 297 100„ 203 586:
Pedestrians
Lane Width (ft)
,`I �d .;
...... t
Walking Speed (ft/s)=.._,.�..,,
.. _ .�...;,.t
Percent Blockage
g�
,�.�
-� .a,C.`� t �..' n� s FE'+`Yyff��'�1^`7"
Right turn flare (veh)
Median type
None t t
��ThgwR
Median storage veh)
.";RIF
..
Upstream signal (ft)
`*.;>
.w33.-i&..,.':,... :!�.��X''S? -.. Y..s,.>�e,:: 11
pX, platoon unblocked
, .,n4;. .,... ,n., 1.i :.. . . _a . _�'�.'.
vC, conflicting volume
1340 `, �� �u '� M�,,
vC1, stage 1 conf vol
vC2, stage 2 conf vol
t e t ,,.� OCR�;x-�" -s
vCu, unblocked vol
1340 347 397
tC, sing ()'
6.4 6.2 4.1 �� r ` M. x
tC, 2 stage (s)
.., �.
tF (s) `
3.5 3.3 2.2
p0 queue free %
14 86 82
cM capacity (veh/h)
139 696 1162 3
Volume Total
216
397
789
Volume Left
119
0
203
Volume Right
97
100
0MEN
- = x
=10
cS H
217
1700
1 162
Volume to Capacity
1.00
0.23
0.18
�x-
a����..
Queue Length 95th (ft)
225
0
16
x
Control Delay (s)
107.8
0.0
4.0
� ^ %ow <)' � ��
Lane LOS
F
A
,� ,x� ,�
Approach Delay (s)
107.8
0.0
.
Im
Approach LOS
F
'{ntersect�on"Summary
, �; ���
Average Delay
18.9
Intersection Capacity Utilization
77.2% -
ICU Level of Service D
Analysis Period (min)
15
TND Engineering
Future PMDHV Barstow & Dorset
Buua zuuu With Programmed 01/30/2005
x.,
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South Village CAMy Documents\soburlington\traffic study\2008 PMDHV Build With Programmed.sy7
Future ConditionsPMDHV Barstow & Dorset
2008 Build With Programmed 01/30/2005
Movement <,- EBL
EBT :;EBRWBL.
,WBT�`" WBR .,.NBL
-.NBrt, 8„
.. �`C
Lane Configurations
Sign Control'
Stdp
Stop'
stop' - Stop ;
Volume (vph)
48
131
67
107
139 35
11 67 36 38 204 35
Peak Hour Factor,
0.97
0.97
0.97
0.97-
0.9'7 0.97
0.97 0.97 0.97 . _0.97- 0.97 0.97
Hourly flow rate (vph)
51
140
72
115
149 38
12 72 39 41 219 38
Volume Total (vph)
264
301
122
297
Volume Left (vph)'
° 51
115
12
41
Volume Right (vph)
72
38
39
38
Hadj (s)
-0.09
0.04
,-0.14
-0.01 -
"��'."M
Departure Headway (s)
5.6
5.7
6.0
5.7
Degree Utilization, x
0.41
0.47
0.20
0.47
" `� fiz
Capacity (veh/h)
588
592
511
578
x., 3
Control Delay (s) _
12.5
13.7
10.5
13.8
,-"" , c�� ��;"
?e °MIN
Approach Delay (s)
12.5
13.7
10.5
13.8
Approach LOS
_
_ B
B
. B
B
������ �
,,.,.._ �... r�.,..M.
Delay 13.0
_trY«+w�e:,&n„.M'S.Y.4...ka.&
HCM Level of Service B
Intersection Capacity Utilization 58.0% ICU Level of Service -
Analysis Period (min) 15 ON
TND Engineering
Future PMDHV Allen & Shelburne
Build 2008 With Programmed 01/30/2005
a
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South Village C:\My Documents\soburlington\traffic study\2008 PMDHV Build With Programmed.sy7
Future ConditionsPMDHV
Allen & Shelburne
2008 Build With Programmed
01/30/2005
Movement :�> SL
VVBR
NBT"'"'NBR
SBL_'
813-r
=
Lane Configurations
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
Lane Width 12
12
12
12
10
14
Total Lost time (s)- 4.0
4.0
4.0
4.0
4.0
Lane Util. Factor 1.00
1.00
0.95
1.00
0.95
Frt 1.00
0.85
0.98
100
1.00
Fit Protected 0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot) 1770
1583
3452
1652
3775
Flt Permitted 0.95
1.00
1.00
0.31
1.00
Satd. Flow (perm) 1770
1583
3452
534,
3775'
Volume (vph) 141
111
677
133
167
1130
Peak -hour factor, PHF 0.96
0.96
0.96
0.96
0.96
6.96
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 153
120
733
144
181
1224
RTOR Reduction (vph) 0
100
16
0
0
0
Lane Group Flow (vph) 153 `
20
861
0
181
1224'
Turn Type
Perm
Perm
Protected Phases8
"2
6
Permitted Phases
8
6
Actuated Green, G (s) 9.3
0.3
38.3
38.3
38.3
Effective Green, g (s) 9.3
9.3
38.3
38.3
38.3
Actuated g/C Ratio 0.17 `
0.17
0.69
0.69
0.69
Clearance Time (s) 4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s); 3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph) 296
265
2378
368
2600
v/s Ratio Prot c009
0.25
0.32
v/s Ratio Perm
0.01
c0.34
v/c Ratio 0.52
0.08
0.36
0.49
0.47
Uniform Delay, d1 21.1
19.5
3.6
4.1
4.0
Progression Factor 1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2 1.5
0.1
0.1
1.0
0.1
Delay (s) 22.6
19Z
3.7
5.1
4.1
Level of Service C
B
A
A
A
Approach Delay (s) 21.3
3.7
4.2
Approach LOS C
A
A
lnterseetionmrriary sa
HCM Average Control Delay
5.9
HCM
Level of Service A
HCM Volume to Capacity ratio
'r0.50
Actuated Cycle Length (s)
55.6
Sum of lost
time (s) 8.0
Intersection Capacity Utilization
61.6%
ICU Level
of Service A
Analysis Period (min)
15
c Critical Lane Group
TND Engineering
Future PMDHV Spear & Webster
Build 2008 With Programmed nl/,in/gnn-r;
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oUuui vmaye u:uviy uocuments\soburlington\traffic study\2008 PMDHV Build With Programmed.sy7
Future ConditionsPMDHV Spear & Webster
2008 Build With Programmed 01/30/2005
Nlavement �ffl�Ei31. . "EBR
NBL' MNBT
5� .:-" . 5
Lane Configurations
Sign Control
Stop
Stop
Stop
Volume (vph)
210 76
45 211
437
182
Peak Hour Factor
0.92 0.92
0.92 0.92
0.92
0.92- k � 4
Hourly flow rate (vph)
237 86
51 239
494
206
Direction L eEa3�": iVB�tSB - t
Volume Total (vph)
323
289
700
Volume Left (kph)
237
51
0
:r w
Volume Right (vph)
86
0
206
Hadj (s)
0.02
0.07
-0.14xE
Departure Headway (s)
6.4
6.1
5.4
Degree Utilization, x
0.57
0.49
1.05,
Capacity (veh/h)
543
576
657
Control Delay (s)
17.6
14.8
71.7 �9
Approach Delay (s)
17.6
14.8
71.7
Approach LOS
C
B
Delay 458 Rr x 4
HCM Level of Service E
Intersection: Capacity Utilization 75.3% ICU Level of Service D'`
Analysis Period (min) 15
t �a o"o a
TND Engineering
Future PMDHV Spear & Swift
No Build 2013 With Programmed 01/30/2005
CO
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C:\My Documents\soburlington\traffic study\2013 PMDHV Base.sy7
Future ConditionsPMDHV
Spear & Swift
2013 No Build With Programmed
01/31/2005
Movement EBL
EBT
> EBR
WBL
WBT
WBR
NBL
NBT
NBR "
SBL
SBT, ,,SBR
Lane Configurations
t
r
t
r
+T
r
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1000
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1688
1583
1699
1583
1711
2041
Flt Permitted
0.86
1.00
0.53
1.00
0.32
1.00
0.35
1.00
Satd. Flow (perm)
1498
1478
923
1583
559
1583
626
2041
Volume (vph) 54
201
416
167
113
56
203
235
131
108
435
124
Peak -hour factor, PHF 0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 63
236
488
196
132
66
238
275
154
127
510
145
RTOR Reduction (vph) 0
0
181
0
0
41
0
0
74
0
13
0
Lane Group Flow (vph) 0
299
307
0
328
25
0
513
80
127
642
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
28.3
28.3
28.3
28.3
39.1
39.1
39.1
39.1
Effective Green, g (s)
28.3
28.3
28.3
28.3
39.1
39.1
39.1
39.1
Actuated g/C Ratio
0.38
0.38
0.38
0.38
0.52
0.52
0.52
0.52
Clearance Time (s)
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
Lane Grp Cap (vph)
562
555
346
594
290
821
325
1058
v/s Ratio Prot
0.31
v/s Ratio Perm
0.20
0.21
c0.36
0.02
c0.92
0.05
0.20
v/c Ratio
0.53
0.55
0.95
0.04
1.77
0.10
0.39
0.61
Uniform Delay, d1
18.4
18.6
22.8
14.9
18.2
9.2
11.0
12.8
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.0
1.2
34.6
0.0
359.8
0.2
3.5
2.6
Delay (s)
19.4
19.8
57.4
15.0
377.9
9.4
14.5
15.3
Level of Service
B
B
E
B
F
A
B
B
Approach Delay (s)
19.6
50.3
292.8
15.2
Approach LOS
B
D
F
B
Intersection Summary
HCM Average Control Delay
92.2
HCM Level of Service
F
HCM Volume to Capacity ratio
1.42
Actuated Cycle Length (s)
75.4
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
103.6%
ICU Level of Service
G
Analysis Period (min)
15
c Critical Lane Group
Existing NB lane configuration
C:\My Documents\soburlington\traffic study\older files to be trashed\2013 PMDHV with Programmed.sy7
TND Engineering
Future ConditionsPMDHV Spear & Swift
2013 No Build With Programmed 01/30/2005
EBT- EBFt WBL WBT ` WBR NBLNBT..:NBR : S
Lane Configurations
t
r
t
r
T
t
Ideal Flow (vphpl) 1000
1900
1900
,-1900 1900
1900
> 1900
1900
' 1900
1900
1900
190-0
Lane Width 10
10
10
12 10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
- 4.0
F
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
-0.85
1.00
0.95
1.00
0.97
`_'
Fit Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satc. Flow (prot)
1720
1478
1688
1583
1770
1645
1711
2041
Fit Permitted
0.86
1.00
0.53
1.00
0.24
1.00
0.42
1.00
Satd. Flow (perm)
1498
1478
923
1583
443
1645
749
2041
Volume (vph) 54
201
416
167 113
56
203
235
131
108
435
124
Peak -hour factor, PHF 0.93
0.93
0.93
0.93 0,93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 109%
109%
109%
109% 109%
109%
109%
109%
109%
109%°
109%
109%
Adj. Flow (vph) 63
236
488
196'` 132
"66
238
275
154
127
510
145
RTOR Reduction (vph) 0
0
181
0 0
41
0
25
0
0
13
0
Lane Group Flow (vph) 0''
299
307
0 328
25
238
404
0
127
642
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
g
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated' Green, G (s)
28.3
28.3
28.3
28.3
39.1
39.1
'
39.1
39.1
Effective Green, g (s)
28.3
28.3
28.3
28.3
39.1
39.1
39.1
39.1
Actuated g/C Ratio
0.38
0.38 `
0.38
0.38
0.52
0.525k,,:0.52
0.52
Clearance Time (s)
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
7777
3.0
3.0
Lane Grp Cap (vph)
562
555
346
594
230
853
388
1058
v/s Ratio Prot
0,25
0.31
v/s Ratio Perm
0.20
0.21
c0.36
0.02
c0.54
0.17
v/c Ratio
0.53
0.55
0.95
0.04
1.03
0.47
033
0.61
Uniform Delay, d1
18.4
18.6
22.8
14.9
18.2
11.6
10.5
12.8
Progression Factor
1.00
1.00 '
1.00
1.00
1.00
100
1.00
1.00
Incremental Delay, d2
1.0
1.2
34.6
0.0
68.7
1.9
2.2
2.6
Delay (s)
19.4
19.8
57.4
15.0
86.8
13.5
12.8
15.3
Level of Service
B
B
E
B
F
B
B
B
Approach Delay (s)
19.6
50.3
39.7
14.9
Approach LOS
B
D
D
s ki
B
Intersection Sitrirrr`ary
HCM Average Control Delay
27.9
HCM Level of Service
C
HCM Volume to Capacity ratio
1.00
Actuated Cycle Length (s)
75.4
Sum of lost
time
(s)
8.0
Intersection Capacity Utilization
90.1 %
ICU Level
of Service
E
;
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHV Base.sy7
Future PMDHV Spear & Allen
No Build 2013 With Programmed 01/30/2005
CAMy Documents\soburlington\traffic study\2013 PMDHV Base.sy7
Future ConditionsPMDHV Spear & Allen
2013 No Build With Programmed 01/30/2005
-A 4\ f
Movement '
EBL
EBR
NBL- NBT ' .SBT`: ° SBR'I�r t
Lane Configurations
t t
Sign Control--
Stop
Free Free
Grade
0%
0% 0%
Volume (veh/h)
179
141
89 222 517 235
Peak Hour Factor
0.95
0.95
0.95 0.95 0.95 0.95
Hourly flow rate (vph)
205
162
$a 102 255 593 270; � k
"
Pedestrians
Lane Width ,(ft)
Walking Speed (ft/s)�``
Percent Blockage
Right turn flare (veh)
Median type
None'`
Median storage veh)
Upstream signal (ft)
�k' xi"�y"'° -.-
+ «ova M
6Ffi 4 `gr 4Y3 &k5 BfirF S5 A ep a M
NRI WE
pX, platoon unblocked
vC, conflicting volume
_ 1052
593
863 � , RI .� �ENVY;u... `�
vC1, stage 1 conf vol
vC2, stage 2 conf vol *�����R�
vCu, unblocked vol
1052
593
863
tC single s
9 �)
6.4
6.2
4 1 1
tC, 2 stage (s)
....:. �.
tF (s)
3.5
3.3
2 2��` s,
p0 queue free %
6
68
87
cM capacity (veh/h)
218
505
780''
Volume Total`
205-
102
255
593
270
Volume Left
205
0
102
0
0
p
Volume Right
0
162
0
0
0
270
cSH
218
505
780
1700
1700
1700
Volume to Capacity
0.94
0.32
0.13
0.15
0.35
0.16
Queue Length 95th (ft)
201
34
11
0
0
0
M
Control Delay (s)
93.2
15.4
10.3
0.0
0.0
0.0
4
Lane LOS
F
C
B
Approach Delay (s)
58.9
3.0
0.0
Approach LOS
F
Intelrsbction $tmrnarY Average Delay 14.3
Intersection Capacity Utilization 55.8% ICU Level of Service B
Analysis Period (min) 15
TND Engineering CAMy Documents\soburlington\traffic study\2013 PMDHV Base.sy7
Future PMDHV Spear & Barstow
No Build 2013 With Programmed 01/30/2005
195_-�'
154 �
N
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Barstow Rd
U:\My Documents\soburlington\traffic study\2013 PMDHV with Programmed.sy7
Future ConditionsPMDHV Spear & Barstow
2013 No Build With Programmed 01/30/2005
Movemenf'..F.,:�WBR
NBT."; NBR SBL' SBT'
Lane Configurations
T
Sign Control
Stop Free Free S
Grade
0% 0% 0%
Volume (veh/h)
101 74 228 85 167 493.�`...�`
Peak Hour Factor
.,.;.��„',:„ r� �'te���
0.88 0.88 0.88 0.88 0.88 0.88
Hourly flow rate (vph)
125 92 282 105 :. 207 611 ,F``g,,xtEr�
Pedestrians
Lane Width (ft)!' ..t
r ,x
Walking Speed (ft/s)
Percent Blockage
, -0r
N.. k
ZY-
Right turn flare (veh)
Median type .
YP
4 a t Ar l
None „,.. �..�,,�`..,.x�;°,..,>�.
Median storage veh)
- ,
Upstream signal (ft)
''i5s ° .n � s �:� �* ¢ 9 ✓sr � rt � s s ss �,
�t$e, S
.,.Y.. P:ift'x�d�K, �&..�_.:: 4� t�k�'X,{�.. �l�.f.1�"."..�.."i��. ��sk�a 'S
pX, platoon unblocked
.:x,
vC, conflicting volume
1359 335
vC1, stage 1 conf vol
vC2, stage 2 conf vol
� ..; , �.� � �� .,,. ,�,.,I A MA Ilk 01�� ,
vCu, unblocked vol
1359 335 388
tC, single (s)
6.4 6 2"RE 54,
a�
tC, 2 stage (s):.�
tF (s)
3.5 3.3
p0 queue free %
7 87 82
cM capacity (veh/h)
135 707 1171eje "A
map
Volume Total
217
388
818
$.>
Volume Left
125
0
207
Volume Right
92
105
0� S Y
x.
cSH
205
1700
L x n u�-$`3:Rf ,gyp �„'!
1 171
Volume to Capacity....
1.06
0.23
0 18
Queue Length 95th (ft)
245
0
16
Control Delay (s)
127.9
0.0
4 0'"!'MR"�` s s ¢� g, `
Lane LOS
F
:. .. �
A
Approach Delay s
127.9
0.0
4 0 M I,��
Approach LOS
F
Intersection Surntn....�
Average Delay
21.8
Intersection CapacityiUtilization
78.1%
ICU Level of Service
Analysis Period (min)
15
M`n.'N.,J fit,. �. .r's{. y�$y1¥•ye�jv"��,: .,ry..'w:
C:\My Documents\soburlington\traffic study\2013 PMDHV with Programmed.sy7
TND Engineering
Future PMDHV Barstow & Dorset
No Build 2013 With Programmed 01/30/2005
O
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O
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n
tow Rd `(v 36
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51
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CAMy Documents\soburlington\traffic study\2013 PMDHV with Programmed.sy7
Future ConditionsPMDHV Barstow & Dorset
2013 No Build With Programmed 01/30/2005
fvlovemetlt Af BL Y, `EBT = EBR .,WBL WBT WBR 1-9w, ? _� .SBR
Lane Configurations,
Sign Control
Stop
Stop Stop Stop
Volume (vph)
47
129
65
106
139 33 11 60 36 37 203 34
Peak Hour Factor
0.97
0.97
0.97
0.97
0.97 0.97 0.97 0.97 0.97 '0.97 0.07 0.97
Hourly flow rate (vph)
53
145
73
119
156 37 12 67 40 42 228 38
Direciron Lane 11 DES
Volume Total (vph)
271
312
120
308
Volume Left (vph)
53
119
12
42�
Volume Right (vph)
73
37
40
38
Hadj (s)
-0.09
0.04
-0.15 -0.01
=M -. 21 °E;"° "��`iirl:- �N 5 � t � ,
� �' k''dF;"i„eh`_ }. , i.." "12,
Departure Headway (s)
5.7
5.7
6.1
5.8
.. ,.. ,.,fix. .�' ..
Degree Utilization, x
0.43
0.50
0.20
0.50
Capacity (veh/h)
580
584
498
571
Control Delay (s)
12.9
14.3
10.6
14.4'
Approach Delay (s)
12.9
14.3
10.6
14.4
Approach LOS
B
B
B
B
A,t,���`r:
Delay
i3����
Nk-
HCM Level of Service
B
Intersection Capacity Utilization -Affl; '59.6%
ICU Level of Service2s
�..� r.
Analysis Period (min)
15
�
WE
CAMy Documents\soburlington\traffic study\2013 PMDHV with Programmed.sy7
TND Engineering
Future PMDHV Allen & Shelburne
No Build 2013 With Programmed 01/30/2005
cc
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T AIlen Rd
co
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1 � T
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L
W
-C
r
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W W
CAMy Documents\soburlington\traffic study\2013 PMDHV with Programmed.sy7
Future ConditionsPMDHV
Allen & Shelburne
2013 No Build With Programmed
01/30/2005
Movement ��� WBI=
"
lNBR ,=
<NBT
NB4;SBT�e,
=
Lane Configurations
tt
Ideal Flow (vphpl) 1900
1900
1900
1900 1900
1900w
Lane Width 12
12
12
12 10
14
Total Lost time (s) 4.0
4.0
4.0
4.0
4.0
Lane Util. Factor 1.00
1.00
0.95
1.00
0.95
Frt 1.00
0.85
0.98
1.00
1.00 'M - ag
Fit Protected 0.95
1.00
1.00
0.95
1.00
Satd. Flow,(prot) 1770
1583 ,
3463
1652
3775 NNy, y
Fit Permitted 0.95
1.00
1.00
0.28
1.00
Satd. Flow (perm) 1770
1583-.
3463 _
492
3775
Volume (vph) 229
103
677
114 149
1130
Peak -hour factor, PHF 0.96
0.96 "
0.96 `
0.96 0.96
0.96
Growth Factor (vph) 109%
109%
109%
109% 109%
109%
Adj. Flow (vph) 260
117
769
129 169
1283
RTOR Reduction (vph) 0
88
17
0 0
"4�°
0
Lane Group Flow (vph) 260
29
881
0 169
1283
Turn Type
Perm
Perm
Protected Phases"
... 8
2
6,4 �,
Permitted Phases
g
6
...�,..`.. ,
Actuated Green, G (s) 13.2
13.2
32.7
32.7
3 2. 7 �.:.
Effective Green, g (s) 13.2
13.2
32.7
32.7
32.7
Actuated g/C Ratio 0.24
0.24
0.61
0.61
0.61 51 �„ ; �� .,, gr g
�"�
Clearance Time (s) 4.0
4.0
4.0
4.0
4.0 "
Vehicle Extension (s) 3.0
3.0
3.0
3.0
3.0'
Lane Grp Cap (vph) 433
388
2101
298
2290
v/s Ratio Prot c0.15
" 0.25
v/s Ratio Perm
0.02
c0.34
..
v/c Ratio 0.60
0.07
0.42
0.57
0.56RA
Uniform Delay, d1 18.0
15.6
5.6
6.4
N.,
6.3
Progression Factor 1.00
1.00
1.00
1.00
1.00�`
Incremental Delay, d2 2.3
0.1
0.1
2.5
0.3
Delay (s) 20.4
15.7
5.7
8.8
6.6
Level of Service C
B
A
A
A
Approach Delays 18.9
5.7
ME :.
Approach LOS B
A
A '
Intersection Summary
HCM Average Control Delay
8.2
HCM Level of Service q
HCM Volume to Capacity ratio
0.58
Actuated Cycle Length (s)
53.9
Sum of lost time (s) 8.0
Intersection Capacity Utilization
57.2%
ICU Level
of Service B�
Analysis Period (min)
15
c Critical Lane Group
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Future PMDHV Spear & Webster
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Future ConditionsPMDHV Spear & Webster
2013 No Build With Programmed 01/30/2005
� � -*\ I t -*/
Movemet `f B, EBR NBL NBT SBT SBR� r�
Lane Configurations
T
Sign Control
Stop
Stop . Stop��
Volume (vph)
199
76
45
198 430 180
Peak Hour Factor '
M2
0.92
0.92
- 0.92 0.92 ` 0.92
Hourly flow rate (vph)
236
90
53
235 509 213
Direction Crane �
Volume Total (vph)
326
288
723
Volume Left (vph)
236
53
0OT
������°h i
Volume Right (vph)
90
0
213
• ..,.. �xsu,:
Had'1 s) `0.01
(
0.07
-0.14-_�
T ' �zk' ��
NO
Departure Headway (s)
6.4
6.1
5.4
Degree Utilization, x
0.58
0.49
1.09
s.R
Capacity (veh/h)
544
575
657
Control Delay (s)
17,7
14.8
82.9
Approach Delay (s)
17.7
14.8
82.9
A roach LOS
Epp .... ., :...,...,
C, ..::
. B...._
F ..
x
,s , G
Delay
52,3
,.,,... A
HCM Level of Service
F
».
Intersection CapacityUtilization
$
77.3%
ICU Level of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 PMDHV with Programmed.sy7
TND Engineering
Future PMDHV Spear & Swift
Build 2013 With Programmed 01/30/2005
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Future ConditionsPMDHV
2013 Build With Programmed
Spear & Swift
01/30/2005
Movemed.. dry.,
,xI EBT
'EBR'
WBL.'
s... N
WBTiVBR;NBL ~ NBfi .. NBt SBL 5BT, SBR
Lane Configurations
r
)
Ideal Flow (vphpl)
1900 1900
1900
1900_
1900
1900 -1900
1900
1900
1900
1900 1906
Lane Width
10 10
10
12
10
12 12
10
12
11
16 12
Total Lost time (s)
4.0
4:0
4.0
4.0
4.0
4.0
4.0
4.0 ''
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0 97
Fit Protected
0.99
1.00
0.97
1.00
0.98
1.00
0.95
awn;
1.00
Satd. Flow (prot)
1720
1478`
1686
1583
1698
1583
`1711
2046
Fit Permitted
0.85
1.00
0.53
1.00
0.26
1.00
0.29
-=`Mr
1.00
Satd. Flow (perm)
1476
1478
923
1583
446
1583
Volume (vph) 54
201
463
184 113
56
230
255
146
530
108
2046
478
124
Peak -hour factor, PHF 0.93
0.93
0.93'
0.93 0.93
0.93
0.93
0.93
0,93
0.93
0.93
` 0.93
Growth Factor (vph) 109%
109%°
109%
109% 109%
109%
109%°
109%
109%
109%
109%
109%
Adj. Flow (vph) 63,
236
543
216; 132
66
270
299
171
127
560
145
RTOR Reduction (vph) 0
0
155
0 0
40
0
0
84
0
12
0
Lane Group Flow (vph) 0
299
388
0 348
26'
0
569
87
127
693
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
Permitted Phases 4
4
4
8
8
2
2
6
6
Actuated Green, G (s)
29.9
29.9
29.9
29.9"
`
39.0
39.0
39.0
' 39.0
Effective Green, g (s)
29.9
29.9
29.9
29.9
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.39
0.39
0.39
0.39
0.51
0.51
0.51
0.51
Clearance Time (s)
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
Lane Grp Cap (vph)
574
575
359
615
226
803
269
1038
v/s Ratio Prot
0.34 ,.
v/s Ratio Perm
0.20
0.26
c0.38
0.02
c1.28
0.05
0.24
v/c Ratio
0.52
0.67
0.97
0.04
,...
2.52
0.11
0.47
0.67,
Uniform Delay, d1
18.0
19.5
23.1
14.6
19.0
9.9
12.3
14.1
..,x
Progression Factor
1.00
1.00
1.00
1.00
1.00"
1.00
1.00
1.00N,"
Incremental Delay, d2
0.9
3.1
38.9
0.0
695.9
0.3
5.8
3.4
Delay (s)
18.9
22.6
61.9''
14.6
; }s g`°
714.9
10.2
18.1
17.5
Level of Service
B
C
E
B
�
F
_
B
B
B
"
Approach Delay (s) -
21.3
54.4
552.0
17.6
Approach LOS
C
D
F
B
infersect�o ulrt n_......
��.:.' t i �:..
HCM Average Control Delay
163.9
HCM Level of Service
F
HCM Volume to Capacity ratio
1.84
Actuated Cycle Length (s)
76.9
Sum of lost time
(s)
8.0
Intersection Capacity Utilization
109.8%
ICU Level of Service
H
Analysis Period (min)
15
c Critical Lane Group
Existing NB lanes configuration
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
Future ConditionsPMDHV Spear & Swift
2013 Build With Programmed 01/30/2005
Movement
EBL
'"EBT
EBR..
;WBL_
WBT
WBR
NBL
NBT�°
NBR
, SBL
S'B
Lane Configurations
t
r
t
t
Ideal Flow (vphpl)
1900
1900_
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
-
4.0
4.0
4.0
4.0
4.0
4 0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.95
1.00
0.97
..
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1686
1583
1770
1644
1711
2046
Flt Permitted
0.85
1.00
0.53
1.00
0.19
1.00
0.37
1.00
Satd. Flour (perm)
1476
1478
923
1583
353
1644
675
2046
'
Volume (vph)
54
201
463
184
113
56
230
255
146
108
478
124
Peak -hour factor, PHF
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
OM
Growth Factor (vph)
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
63
236
543
216
132
66
270
299
171
127
560
145
RTOR Reduction (vph)
0
0
155
0
0
40
0
26
0
0
12
0
Lane Group Flow (vph)
0
299
388
0
348
26
270
444
0
127
693
0
Turn Type
custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
4
4
4
8
8
2
6
Actuated Green, G (s)
29.9
29 9 t
" ,
29.9
29.9
39.0
39.0
39.0
39.0:,"',
MKI
Effective Green, g (s)
29.9
29.9
29.9
29.9
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.39
0.39'
`' 0.39
0.39
0.51
0.51
0.51
0.51'
Clearance Time (s)
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
Lane Grp Cap (vph)
574
575
359
615
179
834
342
1038
v/s Ratio Prot
0.27
0.34
v/s Ratio Perm
0.20
0.26
c0.38
0.02
c0.77
0.19
v/c Ratio
0.52
0.67
0.97
0.04
1.51
0.53
0.37
0.67
Uniform Delay, d1
18.0
19.5
23.1
14.6
19.0
12.8
11.5
14.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.9
3.1
38.9
0.0
255.5
2.4
3.1
3.4
Delay (s)
18.9
22.6
61.9
14.6
274.4
15.2
<14.6
17.5
Level of Service
B
C
E
B
F
B
B
B
Approach Delay (s)
21.3
54.4 "'
109.8
17.1 '>
Approach LOS
C
D
F
B
ntejtscii&l `��
HCM Average Control Delay 48.0 HCM Level of Service D
HCM Volume to Capacity ratio 1.27
Actuated Cycle Length (s) 76.9 Sum of lost time (s) 8.0
Intersection Capacity Utilization 95.2% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
NB lanes configuration changed
C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
TND Engineering
Future PMDHV Spear & Allen
Build 2013 With Programmed nl/Izn/,3nnr_
�..uviy UUL;Ulnents\sopuriington\tratfic study\2013 PMDHV Build with Programmed.sy7
Future ConditionsPMDHV Spear & Allen
2013 Build With Programmed 01/30/2005
Movement "
EBL`.
EBT EBR WBL:''Y
WBT
WBR
NBL
NBT NBR. SQL �SBTl3
A:
Lane Configurations
+T
r
.
Ideal Flow (vphpl)
1900
` 1900 1900 1900 `
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
12
12 14 12
12
12
10
13
12
12
12
12
Total Lost time (s) ''
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4 0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Fri
1-.00
0.87
1.00
' 0.85
1.00
0.90
1.00
1.00
0.85
Flt Protected
0.95
1.00
0.98
1.00
0.95
1.00
0.95
1.00
1.00
Satd. Flow. (prot)
1770
1,613
1826
1583
1652
1910
1770
1863
1588
Flt Permitted
0.95
1.00
1.00
1.00
0.23
1.00
0.55
1.00
1.00
Satd. Flow (perm)
1770 '
1613
1863
1583
406
1910
1031
1863
1583
Volume (vph)
190
17 149 7
10
29
94
244
13
50
547
241
Peak -hour factor, PHF
0.95
0.92 0,95 0.92
0.92
0.92
0.95
0.95
0.92
0.92
0.95
0.08
Growth Factor (vph)
109%
109% 109% 109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
218
20,, 171 8
12
34
108
280
15
59
628
277
RTOR Reduction (vph)
0
131 0 0
0
32
0
2
0
0
0
91
Lane Group Flow (vph)
218
60 ;P;!,'_ 0 0
20
2
108
293
0
59
628
186
Turn Type
Split
Perm
Perm
Perm
Perm
Perm
Protected Phases
4
4 h
8
2
6
Permitted Phases
8
8
2
6
6
Actuated Green, G (s)
10.7_
10 7 t°` rv'
2.5
2.5
21.0
21.0
21.0
21.0
21.0
Effective Green, g (s)
10.7
10.7
2.5
2.5
21.0
21.0
21.0
21.0
21.0
Actuated g/C Ratio
D.23
0.23 ri
0.05
0.05
0.45
0.45
0.45
0.45
0.45
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
2 n
Lane Grp Cap (vph)
410
374
v/s Ratio Prot
c0.12
0.04
v/s Ratio Perm
v/c Ratio
0.53
0.16
Uniform Delay, d1
15.6
14.2
Progression Factor
"1.00
1.00
Incremental Delay, d2
1.3
0.2
Delay (s)
16.9
14.4
Level of Service
B
B
Approach Delay (s) <
15.7'
Approach LOS
B
101
86
185
868
469
847
720
0.15
c0.34
c0.01
0.00
0.27
0.06
0.12
0.20
0.02
0.58
0.34
0.13
0.74
0.26
20.9
20.7
9.4
8.1
7.3
10.4
7.8
1.00
1.00
1.00
1.00
1.00
1.00
1,00
1.0
0.1
4.6
0.2
0.1
3.5
0.2
21.9
' 20.8
14.0
8.3
7.4
13.9
80
C
C
B
A
A
B
A
21.2
99
11.8
C
A
B
[nfigrsec t :mrri P£:
_.. �rs.:
HCM Average Control Delay
12.5
.� .
.::
HCM Level of Service B
HCM Volume to Capacity ratio
0.64
Actuated Cycle Length (s)
46.2
Sum of lost time (s) 12.0
Intersection Capacity Utilization
65.2%
ICU Level of Service C
Analysis Period (min)
15
c , Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
Future PMDHV Spear & Barstow
Build 2013 With Programmed 01/30/2005
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Future ConditionsPMDHV
Spear & Barstow
2013 Build With Programmed
01/30/2005
Movement`:
�WBL
INBR
NBT _
NBRSBL"SBT��
Lane Configurations
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume'(veh/h)
101
- 81
251
85 172
504
Peak Hour Factor
0.88
0.88
0.88
0.88 0.88
0.88
Hourly flow rate (vph)
125
100
311
105 213
624
Pedestrians
Lane Width (ft)s�
Walking Speed (ft/s)
n-,;;
W..
Percent Blockage
Na-gv" rt t x s xs N- x7 F:.-
` ��. t��«
Right turn flare (veh)
.. ... .,-_: ;
Median type
None
'3.
Median storage veh)
Upstream signal (ft)'��.�.'
pX, platoon unblocked
vC, conflicting volume
1414
364
vC1, stage 1 conf vol
vC2, stage 2 conf vol��s.
r �5
vCu, unblocked vol
1414
364
416
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
.'; s «
p0 queue free %
0
85
81
.. ,..,
cM capacity (veh/h)
123
681
1143
..
Drreci
Volume Total
225
416
837t
Volume Left
125
0
213
x
Volume Right
100
105
0
cSH
194
1700
1143
Volume to Capacity
1.16
0.24
0.19
IM
,,,. ,.,_
Queue Length 95th (ft)
284
0
17
Control Delay (s)
164.E
0.0
4.2
Lane LOS
F
A
Approach Delay (s)
164.6
0.0
4.2
Approach LOS
F
(ntersecfion' Summary-- � �,� � �;�� . �� :� - �' � ••
Average Delay
27.5
Intersection Capacity Utilization
80.8%
ICU Level of Service b
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
TND Engineering
Future PMDHV Barstow & Dorset
Build 2013 With Programmed 01/30/2005
O
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CAMy Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
Future ConditionsPMDHV Barstow & Dorset
2013 Build With Programmed 01/30/2005
Mavetnent V11BL iNBT W BR NBL NB NB , BT : SBR
Lane Configurations
Sign Control
Stop
Stop
Stop Stop "
Volume (vph)
48
131
67
106
139 33
12 62 36 38 204 35
Peak Hour Factor
0.97
0.97
0.97
0.97
0.97 0.97
0.97 0.97 0.97 0.97 0.07 0.97
Hourly flow rate (vph)
54
147
75
119
156 37
13 70 40 43 229 39
c- �_
Direcfion,ta eu#, ' .. � t=B 1%%M�1["`"'N�.
Volume Total (vph)
276
312
124
311
Volume Left (vph)
54
119
13
43�
Volume Right (vph)
75
37
40
39
Hadj (s)
-0.09
0.04
-0.14
-0.01
Departure Headway (s)
5.7
5.8
6.1
5.8
Degree Utilization, x
0.44'
0.50
0.21
0.51'`"
Capacity (veh/h)
577
579
494
568�
Control Delays)
13.1
14.5
10.8
14.7
bip4M
; l
Approach Delay (s)
13.1
14.5
10.8
14.7
Approach LOS
B
B
B
B
Delay
13.7
1 �' �.110111
HCM Level of Service
B
Intersection Capacity Utilization
bi k,,,
59.8%
ICU Level of Service
Analysis Period (min)
15
_��'�.,
AL
E
C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
TND Engineering
Future PMDHV Allen & Shelburne
C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
Future ConditionsPMDW Allen & Shelburne
2013 Build With Programmed 01/30/2005
Movement-
Lane Configurations,
tt
Ideal Flow (vphpl)
1900
1900
1900
" 1900
1900
- 1900
Lane Width
12
12
12
12
10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Fit Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
, 1583
3452
1652
3775
Fit Permitted
0.95
1.00
1.00
0.27
1.00
Satd. Flow (perm)
1770
1583
3452
477
3775
Volume (vph)
243
109
677
133
167
1130
Peak -hour factor, PHF
0.96
0.96
0.96
0.96
0.96
0.96
Growth Factor (vph)
109%
109%
109%°
109%
109%
109%
Adj. Flow (vph)
276
124
769
151
190
' 1283
RTOR Reduction (vph)
0
94
20
0
0
0
Lane Group Flow (vph)
276
30
900
0
190
1283
Turn Type
Perm
Perm
Protected Phases
8
2 '
g
Permitted Phases
8
g
Actuated Green, G (s)
14.2
14.2
35.8'
35.8'
35.8
Effective Green, g (s)
14.2
14.2
35.8
35.8
35.8
Actuated g%C Ratio
0.24 _
0.24
0.62'
0.62 `'
0.62
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0 '
3.0
Lane Grp Cap (vph)
433
388
2131
294
2330
v/s Ratio Prot
c0.16
0.26
0.34
v/s Ratio Perm
0.02
c0.40
v/c Ratio
0.64
0.08
0.42
0.65
0.55
Uniform Delay, d1
19.6
16.9
5.7
7.1
6.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
3.1
0.1
0.1
4.8
0.3
Delay (s)
22.7
16.9
5.9
11.9
6.7
Level of Service
C
B
A
B
A
Approach Delay (s)
20.9
5.9
7.4
Approach LOS
C
A
q
lnterseetion Sumrriarjr
R� pax
M Average Control Delay 8.8 HCM Level of Service A
HCM Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 58.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed.sy7
Future PMDHV Spear & Webster
Build 2013 With Other Programmed 01/31/2005
L
CTJ
Q)
Q
0�
Webster T `�
Road
228-- 7
d- rr
N
L
(D
L
!
v)
CAMy Documents\soburlington\traffic study\older files to be trashed\2013 PMDHVBuildwithprogram.sy7
Future Conditions PMDHV Spear & Webster
2013 Build With Programmed Other 01/31/2005
Movement .�
EBL
EBR
NBL
NBT '
SBT _
SBR ', x,. Y ,•.
Lane Configurations
Sign Control
Stop
Stop
Stop
Volume (vph)
209
76
45
225
435
182
Peak Hour Factor ,
0.92
0.92
0.92
0.92
0.92
0.92
Hourly flow rate (vph)
248
90
53
267
515
216
Direction, Lane #
EB1
NB 1
SB 1
Volume Total (vph)
338
320
731
Volume Left (vph)
248
53
0
Volume Right (vph)
90
0
216
Hadj (s)
0.02
0.07
-0.14
Departure Headway (s)
6.5
6.2
5.5
Degree Utilization, x
0.61
0.55
1.13
Capacity (veh/h)
537
561
645
Control Delay (s)
18.9
16.4
96.7
Approach Delay (s)
18.9
16.4
96.7
Approach LOS
C
C
F
Intersection Summary
Delay 59.2
HCM Level of Service F
Intersection Capacity Utilization 79.2 ICU Level of Service D
Analysis Period (min) 15
C:\My Documents\soburlington\traffic study\older files to be trashed\2013 PMDHVBuildwithprogram.sy7
TND Engineering
Conditions
South Village Traffic Impact Stud}
December, 2004
-4j �
Barstow Rd
2 t�
4 ...i 1
0
cD
,81
IL
4 5
Cheese 17270
Factory Swift St. 17
1 t I*-
10 —1 12568
Cn
-0
cD
v
Cn
Cn
-0
n m
� v
cD 27
cn
:3 6
1
cD
6
AL 20 Allen Road r
j— 14
29
r
29
South Village
AM Design Hour
Other Programmed Development
Turning Movements, w/o South Village
Barstow Rd
Webster
5
0 —i►
-0
t Cn
24
Page
Allen Rd
34
47 --►
53
1 6$
r
r
25 28
42 -*1 t ro-
5 —� s 2
South Village
AM Design Hour
Other Programmed Dev.
Turning Movements, w/o South Village
Amended 1130/05
33
t
35
South Village Traffic Impact Study
December, 2004
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
79
11
L-►
Allen Rd
44
20 --o-
t
130
-,tr
10 32 10
+— 39
- 7-
r
2
South Village
AM Design Hour 33
. 1
Project Traffic t
15
Turning Movements
South Village Traffic Impact Study
December, 2004
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
South Village Traffic Impact Study
December, 2004
0 2 2 1
Barstow Rd
2
5 —i 1 1 0
1 0
0
Cn
m
Cn
U)
cD
0
cD
cD
8
L-► �— 26
r— 18
r
12
Cheese 22 IL
Factory Swift St. 19
17 —�, 55 60 15
..0
cD
v
I
South Village
AM Design Hour
Project Traffic
Turning Movements
Amended 1125/05
T
-0
cD
v
25
8
l4-
L-► +_ I Barstow Rd
Webster
4
0 �►
t
7
Page
Allen Rd
�._._ 8-P
67 --►
132 t
South Village Traffic Impact Stud\
December, 2004
�► 198
i, 35
�- 21
7
37 45 39 i
66
22
17
46 I --,tr
13 295810
8
South Village
AM Design Hour
All Development
Turning Movements
i 39
r
2
66
t
50
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
Allen Rd
78
67 --►
132
1
37 45 39
46
13
8
t
198
35
�- 21
r
7
i 66
�-- 22
17
-f '1tf
2958 10
South Village
AM Design Hour
All Development
Turning Movements
South Village Traffic Impact Study
December, 2004
North Drive
Site
1. 39 South Drive
7
r
2
66
t0
TND Engineering
December, 2004
Page
AMDHV Spear & Swift
Future No Build With Other Programmed 01/31/2005
CAMy Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
Future Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
01/31/2005
#
Movement EBL
EBT
` EBR
WBL
WBT
WBR
NBL
` NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r
t
r
+T
r
t
Ideal Flow (vphpl)'' 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.96
Flt Protected
0.98
1.00
0.99
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1716
1583
1700
1583
1711
2034
Flt Permitted
0.32
1.00
0.85
1.00
0.64
1.00
0.10
1.00
Satd. Flow (perm)
556
1478
1485
1583
1121
1583
185
2034
Volume (vph) 56
69
121
144
405
145
322
396
90
21
184
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 69
85
150
178
501
180
399
490
111
26
228
74
RTOR Reduction (vph) 0
0
90
0
0
74
0
0
56
0
15
0
Lane Group Flow (vph) 0
154
60
0
679
106
0
889
56
26
287
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
221
587
590
629
561
792
93
1017
v/s Ratio Prot
0.14
v/s Ratio Perm
0.28
0.04
c0.46
0.07
c0.79
0.04
0.14
v/c Ratio
0.70
0.10
1.15
0.17
1.58
0.07
0.28
0.28
Uniform Delay, d1
19.6
14.8
23.5
15.2
19.5
10.1
11.3
11.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
9.2
0.1
86.2
0.1
271.5
0.2
7.3
0.7
Delay (s)
28.8
14.8
109.7
15.3
291.0
10.3
18.7
12.0
Level of Service
C
B
F
B
F
B
B
B
Approach Delay (s)
21.9
89.9
259.9
12.6
Approach LOS
C
F
F
B
Intersection Summary
r
HCM Average Control Delay
139.7
HCM Level of Service
F
HCM Volume to Capacity ratio
1.39
Actuated Cycle Length (s)
78.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
104.9%
ICU Level of Service
G
Analysis Period (min)
15
c Critical Lane Group
existing NB lane configuration
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
TND Engineering
Future Conditions AMDHV Spear & Swift
AM Peak With Other Programmed 01/31/2005
Movement EBL
EBT
- EBR
WBL
WBT
WBR
NBL'
NBT
NBR'
SBL
SBT ` SBR
Lane Configurations
t
r
t
r
T
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.96
Fit Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow'(prot)
1700
1478
1716
1583
1770
1690
1711
2034
Fit Permitted
0.32
1.00
0.85
1.00
0.52
1.00
0.26
1.00
Satd. Flow (perm)
556
1478
1485
1583
967
1690
474
2034
Volume (vph) 56
69
121
144
405
145
322
396
90
21
184
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 69
85
150
178 _
501
180
399
490
111
26
228
74
RTOR Reduction (vph) 0
0
90
0
0
74
0
11
0
0
15
0
Lane Group Flow (vph) 0
154
60
0
679
106
399
591
0
26
287
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
221
587
590
629
484
845
237
1017
v/s Ratio Prot
0.35
0.14
v/s Ratio Perm
0.28
0.04
c0.46
0.07
c0.41
0.05
v/c Ratio
0.70
0.10
1.15
0.17
0.82
0.70
0.11
0.28
Uniform Delay, d1
19.6
14.8
23.5
15.2
16.6
15.0
10.3
11.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
9.2
0.1
86.2
0.1
14.7
4.8
0.9
0.7
Delay (s)
28.8
14.8
109.7
15.3
31.3
19.8
11.2
12.0
Level of Service
C
B
F
B
C
B
B
B
Approach Delay (s)
21.9
89.9
24.4
12.0
Approach LOS
C
F
C
B
Intersection Summary
HCM Average Control Delay
45.0
HCM Level of Service
D
HCM Volume to Capacity ratio
0.97
Actuated Cycle Length (s)
78.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
83.2%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
NB lane configuration changed
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
TND Engineering
AMDHV Spear & Allen
Future No Build With Other Programmed 01/31/2005
Allyn Rd �0)
137-,-7
42-y T
N Ln
i
(LS
Q)
Q
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
Future 2008 Conditions AMDHV Spear & Allen
AM Peak With Other Programmed 01/31/2005
41
Movement'
EBL
EBR'
NBL
NBT SBT SBR
Lane Configurations
t t r
Sign Control
Stop
Free Free
Grade
0%
0% 0%
Volume (veh/h)
132
40
208
530 189 166
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
Hourly flow rate (vph)
145
44
228
580 207 182
Pedestrians
Lane Width (ft)
A'It- el""'"'
Walking Speed (ft/s)
Percent Blockage
111 —51
x
k
Right turn flare (veh)
Median type
None
T 4'Kxar,tti`:,U . ...... "I
Median storage veh)
Upstream signal (ft)
'n! g 'K I'M
ME AA ql
pX, platoon unblocked
I N
vC, conflicting volume
1243
207
389
ORK 4 m
vC1, stage 1 conf vol
vC2, stage 2 conf vol
gm� gng
vCu, unblocked vol
1243
207
389
tC, single (s)
6.4
6.2
4A
" TZ
tC, 2 stage (s)
t F (s)
3.5
3. 3 2 2,
m P
pO queue free %
7
95
81
cM capacity (veh/h)
155
834
1170
7
-N�jF� El 11� 7f-t I w�f ;'-'7zy7
Direction, Lane 9
1
NB2
SB'1 :'8'6' --7141'�Jlvr� K- '17-77"
Volume Total
188
228
580
207 182
Volume Left
145
228
0
0 0
Volume Right
44
0
0
0 182
cSH
191
1170
1700
1700 1700
Volume to Capacity
0.98
0.19
0.34
0.12 0.11
Queue Length 95th (ft)
205
18
0
0 0
Control Delay (s)
111.4
8.8
0.0
0.0 0.0
Lane LOS
F
A
Approach Delay (s)
111.4
2.5
0.0
Approach LOS
F
Intersection Summary
Average Delay
16.6
Intersection Capacity Utilization
45.8%
ICU Level of Service A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 AMDHV NOBuild with Programmed.sy7
TND Engineering
AMDHV 2008 Spear & Barstow
Future No Build With Other Programmed 01/31/2005
i
(iS
Q)
Q
NJ-
cv r\---183
�L k--76
LO
T Barsto
S-
cu
a))
Q
CAMy Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
Future 2008 Conditions AMDHV
Spear & Barstow
AM Peak With Other Programmed
01/31/2005
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
73
176
534
106
59
196
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
Hourly flow rate (vph)
86
208
631
125
70
232
Pedestrians
Lane Width (ft)
Walking Speed (fUs)
Percent Blockage
Right turn flare (veh)
Median type,
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1065
694
756
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1065
694
756
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
62
53
92
cM capacity (veh/h)
226
443
854
Direction, Lane # -
WB 1-
t1 :'`SB 1
._
Volume Total
294
756
301
Volume Left
86
0
70
Volume Right
208
125
0
cSH
346
1700
854
Volume to Capacity
0.85
0.44
0.08
Queue Length 95th (ft)
194
0
7
Control Delay (s)
53.3
0.0
2.9
Lane LOS
F
A
Approach Delay (s)
53.3
0.0
2.9
Approach LOS
F
Intersection Summary
Average Delay
12.3
Intersection Capacity Utilization
75.5%
ICU Level
of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
TND Engineering
AMDHV 2008 Barstow & Dorset
Future No Build With Other Programmed 01/31/2005
co
O
O
Q
CV CO
wRd
k-33 Cheese Factory Rd
10—\ �� C
CAMy Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
Future 2008 Conditions AMDHV Barstow & Dorset
AM Peak With Other Programmed 01/31/2005
.,'* --j. -It f- 4-- *-_ 4,\ t 1,* '* i
r.
Movement
EBL
EBT
EBR'
<WBL
WBT� � WBR - �N-8E "- NBT' NBR ""`SBL SBT SBI
Lane Configurations
Sign Control
Stop
Stop Stop Stop
Volume (vph)
36
115
10
32
150 67 43 235 94 37 50 14
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84
Hourly flow rate (vph)
45
142
12
40
186 83 53 291 116 46 62 17
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total (vph)
199
308
461
125
Volume Left (vph)
45
40
53
46
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Volume Right (vph)
12
83
116
17
nus...�:..y2q.,�.w.,P...x€;$Eai7..a .1a
Hadj (s)
0.04
-0.10
-0.09
0.02E
Departure Headway (s)
6.4
6.0
5.7
6.5
Degree Utilization, x
0.35
0.52
0.73
0.2374
Capacity (veh/h)
500
553
611
470
j,
Control Delay (s)
12.8
15.2
22.2
11.4��kiam),
Y
Approach Delay (s)
12.8
15.2
22.2
11.4
.
Approach LOS
B
C
C
B
Intersection Summary
Delay
17.3
HCM Level of Service
C
Intersection Capacity Utilization
45.7%
ICU Level of Service A
Analysis Period (min)
15
CAMy Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
TND Engineering
AMDHV 2008 Allen & Shelburne
Future No Build With Other Programmed 01/31/2005
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
Future 2008 Conditions AMDHV Allen & Shelburne
AM Peak With Other Programmed 01/31/2005
Movement
WBL
WBR'
'NBT
NBR SBL
- SBT
Lane Configurations
r
tT
tt
Ideal Flow (vphpl)
1900
1900
1900
1900 1900
1900
Lane Width
12
12
12
12 10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3469
1652
3775
Flt Permitted
0.95
1.00
1.00
0.15
1.00
Satd. Flow (perm)
1770
1583
3469
257
3775
Volume (vph)
174
242
1096
168 104
619
Peak -hour factor, PHF
0.95
0.95
0.95
0.95 0.95
0.95
Growth Factor (vph)
104%
104%
104%
104% 104%
104%
Adj. Flow (vph)
190
265
1200 _
184 114
678
RTOR Reduction (vph)
0
60
12
0 0
0
Lane Group Flow (vph)
190
205
1372
0 114
678
Turn Type
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
8
6
Actuated Green, G (s)
13.5
13.5
44.1
44.1
44.1
Effective Green, g (s)
13.5
13.5
44.1
44.1
44.1
Actuated g/C Ratio
0.21
0.21
0.67
0.67
0.67
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
364
326
2332
173
2538
v/s Ratio Prot
0.11
0.40
0.18
v/s Ratio Perm
c0.13
c0.44
v/c Ratio
0.52
0.63
0.59
0.66
0.27
Uniform Delay, d1
23.2
23.8
5.8
6.3
4.3
Progression Factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.4
3.8
0.4
8.7
0.1
Delay (s)
24.5
27.5
6.2
15.1
4.4
Level of Service
C
C
A
B
A
Approach belay (s)
26.3
6.2
5.9
Approach LOS
C
A
A
Intersection Summary
HCM Average Control Delay
9.6
HCM Level of Service A
HCM Volume to Capacity
ratio
0.65
Actuated Cycle Length (s)
65.6
Sum of lost time (s) 8.0
Intersection Capacity Utilization
63.1 %
ICU Level of Service B
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
TND Engineering
AMDHV 2008 Spear & Webster
Future No Build With Other Programmed 01/31/2005
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CAMy Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
Future 2008 Conditions AMDHV Spear & Webster
AM Peak With Other Programmed 01/31/2005
� � 4\
Movement'
FBL
EBR
�NBL
=NBT"`�SBT SBR`
Lane Configurations
Sign Control
Stop
Stop Stop
Volume (vph)
286
61
68
432 174 198
Peak Hour Factor
0.84
0.84
0.84
0.84 0.84 0.84
Hourly flow rate (vph)
354
76
84
535 215 245
Direction, Lame # =
€B
NB 1
SB.k..,.
Volume Total (vph)
430
619
461
Volume Left (vph)
354
84
0
Volume Right (vph)
76
0
245
Hadj (s)
0.09
0.06
-0.29
" 1 M ' . i t , :� � gag ~t,
? `...: sue.
Departure Headway (s)
6.8
6.5
6.3
.. ....
Degree Utilization, x
0.82
1.12
0 81.,,,E..1141
Capacity (veh/h)
514
556
561
_, ..
Control Delay (s)
33.6
100.7
30.4
101 `UR' 'N""T�
Approach Delay (s)
33.6
100.7
30.4
Approach LOS
D
F
D
�w� "+ _ �. W�.�
Intersection Summary
Delay
60.2
HCM Level of Service
F
Intersection Capacity Utilization
80.0%
ICU Level of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2004 AMDHV NOBuild with Programmed.sy7
TND Engineering
AMDHV 2008 Spear & Swift
Future Build With Other Programmed 01/31/2005
CAMy Documents\soburlington\traffic study\2008 AMDHV NOBuild with Programmed.sy7
Future 2008 Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
01/31/2005
Movement EBL
EBT
EBR
WBL`
'WBT
WBR
NBL
NBT
NBR
SBL
SBT'✓ 'SBR
Lane Configurations
t
r
t
r
+T
r
t
Ideal Flow,(vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1700
1583
1711
2040
Flt Permitted
0.29
1.00
0.84
1.00
0.62
1.00
0.10
1.00
Satd. Flow (perm)
504
1478
1458
1583
1075
1583
185
2040
Volume (vph) 56
69
137
162
405
145
375
454
104
21
205
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 69
85
170
201
501
180
464
562
129
26
254
74
RTOR Reduction (vph) 0
0
102
0
0
71
0
0
64
0
14
0
Lane Group Flow (vph) 0
154
68
0
702
109
0
1026
65
26
315
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
200
587
579
629
538
792
93
1020
v/s Ratio Prot
0.15
v/s Ratio Perm
0.31
0.05
c0.48
0.07
c0.95
0.04
0.14
v/c Ratio
0.77
0.12
1.21
0.17
1.91
0.08
0.28
0.31
Uniform Delay, d1
20.4
14.8
23.5
15.2
19.5
10.2
11.3
11.5
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
16.6
0.1
110.9
0.1
415.1
0.2
7.3
0.8
Delay (s)
37.0
14.9
134.4
15.3
434.6
10.4
18.7
12.3
Level of Service
D
B
F
B
F
B
B
B
Approach Delay (s)
25.4
110.1
387.2
12.8
Approach LOS
C
F
F
B
Intersection Summary
HCM Average Control Delay
205.2
HCM
Level
of Service
F
HCM Volume to Capacity ratio
1.60
Actuated Cycle Length (s)
78.0
Sum
of lost
time (s)
8.0
Intersection Capacity Utilization
113.3%
ICU Level
of Service
H
Analysis Period (min)
15
c Critical Lane Group
existing NB lane configuratio
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
Future 2008 Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
01/31/2005
Movement €BL
EBT
EBR
WBL
WBT
_ WBR
NBL
NBT
NBR
'SBL
. SBT '
SBR
Lane Configurations
t
r
t
r
T
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1690
1711
2040
Flt Permitted
0.29
1.00
0.84
1.00
0.49
1.00
0.19
1.00
Satd. Flow (perm)
504
1478
1458
1583
922
1690
347
2040
Volume (vph) 56
69
137
162
405
145
375
454
104
21
205
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
1049/0
104%
104%
104%
104%
Adj. Flow (vph) 69
85
170
201
501
180
464
562
129
26
254
74
RTOR Reduction (vph) 0
0
102
0
0
71
0
11
0
0
14
0
Lane Group Flow (vph) 0
154
68
0
702
109
464
681
0
26
315
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
200
587
579
629
461
845
174
1020
v/s Ratio Prot
0.40
0.15
v/s Ratio Perm
0.31
0.05
c0.48
0.07
c0.50
0.07
v/c Ratio
0.77
0.12
1.21
0.17
1.01
0.81
0.15
0.31
Uniform Delay, d1
20.4
14.8
23.5
15.2
19.5
16.3
10.5
11.5
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
16.6
0.1
110.9
0.1
43.5
8.1
1.8
0.8
Delay (s)
37.0
14.9
134.4
15.3
63.0
24.4
12.3
12.3
Level of Service
D
B
F
B
E
C
B
B
Approach Delay (s)
25.4
110.1
39.9
12.3
Approach LOS
C
F
D
B
Intersection Summary
HCM Average Control Delay
57.4
HCM Level of Service
E
HCM Volume to Capacity ratio
1.10
Actuated Cycle Length (s)
78.0
Sum of lost time
(s)
8.0
Intersection Capacity Utilization
88.4%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
NB lanes changed
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
AMDHV 2008 Spear & Allen
Future Build With Other Programmed ni/-iii9nnr;
Allen Rd ^ C co
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(;:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
Future 2008 Conditions AMDHV Spear & Allen
AM Peak With Other Programmed 01/31/2005
Movement . `'
EBL
EBT
EBR
WBL ' WBT
WBR
NBIL
`' NBT
NBR
° SBL
SBT
- SBR
Lane Configurations
T
+T
r
T
t
r
Ideal Flow (vphpl)
1900
1900
1900
1900 1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
12
12
14
12 12
12
10
13
12
12
12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.88
1.00
0.85
1.00
1.00
1.00
1.00
0.85
Fit Protected
0.95
1.00
0.98
1.00
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
1647
1824
1583
1652
1920
1770
1863
1583
Fit Permitted
0.95
1.00
0.83
1.00
0.62
1.00
0.31
1.00
1.00
Satd. Flow (perm) ` `
1770
1647
1552
1583
1075
1920
570
1863
1583
Volume (vph)
136
12
43
16 21
63
218
561
10
37
205
178
Peak -hour factor, PHF
0.95
0.92
0.95
0.92 0.92
0.92
0.95
0.95
0.92
0.92
0.95
0.95
Growth Factor (vph)
104%
104%
104%
104% 104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
149
14
47
18 24
71
239
614
11
42
224
195
RTOR Reduction (vph)
0
40
0
0 0
66
0
0
0
0
0
84
Lane Group Flow (vph)
149
21
0
0 42
5
239
625
0
42
224 `
111
Turn Type
Split
Perm
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
2
6
Permitted Phases
8
8
2
6
6
Actuated Green, G (s)
9.4
9.4
4.7
4.7
34.7
34.7
34.7
34.7
34.7
Effective Green, g (s)
9.4
9.4
4.7
4.7
34.7
34.7
34.7
34.7
34.7
Actuated g/C Ratio
0.15
0.15
0.08
0.08
0.57
0.57
0.57
0.57
0.57
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)
274
255
120
122
614
1096
325
1063
903
v/s Ratio Prot
c0.08
0.01
c0.33
0.12
v/s Ratio Perm
c0.03
0.00
0.22
0.07
0.07
v/c Ratio
0.54
0.08
0.35
0.04
0.39
0.57
0.13
0.21
0.12
Uniform Delay, d1
23.7
22.0
26.6
26.0
7.2
8.3
6.0
6.4
6.0
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.2
0.1
1.8
0.2
0.4
0.7
0.2
0.1
0.1
Delay (s)
25.9
22.2
28.4
26.1
7.6
9.0
6.2
6.5
6.1
Level of Service
C
C
C
C
A
A
A
A
A
Approach Delay (s)
24.8
27.0
8.6
6.3
Approach LOS
C
C
A
A
Intersection Summary
Z,
HCM Average Control Delay
11.3
HCM Level of Service
B
HCM Volume to Capacity ratio
0.54
Actuated Cycle Length (s)
60.8
Sum of lost
time
(s)
12.0
Intersection Capacity Utilization
59.2%
ICU Level
of Service
B
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
AMDHV 2008 Spear & Barstow
Future Build With Other Programmed 01/31/20n5
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C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
Future 2008 Build Conditions AMDHV Spear & Barstow
AM Peak With Other Programmed 01/31/2005
Movement
WBL
WBR
NBT
NBR
' SBL
SBT
Lane Configurations
+T
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
73
180
545
106
67
220
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
Hourly flow rate (vph)
86 `
213
644
125
79
260
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage'
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1125
707
769
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1125
707
769
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
58
51
91
cM capacity (veh/h)
206
435
845
Direction, Lane #
;111(B41 1 1" 56:1
Volume Total
299
769
339
Volume Left
86
0
79
Volume Right `-
213
125
0
cSH
329
1700
845
Volume to Capacity
0.91
0.45
0.09
Queue Length 95th (ft)
222
0
8
Control Delay (s)
65.2
0.0
3.1
Lane LOJ
j
A
Approach Delay (s)
65.2
0.0
3.1
Approach LOS
F
Intersection Summary
Average Delay
14.6
Intersection Capacity Utilization
78.2%
ICU Level
of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
AMDHV 2008 Barstow & Dorset
Future Build With Other Programmed 01/31/2005
Co
O
O
y
w Rd
y k —33 Ch
40� eese Factory Rd
125_—
'j_\
00
CAMy Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
Future 2008 Build Conditions AMDHV Barstow & Dorset
AM Peak With Other Programmed 01/31/2005
fir " ,- *-- 4\ t A. "0. -*1
Movement
'EBL
EBT
E8R
WBL WBT WBR'. ' NBL NBT NBR :��SBL -SBT:. SBE
Lane Configurations,,
Sign Control >
Stop
Stop Stop Stop
Volume (vph)
38
120
11
32 153 68 44 236 94 39 52 14
Peak Hour Factor
0.84
0.84
0.84
0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84
Hourly flow rate (vph)
47
149
14
40 189 84 54 292 116 48 64 17
Direction, Lame;�-
E 1
WB 1NB
1
�^�� a;.
SB 1� __�. -,� ..._ r .
,y+1
Volume Total (vph)
209
313
463
130
Volume Left (vph)
47
40
54
48.>. ,,.':`..�
Volume Right (vph)
14
84
116
A.��...z.. .. .'..
17
Hadj (s)
0.04
-0.10
-0.09
0.03%.
Departure Headway (s)
6.5
6.1
5.8
6.6
Degree Utilization, x
0.38
0.53
0.74
0.24 asF,.„
�� +'k ,n
Capacity (veh/h)
495
546
603
C..9�.5�.�.aiQ t. , .✓b,C.a .i°l . M M,T
461
Control Delay (s)
13.3
15.8
23.3
11.6x
Approach Delay (s)
13.3
15.8
23.3
11.6
Approach LOS
B
C
C
B �'�, �����,�..
� k �'
4
r4eYWv`v >1:�., nr�"rc.�..i'a.4k�k@f.Eat. xx
Intersection Summary
Delay
18.0
HCM Level of Service
C
Intersection Capacity Utilization
o
46.0 /o
ICU Level of Service<3, `,
Analysis Period (min)
15
,
j
W1,71
auCC� '�'d'$ 21YE xL
qy
.s..pM i
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
AMDHV 2008 Allen & Shelburne
Future Build With Other Programmed 01/31/2005
N
i
N
C/)
�27 $
T �199
Alen Rd
�00
T
n1 1
W
L
W
CAMy Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
Future 2008 Build Conditions AMDHV Allen & Shelburne
AM Peak With Other Programmed 01/31/2005
'r 4-- I
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
►j
r
tl
Tt
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
Lane Width
12
12
12
12
10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3464
1652
3775
Flt Permitted
0.95
1.00
1.00
0.14
1.00
Sato. Flow (perm)
1770
1583
3464
250
3775
Volume (vph)
191
267
1096
180
112
619
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
209
292
1200
197
123
678
RTOR Reduction (vph)
0
60
13
0
0
0
Lane Group Flow (vph)
209
232
1384
0
123
678
Turn Type
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
8
6
Actuated Green, G (s)
15.4
15.4
48.0
48.0
48.0
Effective Green, g (s)
15.4
15.4
48.0
48.0
48.0
Actuated g/C Ratio
0.22
0.22
0.67
0.67
0.67
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
382
341
2329
168
2538
v/s Ratio Prot
0.12
0.40
0.18
v/s Ratio Perm
c0.15
c0.49
v/c Ratio
0.55
0.68
0.59
0.73
0.27
Uniform Delay, d1
24.9
25.7
6.4
7.6
4.7
Progression Factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.6
5.5
0.4
15.1
0.1
Delay (s)
26.5
31.3
6.8
22.7
4.7
Level of Service
C
C
A
C
A
Approach Delay (s)
29.3
6.8
7.5
Approach LOS
C
A
A
IntersectionSummary
HCM Average Control Delay
11.2 HCM Level of Service B
HCM Volume to Capacity ratio
0.72
Actuated Cycle Length (s)
71.4 Sum of lost time (s) 8.0
Intersection Capacity Utilization
64.9% ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
AMDHV 2008 Spear & Webster
Future Build With Other Programmed 01/31/2005
CO
i
cis
Q)
Q
�n
Webster Road
�N
302---7
63�
Lo
L-
cu
a)
Q
CAMy Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
Future 2OO8Build Conditions AMOH\/ SO88[& Webster
/\M Peak With []1he[ Programmed 01/31/2005
�
r
,�
\
Sign Control
Stop
Stop
Stop
Volume (vph)
280
61
88
439
189
207
Peak Hour Factor �" ��;
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
359
78
84
544
234
256
Intersection Summary
Delay
67.8
HCMLevel ofService
F
Intersection Capacity Utilization
82.8%
- ICU Level
ofService E
Analysis Period (min)
15
C:\MyDoouments\sobudington\tnuffico1udy\20O8AMDHV Build with Pnognammed.sy7
lNDEngineering
AMDHV Future 2013 South Village
NO Duna vvnn other vrogrammed 01/31/2005
CO
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to
17"N
Sw1 ft St
r58
�44 r
�7-
CAMy Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
Future 2013 Conditions AMDHV Spear & Swift
No Build 01/31/2005
`�
-I
--*
f-
---
*--
-4.\
i
l*
Movement EBL
EBT
' EBR
WBL
'WBT
WBR
NBL
NBT
NBR
SBL'
SBT
` 'SBR
Lane Configurations
t
r
t
r
+T
r
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
- 1.00
0.96
Fit Protected
0.98
1.00
0.99
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1716
1583
1700
1583
1711
2033
Fit Permitted
0.26
1.00
0.84
1.00
0.63
1.00
0.10
1.00
Satd. Flow (perm)
456
1478
1458
1583
1098
1583
185
2033
Volume (vph) 56
69
120
144
405
145
321
393
89
21
183
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 73
90
156
187
526
188
417
510
115
27
237
78
RTOR Reduction (vph) 0
0
94
0
0
73
0
0
58
0
15
0
Lane Group Flow (vph) 0
163
62
0
713
115
0
927
58
27
300
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
181
587
579
629
549
792
93
1017
v/s Ratio Prot
0.15
v/s Ratio Perm
0.36
0.04
c0.49
0.07
c0.84
0.04
0.15
v/c Ratio
0.90
0.11
1.23
0.18
1.69
0.07
0.29
0,29
Uniform Delay, d1
22.1
14.8
23.5
15.3
19.5
10.1
11.4
11.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
40.0
0.1
118.7
0.1
317.7
0.2
7.7
0.7
Delay (s)
62.0
14.9
142.2
15.4
337.2
10.3
19.1
12.2
Level of Service
E
B
F
B
F
B
B
B
Approach Delay (s)
39.0
115.7
301.1
12.7
Approach LOS
D
F
F
B
Intersection Summary 7,h
HCM Average Control Delay
167.0
HCM Level of Service
F
HCM Volume to Capacity ratio
1.49
Actuated Cycle Length (s)
78.0
Sum of lost time
(s)
8.0
Intersection Capacity Utilization
109.0%
ICU Level of Service
G
Analysis Period (min)
15
c Critical Lane Group
existing NB lane configurations
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogram med.sy7
TND Engineering
Future 2013 Conditions AMDHV Spear & Swift
NO Build 01/31/2005
Movement ' .
EBL
' EBT
EBR
WBL
W BT
W BR `
' NBL
NBT
NBR
SBL
' SBT ,.
`SB"R
Lane Configurations
T
r
t
r
1�
►�
t
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.96
Fit Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1716
1583
1770
1691
1711
2033
Flt Permitted
0.26
1.00
0.84
1.00
0.51
1.00
0.24
1.00
Satd. Flow (perm)
456
1478
1458
1583
944
1691
440
2033
Volume (vph)
56
69
120
144
405
145
321
393
89
21
183
60
Peak -hour factor, PHF
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph)
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
73
90
156
187
526
188
417
510
115
27
237
78
RTOR Reduction (vph)
0
0
94
0
0
73
0
11
0
0
15
0
Lane Group Flow (vph)
0
163
62
0
713
115
417
615
0
27
300
0
Turn Type
custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
4
4
4
8
8
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
181
587
579
629
472
846
220
1017
v/s Ratio Prot
0.36
0.15'
v/s Ratio Perm
0.36
0.04
c0.49
0.07
c0.44
0.06
v/c Ratio
0.90
0.11
1.23
0.18
0.88
0.73
0.12
0.29
Uniform Delay, d1
22.1
14.8
23.5
15.3
17.5
15.3
10.4
11.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
40.0
0.1
118.7
0.1
20.7
5.4
1.1
0.7
Delay (s)
62.0
14.9
142.2
15.4
38.2
20.7
11.5
12.2
Level of Service
E
B
F
B
D
C
B
B
Approach Delay (s)
39.0
115.7
27.7
12.1
Approach LOS
D
F
C
B
Intersection Summary
HCM Average Control Delay
57.5 HCM Level of Service E
HCM Volume to Capacity ratio
1.04
Actuated Cycle Length (s)
78.0 Sum of lost time (s) 8.0
Intersection Capacity Utilization
86.4% ICU Level of Service E
Analysis Period (min)
15
c Critical Lane Group
NB lane configuration changed
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Spear & Allen
No Build With other Programmed 01/31/2005
Allen Rd CN
143-17
44--1 ^ 00
NLj
CO
L
Q�
CO
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
Future 2013 Conditions AMDHV Spear & Allen
No Build With Other 01/31/2005
_--* 4\ t i
Movement
EBL
EBR
NBL
NBT '''
SBT'-
SBR
Lane Configurations
t
t
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
131
40
208
530
188
166
Peak Hour Factor
0.95
0.95
0.95
0.95
0.95
0.95
Hourly flow rate (vph)
150
46
239
608
216
190
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1301
216
406
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1301
216
406
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
0
94
79
cM capacity (veh/h)
141
824
1153
Direction, Lane #
EB`"? .
NB 1
NB 2"
SB 1
'SB 2
Volume Total
196
239
608
216
190
Volume Left
150
239
0
0
0
Volume Right
46
0
0
0
190
cSH
175
1153
1700
1700
1700
Volume to Capacity
1.12
0.21
0.36
0.13
0.11
Queue Length 95th (ft)
251
19
0
0
0
Control Delay (s)
158.9
8.9
0.0
0.0
0.0
Lane LOS
F
A
Approach Delay (s)
158.9
2.5
0.0
Approach LOS
F
Intersection Summary
Average Delay
23.0
Intersection Capacity Utilization
47.6%
ICU Level
of Service A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Spear & Barstow
No Build With other Programmed 01/31/2005
y_.
CO
i
Q)
Q
CO
co
TT a
'\--192
L--80
�
B T arsto
CO
3-
cu
Q)
n.
CAMy Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
Future 2013 Conditions AMDHV Spear & Barstow
No Build With Other 01/31/2005
Movement
WBL
WBR
NBT NBR SBL SBT
Lane Configurations
+T
Sign Control :'
Stop
Free Free
Grade
0%
0% 0%
Volume (veh/h)
73
176
533 106 59 195
Peak Hour Factor
0.88
0.88
0.88 0.88 0.88 0.88
Hourly flow rate (vph)
90
218
660 131 73 242
Pedestrians
Lane Width (ft)a. ,
».Y3
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
�t 1.r�..,.,.
Median type
None,jr
Median storage veh)
<, ,w<
Upstream signal (ft)
°Y �
pX, platoon unblocked
,.. .d
,..:3 i:. #
... .,, .<, k .t y�a.•.sk udri.'.« a b &,b ALl ., i I I .... i ..
vC, conflicting volume
1114
726�#
791 ;M_�, �
vC1, stage 1 conf vol
vC2, stage 2 con f volA�����t.
f1t1, , xa"s}-Wblhl?:"
vCu, unblocked vol
1114
726
791
tC, single (s)
6.4
6.2
4.1�ar'
tC, 2 stage (s)
xs
tF (s)
3.5
3.3�
` .. 2.2.�r�
. <...
p0 queue free %
57
49
91
cM capacity (veh/h)
210
425
`` t 829
Direction, Lane #
W8 1
' -NB 1 '
SB 1 ._.,.
Volume Total
308
791
315
Volume Left
90
0
73
Volume Right
218
131
0��4<�:.
'
cSH
327
1700
829<�� <_# ,..,.'.. ak°.r
Volume to Capacity
0.94
0.47
0.09
Queue Length 95th (ft)
242
0
7
Control Delay s
72.9
0.0
3.000
Lane LOS
F
xr
A
Approach Delay (s)
72.9
0.0
3.0 '7M,r gugg s
Approach LOS
F
Intersection Summary
Average Delay
16.6
Intersection Capacity Utilization
78.6% ICU Level of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Barstow & Dorset
No Build With other Programmed 01/31/2005
co
Q)
O
Q
„ �O�
�73
w Rd 'LIJ i �
-<-�l64
�-3s Cheese
eese Factory
Rd
�LOo
N -r-
CAMy Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
Future 2013 Conditions AMDHV Barstow & Dorset
No Build With Other 01/31/2005
Movement
'EBL
EBT
' EBR '
WBL
WBT."WBR NBL .NBT ='NBR SBL ' SBT 'SBR
Lane Configurations
4
4-) +T� 4
Sign Control
Stop
Stop Stop Stop
Volume (vph)
36
115
10
32
150 67 43 235 94 37 50 14
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84
Hourly flow rate (vph)
47
149
13
42
195 87 56 305 122 48 65 18
Direction, Lane #
EB 1
WB 1
' NB 1
SB 1
Volume Total (vph)
209
323
483
131
Volume Left (vph)
47
42
56
48
Volume Right (vph)
13
87
122
18
Hadj (s)
0.04
-0.10
-0.09
0.02
Departure Headway (s)
6.6
6.2
5.8
6.7
Degree Utilization, x
0.38
0.56
0.78
0.24
Capacity (veh/h)
474
538
599
463
Control Delay (s)
13.6
16.7
26.4
11.9
�. :w x` E t:�'� .; a
Approach Delay (s)
13.6
16.7
26.4
11.9
Approach LOS
B
C
D
B
Intersection Summa T
,M-
-1 F ..�
..�. _
,,. ti
Delay
19.7
HCM Level of Service
C
Intersection Capacity Utilization
47.6%
ICU Level of Service A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Allen & Shelburne
No Build With other Programmed 01/31/2005
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Future 2013 Conditions AMDHV Allen & Shelburne
No Build With Other 01/31/2005
f- I,- t r 10� I
Movement"-",.
WBR
NBT
NBR SBL
'SBT .:
Lane Configurations
r
tT
tt
Ideal Flow (vphpl)
1900
1900
1900
1900 1900
1900
Lane Width
12
12
12
12 10
14
Total Lost time (s)
"4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3469
1652
3775
Flt Permitted
0.95
1.00
1.00
0.13
1.00
Satd. Flow (perm)
1770
1583
3469
233
3775
Volume (vph)
173
241
1096
167 104
619
Peak -hour factor, PHF
0.95
° 0.95
0.95
0.95 0.95
0.95
""C.....
Growth Factor (vph)
109%
109%
109%
109% 109%
.
109%
Adj. Flow (vph)
198
277
1258
192 119
710;
RTOR Reduction (vph)
0
52
12
0 0
0
Lane Group' Flow (vph)
198
225
1438
0 1-19
710
Turn Type
Perm
Perm
Protected Phases
8
2
6 k � w'
" "�
Permitted Phases
8
6
.. .... , . .tip, , , "'= , "�
Actuated Green, G` (s)
15.1
15.1
49.1
49.1
49.1,
Effective Green, g (s)
15.1
15.1
49.1
49.1
49.1
Actuated g/C Ratio
0.21
0.21
0.68
0.68
0.68 r
bMi
Clearance Time (s)
4.0
4.0
4.0
4.0
.
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
370
331
2359
158
2567
v/s Ratio Prot'
0.11
0.41
0.19
v/s Ratio Perm
c0.14
c0.51
v/c Ratio
0.54
0.68
0.61
0.75
0.28
Uniform Delay, d1
25.4
26.3
6.3
7.6
4.6
Progression Factor
1.00
1.00
1.00
1.00
1.00 ;
Incremental Delay, d2
1.5
5.5
0.5
18.2
0.1
Delays)
26.9
31.8
6.8
25.8
4.6
Level of Service
C
C
A
C
A
Approach Delay (s)
29.7
6.8
7.7
Approach LOS
C
A
A
[ntersection�Surrirnary
HCM Average Control Delay
11.0
HCM Level of Service B
HCM Volume to Capacity ratio
0.73
Actuated Cycle Length (s)
72.2
Sum of lost time (s) 8.0
Intersection Capacity Utilization
65.6%
ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Spear & Webster
No Build With other Programmed 01/31/2005
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Future 2013 Conditions AMDHV Spear & Webster
No Build With Other 01/31/2005
Movement
EBL
EBR
NBL
NBT
SBT -'
SBR
Lane Configurations
Sign Control
Stop
Stop
Stop
Volume (vph)
286
61
68
431
173
197
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
371
79
88
559
224
256
Direction, Lane #
EB 1
NB 1
SB 1
_
Volume Total (vph)
450
648
480
Volume Left (vph)
371
88
0
Volume Right (vph)
79
0
256
Hadj (s)
0.09
0.06
-0.29
Departure Headway (s)
6.9
6.7
6.4
Degree Utilization, x
0.86
1.20
0.85
Capacity (veh/h)
513
545
554
Control Delay (s)
39.3
129.9
35.9
Approach Delay (s)
39.3
129.9
35.9
Approach LOS
E
F
E
Intersection Summary77
K
Delay
75.5
HCM Level of Service
F
Intersection Capacity Utilization
83.2%
ICU Level of Service E
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV NOBuildwithprogram med.sy7
TND Engineering
AMDHV Future 2013 Spear & Swift
Build With other Programmed 01/31/2005
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CAMy Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed. sy7
Future 2013 Conditions AMDHV Spear & Swift
Build With Other 01/31/2005
Movement EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
.:;SBR
Lane Configurations
t
if
t
r
+
r
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
Fit Protected
0.98
1.00
0.99
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1700
1583
1711
2039
Fit Permitted
0.23
1.00
0.83
1.00
0.61
1.00
0.10
1.00
Satd. Flow (perm)
405
1478
1441
1583
1052
1583
185
2039
Volume (vph) 56
69
136
161
405
145
371
448
103
21
203
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 73
90
176
209
526
188
481
581
134
27
263
78
RTOR Reduction (vph) 0
0
106
0
0
71
0
0
64
0
14
0
Lane Group Flow (vph) 0
163
70
0
735
117
0
1062
70
27
328
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
161
587
573
629
526
792
93
1020
v/s Ratio Prot
0.16
v/s Ratio Perm
0.40
0.05
c0.51
0.07
c1.01
0.04
0.15
v/c Ratio
1.01
0.12
1.28
0.19
2.02
0.09
0.29
0.32
Uniform Delay, d1
23.5
14.9
23.5
15.3
19.5
10.2
11.4
11.6
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
74.2
0.1
140.2
0.1
465.2
0.2
7.7
0.8
Delay (s)
97.7
15.0
163.7
15.4
484.7
10.4
19.1
12.4
Level of Service
F
B
F
B
F
B
B
B
Approach Delay (s) `
54.8
133.5
431.6
12.9
Approach LOS
D
F
F
B
Intersection Summary
HCM Average Control Delay
234.5
HCM
Level of Service
F
HCM Volume to Capacity ratio
1.69
Actuated Cycle Length (s)
78.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
117.3%
ICU Level of Service
H
Analysis Period (min)
15
c Critical Lane Group
NB lanes existing
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
TND Engineering
Future 2013 Conditions AMDHV Spear & Swift
Build With Other 01/31/2005
--I' --I. -i 'r *- *' I /I- '* , "1
Movement -,- EBL
EBT
EBR
WBL
WBT
WBR`
NBL
NBT
' NBR
SBL
- SBT
58R
Lane Configurations
t
r
t
r
1
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Fit Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1690
1711
2039
Fit Permitted
0.23
1.00
0.83
1.00
0.48
1.00
0.17
1.00
Satd. Flow (perm)
405
1478
1441
1583
899
1690
314
2039
Volume (vph) 56
69
136
161
405
145
371
448
103
21
203
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 73
90
176
209
526
188
481
581
134
27
263
78
RTOR Reduction (vph) 0
0
106
0
0
71
0
11
0
0
14
0
Lane Group Flow (vph) 0
163
70
0
735
117
481
705
0
27
328
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
161
587
573
629
450
845
157
1020
v/s Ratio Prot
0.42
0.16
v/s Ratio Perm
0.40
0.05
c0.51
0.07
c0.53
0.09
v/c Ratio
1.01
0.12
1.28
0.19
1.07
0.83
0.17
0.32
Uniform Delay, d1
23.5
14.9
23.5
15.3
19.5
16.7
10.7
11.6
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
74.2
0.1
140.2
0.1
62.0
9.5
2.4
0.8
Delay (s)
97.7
15.0
163.7
15.4
81.5
26.2
13.0
12.4
Level of Service
F
B
F
B
F
C
B
B
Approach Delay (s)
54.8
133.5
48.4
12.5
Approach LOS
D
F
D
B
Intersection Summary
HCM Average Control Delay
72.3
HCM
Level of Service
E
HCM Volume to Capacity ratio
1.16
Actuated Cycle Length (s)
78.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
91.6%
ICU Level of Service
F
Analysis Period (min)
15
c Critical Lane Group
NB lanes changed
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Spear & Allen
Build With other Programmed 01/31/2005
Allen
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Future 2013 Conditions AMDHV Spear & Allen
Build With Other 01/31/2005
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Movement
EBL
EBT
' EBR WBL
WBT
WBR
NBL
NBT
NBR'
SBL
' SBT'
SBR
Lane Configurations
T3�
+
r
T
t
r
Ideal Flow„(vphpl)
1900
1900
1900 1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
12
12
14 12
12
12
10
13
12
12
12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.88
1.00
0.85
1.00
1.00
1.00
1.00
0.85
Flt Protected
0.95
1.00
0.98
1.00
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
1645
1822
1583
1652
1920
1770
1863
1583
Flt Permitted
0.95
1.00
0.83
1.00
0.61
1.00
0.29
1.00
1.00
Satd. Flow (perm)
1770
1645
1542
1583
1066
1920
540
1863
1583
Volume (vph)
131
12
43 16
20
61
217
558
9
36
204
176
Peak -hour factor, PHF
0.95
0.92
0.95 0.92
0.92
0.92
0.95
0.95
0.92
0.92
0.95'
0.95
Growth Factor (vph)
109%
109%
109% 109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
150
14
49 19
24
72
249
640
11
43
234
202
RTOR Reduction (vph)
0
41
0 0
0
66
0
0
0
0
0
86
Lane Group Flow (vph)
150
22
0 0
43
6
249
651
0
43
234
116
Turn Type
Split
Perm
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
2
6
Permitted Phases
8
8
2
6
6
Actuated Green, G (s)
9.5
9.5
4.8
4.8
35.6
35.6
35.6
35.6
35.6
Effective Green, g (s)
9.5
9.5
4.8
4.8
35.6
35.6
35.6
35.6
35.6
Actuated g/C Ratio
0.15
0.15
0.08
0.08
0.58
0.58
0.58
0.58
0.58
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)
272
252
120
123
613
1104
311
1071
910
v/s Ratio Prot
c0.08
0.01
c0.34
0.13
v/s Ratio Perm
c0.03
0.00
0.23
0.08
0.07
v/c Ratio
0.55
0.09
0.36
0.05
0.41
0.59
0.14
0.22
0.13
Uniform Delay, d1
24.2
22.5
27.1
26.4
7.3
8.5
6.1
6.4
6.0
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.4
0.1
1.8
0.2
0.4
0.8
0.2
0.1
0.1
Delay (s)
26.6
22.6
28.9
26.6
7.7
9.3
6.3
6.5
6.1
Level of Service
C
C
C
C
A
A
A
A
A
Approach Delay (s)
25.5
27.5
8.8
6.3
Approach LOS
C
C
A
A
Intersection Summary
HCM Average Control Delay
11.5 HCM Level of Service B
HCM Volume to Capacity ratio
0.56
Actuated Cycle Length (s)
61.9 Sum of lost time (s) 12.0
Intersection Capacity Utilization
60.5% ICU Level of Service B
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogram med.sy7
TND Engineering
AMDHV Future 2013 Spear & Barstow
Build With other Programmed 01/31/2005
-
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CAMy Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
Future 2013 Conditions AMDHV Spear & Barstow
Build With Other 01/31/2005
Movement
, WBL
WBR'
NBT
NBRSBI
SBT
Lane Configurations
'+
+T
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
73
180
_543
106 66
218
Peak Hour Factor
0.88
0.88
0.88
0.88 0.88
0.88
Hourly flow rate (vph)
90
223
673
131 82
270
Pedestrians
Lane Width (ft) ,
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1172
738
804
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1172
738
804
tC, single (s) ,
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
53
47
90
cM capacity (veh/h)
191
418
820
Direction, Lane #
WB 1
NB 1
5B 1
Volume Total'"
313
804
352
Volume Left
90
0
82
Volume Right
223
131
0
cSH
312
1700
820
Volume to Capacity
1.01
0.47
0.10
Queue Length 95th (ft)
274
0
8
Control Delay (s)
90.3
0.0
3.2
Lane LOS
F
A
Approach Delay (s)
90.3
0.0
3.2
Approach LOS
F
Intersection Summary
Average Delay
20.0
Intersection Capacity Utilization
81.1%
ICU Level
of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Barstow & Dorset
Build With other Programmed 01/31/2005
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CAMy Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
Future 2013 Conditions AMDHV Barstow & Dorset
Build With Other 01/31/2005
Movement -"
EBL
. .EBT
EBR
WBL
.WBT,
WBR :
NBL
NBT
NBR <
SBL""
; SBT
= SBR
Lane Configurations,
Sign Control
Stop
Stop
Stop
Stop
Volume (vph)
38
120
11
32
153
68
44
236
94
39
52
14
Peak Hour Factor- ''
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
49
156
14
42
199
88
57
306
122
51
67
18
Direction, Lane # -"`
_ EB 1
. WB 1
NB 1
SB 1
Volume Total (vph)
219
328
485
136
Volume Left (vph)
49
42
57
51
Volume Right (vph)
14
88
122
18
Hadj (s)
0.04
-0.10
-0.09
0.03
Departure Headway (s)
6.7
6.3
5.9
6.8
Degree Utilization, x
0.41
0.57
0.80
0.26
Capacity (veh/h)
470
520
588
447
Control Delay (s)
14.2
17.4
28.2
12.2
Approach Delay (s)
14.2
17.4
28.2
12.2
Approach LOS
B
C
D
B
Intersection.56mma
1,
Delay
20.7
HCM Level of Service
C
Intersection Capacity Utilization
47.9%
ICU Level
of Service
A
'w'
Analysis Period (min)
15
01
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Allen & Shelburne
Build With other Programmed 01/31/2005
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
Future 2013 Conditions AMDHV
Allen & Shelburne
Build With Other
01/31/2005
♦
I
Movement
WBL
: WBR
NBT
NBR
SBL
SBT
Lane Configurations
r
tT
tt
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
Lane Width
12
12
12
12
10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3465
1652
3775
Flt Permitted
0.95
1.00
1.00
0.13
1.00
Satd. Flow (perm)
1770
1583
3465
223
3775
Volume (vph)
190
265
1096
178
112
619
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95�"
Growth Factor (vph)
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
218
304
1258
204
129
710
_ g0 MV
RTOR Reduction (vph)
0
51
14
0
0
0
Lane Group Flow (vph)
218
253
1448
0
129
710
Turn Type
Perm
Perm
Protected Phases
8
2
6
48.k;8'.
Permitted Phases
8
6
x♦
.S,X. ra... ..°'S 83.e,.�,3w�a,".G.w9'd
Actuated Green, G (s)
16.2
16.2
48.7
48.7
48.7
���iI'? t ' x .
Effective Green, g (s)
16.2
16.2
48.7
48.7
48.7
Actuated g/C Ratio
0.22
0.22
0.67
0.67
0.67'
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
393
352
2315
149
2522
v/s Ratio Prof
0.12
0.42
0.19
v/s Ratio Perm
c0.16
c0.58
v/c Ratio
0.55
0.72
0.63
0.87
0.28
Uniform Delay, d1
25.2
26.2
6.9
9.5
4.9
Progression Factor
1.00
1.00
1.00
1.00
1.00,��;M
Incremental Delay, d2
1.7
6.8
0.5
37.4
0.1
Delay (s)
26.8
33.1
7.4
46.9
5.0.,,
R,f..
Level of Service
C
C
A
D
A
a <�
Approach Delay (s)
30.5
7.4
11.4�.,,.n.
Approach LOS
C
A
B
Intersection Summary
ti
HCM Average Control Delay
12.9
HCM Level of Service B
HCM Volume to Capacity
ratio
0.83
Actuated Cycle Length (s)
72.9
Sum
of lost time
(s) 8.0
Intersection Capacity Utilization
67.4%
ICU Level of Service
C
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
TND Engineering
AMDHV Future 2013 Spear & Webster
Build With other Programmed 01/31/2005
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CAMy Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
Future 2013 Conditions AMDHV Spear & Webster
Build With Other 01/31/2005
Movement :"
EBL
EBR -NBL
NBT SBT SBR
Lane Configurations
Y
+T T
Sign Control`
Stop
Stop Stop
Volume (vph)
290
61
68
437 188 205
Peak Hour Factor
0.84
0.84
0.84
0.84 0.84 0.84
Hourly flow rate (vph)
376
79
88
567 244 266
Direction, Lane #
EB 1
NB 1
SB 1 �. N� .. , ...-, .
Volume Total (vph)
455
655
510
Volume Left (vph)
376
88
0
Volume Right (vph)
79
0
266
Hadj (s)
0.09
0.06
-0.28
Departure Headway (s)
7.0
6.8
6.4
Degree Utilization, x
0.88
1.24
0.91�'
x ti
Capacity (veh/h)
509
536
544
Control Delay (s)
42.4
144.4
45.1�
j a ° ' `
Approach Delay (s)
42.4
144.4
45.1
,:.�9e.i..+.;.1e.sY^$.Xf4rdh'!i.iA.t;Y°
Approach LOS
E
F
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'Intersection Summa`
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84.5
HCM Level of Service
F
Intersection Capacity Utilisation
85.2%
ICU Level of Service
Analysis Period (min)
15
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C:\My Documents\soburlington\traffic study\2013 AMDHV Buildwithprogrammed.sy7
TND Engineering
TND TND ENGINEERING
TRAFFIC, TND, TRANSPORTATION AND CONSUETING
P.O. BOX 388. OSSIPEE, NEE 03864
603.539.5999; FAX 539-7912
W W W.TNDENGINEERING.COM
February 1, 2005
Via Overnight Delivery
Advance Copy via Facsimile 9 413-846-0497
Mr. Jon Deitrich, P.E.
Fuss & O'Neill Consulting Engineers, Inc.
78 Interstate Drive
West Springfield, MA 01089
Re: South Village Traffic Study
Dear Jon:
This letter has been prepared to address and discuss the comments you raised in your
memo to Brian Robertson of the City of South Burlington dated January 4th; this
supplements the responses that I emailed to you on January 131h and the discussions
we had in South Burlington approximately two weeks ago.
For convenience sake I will reference the same paragraph numbers as contained in
your January 4th memo.
#8. As I noted previously, both the volumes and the turning distributions we tabulated
at the Allen Road/Spear Street and at Spear Street/Swift intersections were
considerably different than those contained within the corridor report. As a standard
practice, we took the actual counts tabulated by Civil Engineering Associates and
factored them up to design hourly volumes using the permanent recorder maintained by
Vermont Agency of Transportation on Route 7. The December update to the TIS
included the existing lane configurations at Swift and Spear Street.
Since our last meeting I found that the programmed other development trips had been
misstated and the materials that were shipped to you by overnight yesterday contain
the revised and corrected trip distributions and analyses.
For each of the analyses of Swift and Spear Street, the first page following the plan
showing turning movements is for the existing lane configuration of a north bound
shared through and left lane with a dedicated right. The second page switches this
lane configuration to a dedicated left and a shared through right. As you will see, the
intersection performs much better with the dedicated left and shared through/right land
configuration. Please also note that the Future 2008 A.M. Build Analysis is attached to
this package, replacing all previous copies.
PUBLIC PARTICIPATION • TRAFFIC CALMING- ZONING - STREETS • ENGINEERING
Planning for the Future with the Technology of Today and the Lessons of the Past
Mr. Jon Dietrich, P.E.
February 1, 2005
Page 2 of 3
Despite an overall level of service of "D", the north bound approach volume to capacity
exceeds 1.0. As suggested in the corridor study, north bound dual left turn lanes
analysis is also precluded.
#10. The software that I use, Synchro and SimTraffic, analyze traffic in three ways:
Highway Capacity Manual (the most common of the industry); intersection capacity
utilization (a measure of overall intersection utilization that is increasingly required in
western states); and micro simulation (this being SimTraffic where "real world" driver
behavior is modeled and intersection performance can be monitored on computer
screen with blocking and delays and other measures being monitored). So a
comparison of HCM analyses between the two is not actually possible. However, I
have printed SimTraffic reports for future conditions and those are attached (not in the
fax copy, but in overnight copy).
#14. Both the Barstow Road and Webster Road intersections with Spear Street
continue to be studied and mitigations considered. The footnote contained in the
December report referenced the analysis of both of these intersections using SimTraffic
and weighing the performance of possible modifications to these intersections including
additional turning lanes and changes in traffic control measures (such as changing to all
stop configurations). We have not settled on a final recommendation for either of these
intersections. It should be noted that both of these intersections perform at a level of
service "F" for all future conditions with or without South Village and that South Village
Traffic accounts for less than 4% of the peak hourly traffic at the Spear Barstow
intersection and less than 3% at the Spear and Webster Road intersections.
#15. Please see the attached chart with South Village traffic percentages for Future
2008 and Future 2013 conditions at each of the six intersections. These range from a
high of 15.7% of the traffic at the Spear Street/Allen Road intersection to less than 2%
at the Barstow Road/Dorset Road intersection.
#16. So that it is clear, the materials shipped to you yesterday and those contained in
most of the December report maintain the existing 78 second cycle length for what I
now understand to be a rather old controller of the signal at Swift and Spear Street. My
analysis shows that the P.M. peak condition probably better performs with a cycle
length of approximately 55 seconds, while the A.M. condition performs better with a
cycle length between 75 and 78 seconds. Since variable cycle length is not possible
with the existing controller, I did not pursue optimization since our last meeting and the
only consistent modification to this intersection proposed is the lane configurations for
the north bound lanes changing to a dedicated left and a through right configuration
PUBLIC PARTICIPATION • TRAFFIC CALMING• ZONING • STREETS • ENGINEERING
Planning for the Future with the Technology of Today and the Lessons of the Past
Mr. Jon Dietrich, P.E.
February 1, 2005
Page 3 of 3
(however, analysis with the existing land configurations is also included as you
requested).
#17. The Swift Street/Spear Street intersection presently has a signal timing of 78
seconds split in a 32/46 second split between the east -west and north -south directions.
Our analysis shows that if the 78 seconds is retained but the split is changed to 41 and
37 seconds (Phases 2-6 and 4-8 respectively), then the overall intersection
improvement in both the A.M. and P.M. conditions improves to level of service "D" in
future build conditions, again with the modification to the north bound lane configuration
to a dedicated left turn and through right configuration. Our analysis of modifying the
signals implementing protected plus permissive left turn phasing for the east bound,
north bound, and south bound approaches, plus and east bound right turn overlap show
the degradation in overall intersection performance so that was not included (one page
of Future 2008 A.M. Build of this configuration is included for reference).
#22. The two additional site driveways onto Spear have been added to the analysis
and their performance is actually much better than we anticipated when we discussed
this in South Burlington two weeks ago. These intersections and all approaches
perform at a level of service "D" or better for all future conditions.
Si rely,
ND Vpgi
Chester "nick" ChOrman, P.E.
Principal
Pc: Brian Robertson, South Burlington Planning & Zoning
Bruce Hoar, South Burlington Public Works Director
David Scheuer, President, Retrovest
Dave Marshall, P.E., Civil Engineering Associates
PUBLIC PARTICIPATION • TRAFFIC CALMING• ZONING • STREETS • ENGINEERING
Planning for the Future with the Technology of Today and the Lessons of the Past
!6n Dietrich Re: South Village rPage 1
From: Rick Chellman <chellman@worldpath.net>
To: "Jon Dietrich" <JDietric@fando.com>
Date: 2/3/2005 11:03:06 PM
Subject: Re: South Village
I trust that this is an accurate statement of all of our discussions
and correspondence; if not, please advise and I will address
immediately.
Rick
CC: Dave Marshall <dmarshall@cea-vt.com>, David <ds@retrovest.com>,
brobertson@sburl.com <brobertson@sburl.com>, Mh@Retrovest. Com <mh@retrovest.com>
!On Dietrich Re South Village Page 1
From: Rick Chellman <chellman@worldpath.net>
To: "Jon Dietrich" <JDietric@fando.com>
Date: 2/3/2005 11:03:06 PM
Subject: Re: South Village
Jon
I trust that this is an accurate statement of all of our discussions
and correspondence; if not, please advise and I will address
immediately.
Rick
CC: Dave Marshall <dmarshall@cea-vt.com>, David <ds@retrovest.com>,
brobertson@sburl.com <brobertson@sburl.com>, Mh@Retrovest. Com <mh@retrovest.com>
MEMORANDUM
TO: Jon Dietrich, P.E.
FROM: Chester "Rick" Chellman, P.E.
DATE: February 3, 2005
Cc
Brian Robertson; Dave Marshall; Michele Holgate
RE: South Village
The following are my notes, based -on your memorandum of 1/4/05, our meeting of
1/18/05, our several telephone conversations and email exchanges. I have followed
the order of your memo.
A. Min. Pavement Width for Collector
1.) 30' to 20' at wetland crossings
I believe we are all in agreement with this.
2.) 28' with parking on 1-side
I believe we are all in agreement with this.
3.) 20' at bulbouts
I believe we are all in agreement with this.
4.) 26' for collector routes
I believe we are all in agreement with this. As I discussed in our
meeting, experience at the Kentlands has shown a 28' street to be a
poor performing street. For portions of E and D streets, the developer
will provide a structural base to 28 feet.
B. Min. Pavement Width For Local Streets
1.) 28' to 20' at wetland crossings I believe we are all in agreement with this.
2.) 26' with parking on one side
I believe we are all in agreement with this.
3.) 24' with no striped parking
I believe we are all in agreement with this- it is noted that this is a
section along the agricultural area, and some curves have been
introduced as traffic calming measures.
C. Min. Radius of Curves for Collector (500' to 260')
1 believe we are all in agreement with this (actually a lower value) -
since we have agreed that design (and posted, if they are posted)
speeds- throughout the project e 25 mph. For 25 mph the
minimum centerline radius is 166 fee (TND Guidelines, page 25,
Table 5.
D. Min. Radius of curves for Local Streets (300' to 90') --
1 believe we are all in agreement with this- to a value of 166' (25mph)
E. Min. Tangent Length between curves for Collector (150' to 50')
1 believe we are all in agreement with this.
F. Min. Tangent Length between curves for Local Streets. (100' to 50')
i. I believe we are all in agreement with this.
G. Min. distance between centerline offsets for Local streets. (from 200' to
reduced values) I believe we are all in agreement with this; Dave Marshall
has furnished details on this and many of the lane/street and lane/lane
offsets we have agreed are not issues.
H. Min. vertical (stopping) sight distance for Collectors (300'to 150')
1 believe we are all in agreement with this; the TND Guidelines note
146' for 25 mph and we have agreed to settle on 150'.
I. Min. vertical (stopping) sight distance for Local Streets (200'to 150' & 125')
1 believe we are all in agreement with this; same as above.
J. Min. horizontal (corner) sight distance for Collector (500' to 275')
See next note.
K. Min. horizontal (corner) sight distance for Local Street (300' to 275' & 220')
We have agreed that this is a very design -specific matter that will be
resolved later on a case -by -case basis as building placement and
other details are better known. The typical auto -dominant standards
require long clear sight lines to ensure that traffic entering a street
may do so safely, and in many cases without interrupting the flow
(speed) of the traffic on the street being entered onto. Such design
intent is not valid for South Village except at the Spear street
intersections. I encourage the review of section G2 of the TND
Guidelines (pg 34) which does not address this in a specific,
technical, manner but which does provide some design intent insight.
Regarding the local lanes and rear lanes (alleys) of the project, the City needs to
consider the acceptability of pavement widths with on -street parking for emergency
access (e.g. fire truck circulation/access) and snow storage (i.e. resulting cleared
pavement width when accounting for snow/ice buildup on sides of roadways). This
has been accomplished with a series of meetings with the City, the City's winter
snow ban and Dave Marshall's extensive Autoturn analysis.
It would be helpful to have the most current site plan which shows the location of
what will be "public" streets, along with the typical section codes for all streets in the
project. As discussed on 1/18/05, all streets will be public, all lanes will be private.
Other matters:
You have expressed concern over the easterly side of the Village Green, and its
relatively "tight" east side:
I believe that Dave Marshall has studied these proximate intersections. On visual
inspection (but we may rely on the autoturn analysis), it appears to me that the
City's ladder truck may have to make the east -to -north -to -west turn very slowly, and
use all of the streets to do so. It is probably the same for a west -to -south -to -west
turn, and I do not see that as a problem- this configuration will slow the more
prevalent automobiles (Dave- will you confirm the fire apparatus turns?).
In the continuing interests of full disclosure, there is a similar condition to the south,
that I believe we touched on during our meeting:
i r w
If my notes and recollections are accurate, we agreed that this configuration- as is
the case for all local/local intersections was acceptable.
I am still considering possible traffic calming techniques for the central north/south
series of streets that, together, may become a speeding problem. Bruce Hoar
agreed to such measures along this alignment so long as he was not
`'experimenting". My current thinking is for bulbout narrowings, but we need not
settle on those at this time.
TIS related:
You and I have agreed that left turn lanes should be considered for southbound
traffic on Spear street at both north and south driveway entrances, as the threshold
AASHTO warrants are met at each location in the PM peak hour.
I have attached an updated LOS summary that corrects the "3" to a "B" for the
Allen/Spear intersection under future build conditions.
I also believe that this week's updates to the TIS data (as well as my earlier emailed
marked -up word file reply) and cover letters address all of your TIS comments.
Please let me know if anything here is in error, or misstated in any way.
South Village
Traffic
Impact Analysis
Intersections
LOS Summary
Intersection
Spear/Swift*
Spear/Allen
Spear/Barstow
Barstow/Dorset
Allen/Shelburne
Spear/Webster
2008 AM
NoBld
2008 AM
Build
2013 AM
NoBld
2013 AM
Build
2008 PM
NoBld
2008 PM
Build
2013 PM
NoBld
2013 PM
Build
:
* FIRST VALUE EXISTING LANE CONFIGURATION, SECOND WITH CHANGED NB LANES
Site Drives North Drive South Drive
2008 AM
2008 PM
2013 AM
2013 PM
TRAFFICIMPACT STUDY
For:
South Village
The Retrovest Companies
Spear Street and Allen Road
South Burlington, Vermont
TND Engineering
Ossipee, NH
Revised Through: December 22, 2004
South Village Traffic Impact Study
April, 2004
Traffic Impact Study Addendum #2
"South Village" Proposal: Mixed -Use; Residential, Agricultural & Educational
Spear Street and Allen Road
South Burlington, Vermont
Revised Through: December 22, 2004
Prepared for:
Mr. David Scheuer, President
The RetroVest Companies
70 South Winooski Avenue
Burlington, Vt.
05401-3830
Prepared by
TND Engineering
Chester Chellman, P.E.
1270 Route 16
PO Box 388
Ossipee, NH 03864-0440
Telephone 603.539.5999
Fax 603.539.7912
email chellman(a_TNDEngineering.com
Page 2
Table Of Contents
South Village..........
South Village Traffic Impact Study
April, 2004
...........................................................................1
INTRODUCTION............................................................................................................................. 4
FutureTraffic Volumes....................................................................................................................................... 4
PriorStudies/ Traffic Flows................................................................................................................................6
Levelof Service Analysis..................................................................................................................................... 7
DESCRIPTIONOF ANALYSIS.......................................................................................................7
ExistingConditions...........................................................................................................................8
SpearStreet............................................................................................................................................................ 9
Allen Road, Barstow Road, Dorset Street and Webster Road...................................................................... 9
ShelburneRoad/ US Route 7.............................................................................................................................. 9
DataCollection...............................................................................................................................10
TRIPGENERATION........................................................................................................................................11
Analysis...........................................................................................................................................12
Calculations....................................................................................................................................14
Conclusions And Recommendations...............................................................................................15
Summariesof Levels of Service........................................................................................................................15
ProposedProject Intersection...........................................................................................................................18
Mitigationof Impacts......................................................................................................................19
TechnicalAppendix........................................................................................................................21
Page 3
South Village Traffic Impact Study
April, 2004
INTRODUCTION
The proposed Project is a mixed -use community located on Spear Street in South
Burlington, Vermont. The residential components will include a mix of single family homes,
apartments, townhouses and condominium units and total to approximately 332 units. A
school of 100 students and a farm were also included in this analysis. The proposed project
is anticipated to commence construction in 2005 or early 2006.
The Project proposes three access points on Spear Street: one at the intersection of Allen
Road, one at the Northerly limits of the Project and another near the Southerly limits of the
Project. The Project will also provide a connection to Midland Avenue which in turn
connects with Dorset Street.
Future Traffic Volumes
In order to estimate future A.M. and P.M. peak hour traffic volumes, a growth factor of one
percent per year was used for this study. This growth factor was agreed upon by the City of
South Burlington, CCMPO, and the VAOT staff for the recent Quarry Hill Subdivision Traffic
Impact Study.' Existing (2003) A.M. and P.M. design hour traffic volumes were then
projected to year 2008 and 2013 conditions using the growth factor accordingly. The traffic
generated by background developments was then added to 2008 and 2013 volumes to
develop 2008 and 2013 No Build Traffic Volumes.
' As requested by the City of South Burlington Planning Department, design assumptions and study periods
Nere selected to match with those in the Quarry Hill Subdivision Traffic Impact Study dated October, 2003.
Page 4
South Village Traffic Impact Study
April, 2004
For the purposes of this study, and in accordance with discussions and agreement with the
Metropolitan Planning Organization reached in 2002, 95% of the Project's vehicular traffic
has been assumed to travel to and from Spear Street. The remaining 5% is assumed to
travel East along Midland Avenue to and from Dorset Street.
A total of 315 vehicle trips in this analysis (97 in/218 out) are generated by the proposed
development during the A.M. peak hour period. During the P.M. peak hour period, a total of
305 vehicle trips (196 in/109 out) are generated by the proposed development.
Approximately 60% of site traffic is headed to or coming from the North on Spear Street,
while 20% is Westerly oriented along Allen Road/Route 7 and 15% is Southerly oriented
along Spear Street. As discussed above, the remaining 5% is Easterly oriented.
This analysis and its related calculations are for 336 total dwellings, even though the project
total is only 334. This difference is due to ongoing discussions with the City and abutters
that are adapting the design in a fluid manner to suit various desires. In the end, the
numbers herein are conservatively high in terms of traffic volumes predicted for the project
because of these planning considerations.
It is noted that the ongoing reconstruction improvements to Route 7/ Shelburne Road are
impacting most of the area links and intersections and their corresponding traffic flows .
This construction is anticipated to be completed by late 2006.
At the request of the Town of Shelbune, the intersection of Webster Road and Spear street
has been added to the analytical portions of this study.
Fuss and O'Neil shared their programmed developments, used in the Spear Street Corridor
Study, that data has been incorporated into this report as well, and it appears graphically on
the turning movement sheets bearing "programmed dev." in the title. In addition, traffic was
added to the PM programmed development for the Boulder Hill project on Webster Road,
estimated to be 40% built out.
Page 5
South Village Traffic Impact Study
April, 2004
Prior Studies/ Traffic Flows
Actual counts were obtained manually in January and December, 2004. Each of the original
five and now six intersections were monitored from 7 to 9 AM and again from 4 to 6 PM.
Vehicles were counted with each turning movement then tabulated and summarized in
fifteen minute intervals.
It is noted from the analysis that two differences appear apparent from most prior studies
(including the Spear Street corridor study recently completed: there was more AM design
hour traffic that prior studies have predicted, while there was less PM design hour traffic.
For example, the Spear St/Swift St intersection has recently been analyzed for the Spear St
corridor study (Fuss & O'Neil) and for the Quarry Hill development (Wilbur Smith). A
comparison of total intersection design hourly volumes is as follows:
Swift & Spear St Total Intersection Volumes
AM PM
South Village 1870 1747
Quarry Hill 1505 1720
Spear St Corridor 1784 2294
Page 6
South Village Traffic Impact Study
April, 2004
The data collected and factored for South Village is overall very close to that used in the
Quarry Hill analysis for the PM design hourly volumes, but are a full 24% less than the total
volumes in the corridor report. Directional distribution differences have been tabulated
previously and these are depicted on page 10 of the April, 2004 report.
It is believed that the ongoing reconstruction of Route 7 has created some shifts in travel
behavior. Whatever the underlying reasons for these changes, the traffic patterns analyzed
in this report are based on the actual data collected at each intersection, which in turn was
the factored up, in accordance with AOT recommendations to design hourly volumes.
Level of Service Analysis
Traffic analysis for this study was based on the 2000 Highway Capacity Manual and
conducted using Synchro and SimTraffic Software. Level of service was determined for the
study area intersections under future 2008 and 2013 No Build and Build traffic volume
conditions during the A.M. and P.M. peak hour conditions. Signal timings for the Spear
Street/Swift Street intersections were provided by Fuss & O'Neill Consulting Engineers,
retained by the City of South Burlington. Signal data for the signal at Allen Road/Shelburne
Road/Route 7 was provided by the Vermont Agency of Transportation, Traffic Design
Section. Future conditions at Allen Road/Shelburne Road/Route 7 were based on updated
signal information provided by the signal installer.
DESCRIPTION OF ANALYSIS
TND Engineering (TND) has prepared this traffic impact and access study for a proposed
mixed use community located primarily on Spear Street in South Burlington, Vermont.
The project is expected to be commenced and occupied in 2004. Two design years were
chosen:
• 2004 (opening year)
• 2008 (opening year plus 4 years [to match the Quarry Hill analysis])
Page 7
South Village Traffic Impact Study
April, 2004
• 2013 (opening year plus nine years [to match the Quarry Hill analysis])
The study area involved the intersections of:
• Spear Street and Allen Road;
• Spear Street and Swift Street;
• Allen Road and Route 7/Shelburne Road;
• Spear Street and Barstow Road;
• Barstow and Dorset at Cheese Factory Road; and
• spear Street ana Webster Road was added in December, 2004 (this intersection
is located approximately 1.3 miles southerly of Barstow Road on Spear Street in
the town of Shelburne and it is a tee intersection incoming Eastbound onto Spear
Street).
Existing Conditions
Evaluation of existing conditions within this project area included the review and
development of transportation -system geometry and traffic control, land use, existing traffic
volumes, accident data and sight distance.
Page 8
Spear Street
South Village Traffic Impact Study
April, 2004
Spear Street is a two-way two lane north -south roadway abutting the project site. Th
posted speed limit on Spear Street is 35 miles per hour. Spear Street terminates at th
Jughandle intersection with Williston Street and East. In the vicinity of the proposed Projec
land use along Spear Street is currently residential, agricultural and open space, with othe
proposed residential developments currently in various stages of planning.
Allen Road, Barstow Road, Dorset Street and Webster Road
These are all two-way two lane roadways that are both east -west (Allen & Barstow) and
north -south (Dorset). Allen Road intersects with Spear Street opposite the primary
proposed entrance to the Project
Shelburne Road/ US Route 7
Quoting from its website (http;//www.us7shelburneroad com/):
U.S. Route 7, also known as Shelburne Road, serves as the southern gateway
to Chittenden County. The Vermont Agency of Transportation (VTrans) is at
work to improve a portion of U.S. Route 7 which will be extended 3 miles from
Imperial Drive in South Burlington to the recently completed LaPlatte River
Crossing in Shelburne. The result will be a landscaped four -lane boulevard,
with a planted median island, bike lanes, sidewalks, bus stops and shelters,
street lighting and a coordinated signal system. These features have the ability
to reduce congestion and improve mobility while providing for the needs of
bicyclists and pedestrians. Median u-turn breaks will be provided at five
locations.
This $32 million project will be constructed in three segments. The first
segment, the LaPlatte River Crossing at the southern end is completed. The
northern or South Burlington segment will begin at Imperial Drive (just north of
IDX Drive) in South Burlington and extend southward one mile to the South
Burlington/Shelburne town line near Pine Haven Shores Road. The southern
In
31
;t
Page 9
South Village Traffic Impact Study
April, 2004
or Shelburne segment will begin at the town line and extend over two miles
south to Webster Road in Shelburne.
Again, according to the website, the reconstruction past Allen Road should be completed by
Fall. 2005. The future cross section includes 4 through lanes, with 6-foot bicycle lanes and
a 14-foot center median with protected left turn lanes. In addition, the intersection with Allen
Road is slated for reconstruction, but no additional lanes are proposed for Allen Road itself.
Data Collection
Manual turning counts were conducted by Civil Engineering Associates in January, 2004 for
two hours during the weekday PM peak hours of 4 PM to 6 PM., and during the AM peak
hours of 7 to 9 AM.
These counts were then tabulated and analyzed to determine peak periods within each
count and peak hour factors at each location. Peak hour factors, as is typical, were found to
be more consistent in the PM peak hour (AM peak hour factors ranged from 0.84 to 0.95,
PM peak hour factors were 0.93 to 0.97, except for the Barstow/Spear intersection that was
at 0.88 in both AM and PM peak hours); this tabulated "raw" count data appears in the
Technical Appendix.
Comparisons were then made between published AOT automatic traffic counts, the design
hourly data contained in the Quarry Hill Study referenced above, and the Fuss & O'Neill
design hourly data used in their ongoing Spear street corridor study. The one intersection
common with all three data sets, Spear and Swift streets showed the manual counts to vary
in turning movement distribution a great deal from the other studies, but total intersection
volume was only approximately 2% higher than the Quarry Hill design hourly volumes in the
PM and approximately 9% higher in the AM.
However, the manual counts taken in January show much higher volumes of eastbound and
much lower southbound volumes in the AM design hour, than those in the F & O preliminary
Page 10
South Village Traffic Impact Study
April, 2004
data.2 As noted above, Shelburne Road has been undergoing construction and as a result
travel patterns have likely, at least temporarily, shifted. These differences are depicted in
the Figure, "South Village 2003 Design Hour Comparisons" on the following page.
The AOT furnished design hourly volume data for Route 7, Spear Street, Barstow Road and
Swift Street, but the manual data exceeded each of these values and the AOT data was
therefore rejected. The AOT "Redbook" has an automatic traffic counter on Route 7, 0.3
mile north of Webster Road (approximately 2.4 miles south of the Allen Road/Route 7/
Shelburne Road intersection). This counter shows a monthly conversion factor of 1.13 from
January to design hourly volumes. Design hourly volumes were therefore calculated by
factoring the manual data by 1.13.
Data was also collected in December, 2004 for the Webster Road/Spear Street intersection.
Using AOT's most recent 2003 Redbook factors, this data was also factored by 1.13 for
design values used in this analysis.
TRIP GENERATION
Over the course of a weekday, 3,965 vehicle trips per day (half in and half out) are projected
at the site driveways. During the weekday PM peak hour, a total of 305 vehicle trips are
projected to and from the proposed uses, with an entering volume of 196 vehicles at the
peak hour (vph) and an exiting volume of 109 vehicles. During the weekday AM peak hour,
a total of 315 vehicle trips are projected to and from the proposed uses, with an entering
volume of 97 vehicles at the peak hour and an exiting volume of 218 vehicles.
These traffic volumes have been computed based on the Institute of Transportation
Engineers' (ITE) published equations in the 7t" Edition of Trip Generation. The ITE has also
published pass -by factors and internal capture factors for somewhat similar projects, but no
2 Fuss & O'Neill have relied on the CCMPO and other local sources for the traffic volumes in their preliminary
reports, and these reports are- as noted- preliminary.
Page 11
South Village Traffic Impact Study
April, 2004
such reductions were calculated here due to the location and specific use mix of the
proposed Project. Therefore, the trip generation rates and data are all based on the
formulas in Trip Generation, without modification.
South Village, however, has been designed to be a much more walkable neighborhood than
are most subdivisions of recent development.
It is therefore anticipated that the traffic impacts
calculated and analyzed in this report are
conservative.
Analysis
Signalized Intersections
Level of Service (LOS) is used to rank traffic operation on various types of facilities based
on traffic volumes and roadway capacity using a series of letter designations ranging from A
to F. Generally, Level of Service A represents free flow conditions and Level of Service F.
represents forced flow or breakdown conditions. The LOS designation is generally
accompanied by a unit of measure in seconds indicating the level of delay.
The signalized methodology is based on factors including traffic volumes, green time for
each movement, phasing, whether or not the signals are coordinated, truck traffic, and
pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for
evaluation in this LOS methodology. It should be noted that the levels of service for the
signalized intersections in this study were calculated using actuated, uncoordinated timing
plans (no optimization).
The Levels of Service for the study intersections with stop controls, or "unsignalized
intersections," were analyzed using the unsignalized intersection capacity method from the
Highway Capacity Manual 2000. This method determines a level of service for each minor
Page 12
South Village Traffic Impact Study
April, 2004
turning movement by estimating the level of average delay in seconds per vehicle. The
movement with the highest level of delay is presented as the Worst Case Level of Service.
The study intersections were analyzed using methodologies from the Highway Capacity
Manual 2000, Transportation Research Board, 2000. This source contains methodologies
for various types of intersection control, all of which are related to a measurement of delay
Intersection Level of Service Criteria
LOS IUnsignalized Intersections (Signalized Intersections
A IDelay of 0 to 10 seconds. Gaps in traffic are readily available for I Delay of 0 to 10 seconds. Most vehicles arrive during the
drivers exiting the minor street. green phase, so do not stop at all,
B Delay of 10 to 15 seconds. Gaps in traffic are somewhat less Delay of 10 to 20 seconds. More vehicles stop than with
readily available than with LOS A, but no queuing occurs on the LOS A, but many drivers still do not have to stop.
minor street.
C Delay of 15 to 25 seconds. Acceptable gaps in traffic are less Delay of 20 to 35 seconds. The number of vehicles
frequent, and drivers may approach while another vehicle is already stopping is significant, although many still pass through
waiting to exit the side street. without stopping.
D IDelay of 25 to 35 seconds. There are fewer acceptable gaps in I Delay of 35 to 55 seconds. The influence of congestion is
traffic, and drivers may enter a queue of one or two vehicles on the noticeable, and most vehicles have to stop.
side street.
E IDelay of 35 to 50 seconds. Few acceptable gaps in traffic are Delay of 55 to 80 seconds. Most, if not all, vehicles must
available, and longer queues may form on the side street. stop and drivers consider the delay excessive.
F IDelay of more than 50 seconds. Drivers may wait for long periods I Delay of more than 80 seconds. Vehicles may wait through
before there is an acceptable gap in traffic for exiting the side more than one cycle to clear the intersection.
streets, creating long queues.
Reference: Highway Capacity Manual 2000, Transportation Research Board, 2000.
in average number of seconds per vehicle. The ranges of delay associated with the various
levels of service are indicated in the table depicted here.
All capacity analysis results summarized in this report are for design hourly volume, or DHV.
The DHV is the traffic volume for the design hour (typically the 301h highest hour of the
year).
Page 13
In
a
ci
of
South village Traffic Impact Study
In addition t April, 2004
o analysls using the 2000 Highway Cana�itV Manual's (HCM) methodoloc
multiple "runs", as they are termed, were completed using microscopic simulation softwa
known as SimTraffic. Many agencies, including New Hampshire and California
Departments of Transportation recognize this analytical method, which creates an anima c
simulation of traffic conditions. The HCM methods are universally recognized, but t
simulations are often better predictors of conditions at unsignalized intersections. h
Calculations
IA network was created in Synchro and SimTrafficTM, Version 6, and analysis completed for
the following conditions:
• Existing 2004 no -build (previously submitted);
• Future 2008 conditions with 1
background traffic growth, with other approved
projects (programmed developments) without for the subject project;
• Future 2008 build condition with the subject
volumes; J premises traffic to the future traffic
• Future 2013 conditions with 1
% background traffic ,
projects (programmed developments) without the subjecgtrowthojectwith other approved
• Future 2013 build condition which adds the subject premises traffic to the above
future traffic volumes.
All analysis was completed in accordance with applicable sections of the Vermont Agency
)f Transportation's (AOT) Guidelines for Traffic En ineerin Issues, revised through August,
t,
1995 and the AOT's Traffic impact Evaluation Stud Y
and Review Guide, Januar 2003.s
� recent question arose as to the effect of construction of the Midland Avenue link, and
south Village's traffic impacts with and without this link. Since, by prior agreement with the
ietropolitan planning organization only 5% of South Villages traffic will use that link this
nalysis was not run as a separate set of analyses; the volumes are too low to justify th
1Iculations. Using this assumption of 5%, only 16 AM (11 out, 5 in) and 16 PM 1e
0 in at) will use this link. ( 6
Y,
-e
I
d
Page 14
JOUin vmayc 1 w...,• --.._,
April, 2004
conclusions And Recommendations
"he following tables summarize the HCM analysis for: current conditions; future 2008, and
uture 2013 no -build conditions (without the Project, but with the other approved
programmed" development). Note that future no -build conditions retain the existing
Spear/Swift lane configuration of a northbound shared through/left and dedicated right turn
ane- this is not recommended given the conditions, but the configuration was held for
comparisons purposes. For the future build conditions, the lane configuration was changed
to a dedicated left and a shared right/through configuration, with a corresponding
improvement in LOS.
Summaries of Levels of Service
2004- No Build
Existing Conditions
AMF
Intersection:
Jxisingt
ay LOS
Spear Street and Swift Street
6 C
1.
2.
Spear Street and Allen Road
1 E
3.
Spear Street and Barstow Road
34.1 D
.
4.
Barstow and Dorset at Cheese Factory Road
15.3 C
11.9 B
5.
Allen Road and Route 7/Shelburne Road
14.9 B
11.2 B
Future 2008- No Build
Future Conditions
PM
Intersection:
elay LOS
1. Spear Street and Swift Street
RO2
6.2 F
2. Spear Street and Allen Road
3.2 D3.
Spear Street and Barstow Road
8.2 F4.
Barstow and Dorset at Cheese Factory Road.7
B
Page 15
5. Allen Road and Route 7/Shelburne Road
Future Conditions
Intersection:
1. Spear Street and Swift Street
2. Spear Street and Allen Road
3. Spear Street and Barstow Road
4. Barstow and Dorset at Cheese Factory Road
5. Allen Road and Route 7/Shelburne Road
South Village Traffic Impact Study
April, 2004
Future 2013- No Build
AM
Delay
LOS
PM
Delay LOS
>200
F
124.4
F
144.2
F
41.8
E
66.0
F
90.9
F
20.7
C
13.5
B
11.7
A
8.1
A
These tables summarize future 2008 and 2013 conditions Build (with the {Project).
Future
2008- Build
Future Conditions
AM
PM
Intersection:
Delay
LOS
Delay
LOS
1. Spear Street and Swift Street
56.5
E
47.3
D
2. Spear Street and Allen Road
14.4
B
12.7
B
3. Spear Street and Barstow Road
74.7
F*
100.2
F*
4. Barstow and Dorset at Cheese Factory Road
18.7
C
13.0
B
5. Allen Road and Route 7/Shelburne Road
12.6
B
8.1
A
Page 16
South Village Traffic Impact Study
April, 2004
Future Conditions
Intersection:
Future 2013- Build
AM PM
Delay LOS Delay LOS
1. Spear Street and Swift Street
2. Spear Street and Allen Road
3. Spear Street and Barstow Road
4. Barstow and Dorset at Cheese Factory Road
5. Allen Road and Route 7/Shelburne Road
70.3
E
66.2
E
12.2 B
13.7
B
81.4 F*
95.5
F*
21.7 C
13.4
B
14.0 B
7.5
A
imuiu5irnuiation analysis underway
Intersection: Webster Road & Spear St
AM
Delay
LOS
PM
Delay
LOS
Existing Conditions, 2004
25.3
D
52.4
F
2008 with other development
28.4
D
64.4
F
2008 with other & South Village
32.9
D
60.6
F
2013 with other development
36.6
E
81.2
F
2013 with other & South Village
40.4
E
90.3
F
The added intersection of Webster Road and Spear operates acceptably in the AM through
2008, slipping to LOS E in 2013 with or without South Village traffic. Similarly, this
intersection is presently operating at LOS F, and continues to do so under all future
scenarios in the PM. This intersection and the Barstow/Spear intersection are being further
analyzed with microsimulation software to evaluate performance in a non-HCM manner.
In the future scenarios analyses without the Project, the intersections of Allen Road Swift
Street and Barstow Road with Spear degrade to a LOS F in 2008 AM and Swift and
Barstow also degrade to LOS F in the PM, without the Project.
Page 17
South Village Traffic Impact Study
April, 2004
It is recognized that the City has undertaken a new Spear Street corridor study, and
changes to the Swift/Spear intersection are being considered.
The above chart has been added to indicate the percentage of project traffic at each of the
intersections.
Proposed Project Intersection
The proposed central Project access at Spear and Allen Road exceeds the thresholds for
peak hour signal Warrants (Warrant 3) under all future build conditions. Given the nature of
the traffic flows along Spear Street, Warrant 8 for "Roadway Network" is also met as it will
"encourage concentration and organization of traffic flow" along Spear 3. The entering
volumes will also have more than 1000 entering vehicles during the AM and PM design
periods.
The HCM analysis shows that installing this signal will improve the level of service at the
intersection itself to an LOS of B, for both 2008 and 2013 conditions. The signal will also
create breaks in the flow of traffic, so that both the Barstow/Spear intersection, as well as
3 Manual on Uniform Traffic Control Devices, 2003 Edition, page 4C-9.
Page 18
South Village Traffic Impact Study
April, 2004
other driveways along Spear Street will have additional opportunities to enter onto and turn
from Spear Street.
Mitigation of Impacts
Spear Street/Swift Street intersection
In all future (2008 and 2013) AM design hour this intersection will experience an overall
LOS F without changes in the lane configuration or timing.
Adding the project traffic and changing the northbound lane configuration to a dedicated left,
shared through/right improves overall 2008 conditions to LOS E (AM) and LOS D (PM).
With signal timing optimization and South Village's traffic, 2008 AM, PM and 2013 PM
conditions improve to LOS D while 2013 AM improves from LOS F to LOS E.
It should be noted that signal optimization distributes timing around the intersection so that
overall intersection performance is enhanced. Individual approaches, notably westbound
through and northbound left continue to experience delays.
Spear Street/Allen Road Intersection
This intersection will degrade to a LOS of F during the 2008 AM design hour and LOS F
during the 2013 AM design hour without the proposed Project. With the proposed
signalization of this intersection, the LOS improves to LOS B for all future conditions.
Installation of this signal should also aid other access driveways along Spear, especially
those north of Allen Road.
The proposed lane configuration is: southbound shared left/through, dedicated right;
westbound dedicated left, shared through/right and northbound dedicated left, shared
through/right. The heavy volumes of southbound through and right -turning traffic make this
configuration perform better than a dedicated southbound left turn lane.
Page 19
South Village Traffic Impact Study
April, 2004
Spear Street/Barstow Road
This intersection will degrade to an overall LOS of F in the PM period in 2008, and an LOS
of F for both AM and PM periods in 2013 without the Project. Highway Capacity Manual
analysis shows this intersection continuing to perform at these same levels, for the same
time periods, with the 2008 AM design hour performance degrading to an LOS E (2008 AM
LOS is D without the Project). However, the installation of the proposed signal at Allen
Road and the central Project entrance shows in microsimulation that the Barstow/Spear
intersection appears to perform better than HCM methodologies predict.
No changes are proposed for this intersection.
Barstow Road/Dorset Street/Cheese Factory Road
This intersection performs at an LOS of C or better under all future scenarios, with and
without the proposed Project.
No changes are proposed for this intersection.
Allen Road/Shelburne Road
This intersection is currently being reconstructed to create two northbound and two
southbound lanes, with a central median and bicycle lanes in both directions. This
intersection performs at an LOS of A under all future scenarios, with and without the
proposed Project.
No changes are proposed for this intersection.
Page 20
1 I INTERSECTION LOS SUMMARIES
PROJECT TRAFFIC AS A
PERCENT OF
INTERSECTION TRAFFIC,
BY INTERSECTION
SPEAR & SWIFT
FUTURE 2008 TIMING
3 SPLIT CHNAGES & DUAL NB LEFT
TURN LANES
4 PROTECTED & PERMITTED
SIGNAL CHANGES OPTIONS
5 I SIMTRAFFIC REPORTS
FUTURE BUILD CONDITIONS
North & South Site
Driveways
I
I AMDHV 2008
Future Build With Other Programmed
,4//en Rd
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c;:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives. sy7
Future 2008 Build Conditions AMDHV
Spear & North Drive
AM Peak With Other Programmed
01/31/2005
t
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Y
T
+T
Sign Control,
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
21
34
760
7
11
399
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Hourly flow rate (vph)
24
38
859
8
12
451
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1339
863
867
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1339
863
867
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
13
2.2
p0 queue free %
86
89
98
cM capacity (veh/h)
166
354
777
Direction,: Lane #
WB 1
NB
Volume Total
62
867
' 463
Volume Left
24
0
12
Volume Right
38
8
0
cSH
247
1700
777
Volume to Capacity
0.25
0.51
0.02
Queue Length 95th (ft)
24
0
1
Control Delay (s)
24.4
0.0
0.5
Lane LOS
C
A
Approach Delay (s)
24.4
0.0
0.5
Approach LOS
C
Intersection Summary
Average Delay
1.2
Intersection Capacity Utilization
52.1 %
ICU
Level
of ServiceA
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2008 Build Conditions AMDHV
Spear & South Drive
AM Peak With Other Programmed
01/31/2005
t
1
WBC"
'WSR
NBT
NBR
SBL
SBT
Lane Configurations
Y
It+
+T
SignControl
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
7
38
751
2
11
264
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Hourly flow rate (vph)
8
43
849
2
12
298
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1173
850
851
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1173
850
851
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
96
88
98
cM capacity (veh/h)
209
360
787
Direction, Lane '#
WB 1
NB 1
SIB 1
Volume Total
51
851
311
Volume Left
8
0
12
Volume Right
43
2
0
cSH
324
1700
787
Volume to Capacity
0.16
0.50
0.02
Queue Length 95th (ft)
14
0
1
Control Delay (s)
18.2
0.0
0.6
Lane LOS
C
A
Approach Delay (s)
18.2
0.0
0.6
Approach LOS
C
Intersection Summary
Average Delay
0.9
Intersection Capacity Utilization
51.2%
ICU Level
of Service A
Analysis Period (min)
15
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Future 2013 Build Conditions AMDHV Spear & North Drive
AM Peak With Other Programmed ♦ 01/31/2005
f- I #
Movement WBL . WBR NBT NBR SBL SBT� °t
Lane Configurations
Y
T
+
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
20
33
786
7 11
415
Peak Hour Factor
0.92
0.92
0.92
0.92 0.92
0.92
Hourly flow rate (vph)
23
37
889
8 12
469
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1386
892
896
vC1, stage 1 conf vol
vC2, stage 2 conf, vol
vCu, unblocked vol
1386
892
896
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
85
89
98
cM capacity (veh/h)
155
341
757
pirection, Lane #
W B' 1
NB 1
SB 1
Volume Total
60
896
482
Volume Left
23
0
12
Volume Right
37
8
0
cSH
235
1700
757
Volume to Capacity "
0.26
0.53
0.02
Queue Length 95th (ft)
25
0
1
Control Delay (s)
25.5
0.0
0.5
Lane LOS
D
A
Approach Delay (s)
25.5
0.0
0.5
Approach LOS
D
Intersection Summa
Average Delay
1.2
Intersection Capacity Utilization
53.5%
ICU Level
of Service A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV Build with Program med+Drives.sy7
TND Engineering
Future 2013 Build Conditions AMDHV
Spear & South Drive
AM Peak With Other Programmed
01/31/2005
em'ent
WBL
WBR
NBT
NBR SBL SBT`
Lane Configurations
Y
T+
+T
Sign Control
Stop
Free
Free
Grade
01/0
0%
0%
Volume (veh/h)
7
37
781
2 11 275
Peak Hour Factor
0.92
0.92
0.92
0.92 0.92 0.92
Hourly flow rate (vph)
8
42
883
2 12 311
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
NoneQ
A`�
Median storage veh)
•, E,,.
Upstream signal (ft)
rvi WN �s �aa as fi a s .r t a K ss E
�
4' .� ...G
pX, platoon unblocked
vC, conflicting volume
1220
884
885 �r� ` °�'
� �,....
vC1, stage 1 conf vol
A..�sV U, . T'
vC2, stage 2 conf vol
��nY'.� , Will
vCu, unblocked vol
1220
884
885
tC, single (s)
6.4
6.2
4.1 !
L
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
96
88
98
cM capacity (veh/h)
196
344
765
Direction, Lane #
WB 1
NB 1
SB 1
Volume Total
50
885
323
...... ,K. °. .
Volume Left
8
0
12
Volume Right
42
2
0"�...._.�h�:r•
cSH
307
1700
765„�.
R.�
Volume to Capacity
0.16
0.52
0.02
, '01 1 , J'
Queue Length 95th (ft)
14
0
1
y _s "I",
Control Delay (s)
19.0
0.0
0.6
p4 [, t� �y.�
i M f e °"ID.w R, �x w
Lane LOS
C
A
.....3 i�Ib x". z We6• ;. s�, r r,
Approach Delay (s)
19.0
0.0
0.6
Approach LOS
C
Intersection Summary'
Average Delay
0.9
Intersection Capacity Utilization
52.9%
ICU Level of Service A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV Build with Programmed+Drives.sy7
TND Engineering
PMDHV 2008 Spear & Allen
Future Build With Other Programmed n1/31/2nns
0
(� "\-34
y &--21
North Drive
CO
cu
a)
co
Alien Rd N
r-32
y
�11
1-8 central site drive
201—.,,' ' `
18�
•,..
156�
N
co
I I "�\\-38
i
SOUth Drive
co
co
6
t,:uviy uocumentsxsoauriingtonXtraffic study\2008 PMDHV Build with Programmed+Drives. sy7
Future 2008 Build Conditions PMDHV
Spear & North Drive
PM Peak With Other Programmed
01/31/2005
f-
4,-
t
t
Movement
WBL,
WBR
=NBT
NBR
SBL .
SBT
Lane Configurations
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
20
33
470
7
11
606
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Hourly flow rate (vph)
23
37
531
8
12
685
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type ''
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1245
535
539
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1245
535
539
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5 `
3.3
2.2
p0 queue free %
88
93
99
cM capacity (veh/h)''
190
545
1029
Direction, Lane #
W'B 1
NB,1
SB 1
<;
Volume Total
60
539
697
Volume Left
23
0
12
Volume Right
37
8
0
cSH
319
1700
1029
Volume to Capacity
0.19
0.32
0.01
Queue Length 95th (ft)
17
0
1
Control Delay (s)
18.9
0.0
0.3
Lane LOS
C
A
Approach Delay (s)
18.9
0.0
0.3
Approach LOS
C
Intersection Summary
Average Delay
1.0
Intersection Capacity Utilization
52.3%
ICU Level
of Service ' A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 PMDHV Build with Program med+Drives.sy7
TND Engineering
Future 2008 Build Conditions PMDHV Spear & South Drive
PM Peak With Other Programmed 01/31/2005
Mav6ment °' 4" WBL WBR NBT NBR SBL SBT
Lane Configurations
1r
+T
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
7
37
317
2 11
710
Peak Hour Factor
0.92
0.92
0.92
0.92 0.92
0.92
Hourly flow rate (vph)
8
42
358
2 12
803
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
VAIRM
Median storage veh)
Upstream signal (ft)
"
pX, platoon unblocked
vC, conflicting volume
1187
359
361
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1187
359
361
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
96
94
99
cM capacity (veh/h)
206
685
1198
Direction, Lane #
WB 1
NB 1
SIB 1
Volume Total
50
361
815
Volume Left
8
0
12
Volume Right
42
2
0
cSH
500
1700
1198
Volume to Capacity
0.10
0.21 0.01
Queue Length 95th (ft)
8
0 1
Control Delay (s)
13.0
0.0 0.3
Lane LOS
B
A
Approach Delay (s)
13.0
0.0 0.3
Approach LOS
B
Intersection Summary''
Average Delay
0.7
Intersection Capacity Utilization
58.0% ICU Level of Service
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 PMDHV Build with Programmed+Drives.sy7
TND Engineering
,It
�o "-35
North Drive
� e
CTJ
a)
�4
Alien Rd IN
r\-32
"''8 central site
drive
207---7 �...rrr.
1
9�
162--\,i o
T N
(O T
'- r"-38
:
T -A South Drive
, a
CO
L-
c�
a�
a
CO,
CAMy Documents\soburlington\traffic study\2013 PMDHV Build with Programmed+Drives.sy7
Future 2013 Build Conditions PMDHV
Spear & North Drive
PM Peak With Other Programmed 01/31/2005
Movement
WBL
WBR
NBT
NBR SBIL
SBT
Lane Configurations
T+
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
20
34
486
7 11
879
Peak Hour Factor
0.92
0.92
0.92
0.92 0.92
0.92
Hourly flow rate (vph)
23
38
549
8 12
994
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1572
553
557
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1572
553
557
tC single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
81
93
99
cM capacity (veh/h)
120
532
1013
Direction, Lane It
W B,1'
NB' 1
5 ;.,..
Volume Total
61
557
> 1006
Volume Left
23
0
12
Volume Right
38
8
0
cSH
234
1700
1013
Volume to Capacity
0.26
0.33
0.01
Queue Length 95th (ft)
25
0
1
Control Delay (s)
25.7
0.0
0.4
Lane LOS
D
A
Approach Delay (s)
25.7
0.0
0.4
Approach LOS
D
Intersection Summary
Average Delay
1.2
Intersection Capacity Utilization
67.2%
ICU Level
of Service C
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2013 Build Conditions PMDHV Spear & South Drive
PM Peak With Other Programmed 01/31/2005
f- *-- f Is. t
Movement
WBL
WBR
NBT
NBR "SBL , 'SBT
Lane Configurations
Y
T,
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h) ,
7
37
330
2 11
737
Peak Hour Factor
0.92
0.92
0.92
0.92 0.92
0.92
Hourly flow rate (vph)
8
42
373
2 12
833
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC;_conflicting volume
1232
374
375
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1232
374
375
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
96
94
99
cM capacity (veh/h)
193
672
1183
Direction, Lane #
W B ;1
N13,11
SB 1
Volume Total
50
375
846
Volume Left
8
0
12
Volume Right
42
2
0
cSH
482
1700
1183
Volume to Capacity
0.10
0.22
0.01
Queue Length 95th (ft)
9
0
1
Control Delay (s)
13.3
0.0
0.3
Lane LOS
B
A
Approach Delay (s)
13.3
0.0
0.3
Approach LOS
B
intersection Summary
Average Delay
0.7
Intersection Capacity Utilization
59.5%
ICU Level of Service B
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 PMDHV Build with Programmed+Drives.sy7
TND Engineering
Intersection
LOS
Summaries
F/D F F C A F
F/D B F C B F
F/E F F C B F
F/E B F C B F
F/C E F B A E
F/D 3 F B A E
F/C F F B A F
F/D B F B A F
* FIRST VALUE EXISTING LANE CONFIGURATION, SECOND WITH CHANGED NB LANES
C C
C B
D C
D B
Project Traffic as a
Percent of
Intersection Traffic,
By Intersection
2008 AM
8.2%
15.7%
3.9%
1.90/0
2.5%
2.8%
2008 PM
7.3%
13.5%
3.8%
1.90/0
2.5%
2.5%
2013 AM
7.9%
15.2%
3.7%
1.8%
3.8%
2.6%
2013 PM
7.0%
13.0%
3.6%
1.8%
2.3%
2.3%
Spear & Swift
Future 2008 Timing
Split Changes &
Dual NB left turn
lanes
Future 2008 Build Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
02/01/2005
Lane Group EBL
EBT
EBR
WBL
WBT
WBR
` NBL
NBT
SBL
SBT
Lane Configurations
t
r*
t
r
111�
t
Volume (vph) 56
69
137
162
405
145
375
454
21
205
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Detector Phases 4
4
4
8
8
8
2
2
6
6
Minimum Initial (s) 4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s) 20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s) 32.0
32.0
32.0
32.0
32.0
32.0
46.0
46.0
46.0
46.0
Total Split (%) 41.0%
41.0%
41.0%
41.0%
41.0%
41.0%
59.0%
59.0%
59.0%
59.0%
Yellow Time (s) 3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s) 0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
Lead/Lag
Lead -Lag Optimize?
Recall Mode None
None
None
None
None
None
Max
Max
Max
Max
Act Effct Green (s)
28.0
28.0
28.0
28.0
42.0
42.0
42.0
42.0
Actuated g/C Ratio
0.36
0.36
0.36
0.36
0.54
0.54
0.54
0.54
v/c Ratio
1.32
0.27
1.36
0.28
0.91
0.75
0.12
0.30
Control Delay
217.9
4.3
198.7
8.8
42.2
19.8
10.6
9.8
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
217.9
4.3
198.7
8.8
42.2
19.8
10.6
9.8
LOS
F
A
F
A
D
B
B
A
Approach Delay
105.8
160.0
28.8
9.9
Approach LOS
F
F
C
A
Intersection Summary
Cycle Length: 78
Actuated Cycle Length: 78
Natural Cycle: 75
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.36
Intersection Signal Delay: 78.1
Intersection
LOS:
E
Intersection Capacity Utilization
88.4%
ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 1: Swift St & Soear St
t
m2
L 4
:f6S 132S
06
00
E S
S
existing timing splits
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2008 Build Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
02/01/2005
--"
---,_
--*
f-
4--
4-_
4
Movement„ EBL
EBT
EBR
WBL
WBT
WBR
NBL-
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r
T
r
T31
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1690
1711
2040
Fit Permitted
0.19
1.00
0.83
1.00
0.51
1.00
0.23
1.00
Satd. Flow (perm)
327
1478
1441
1583
947
1690
406
2040
Volume (vph) 56
69
137
162
405
145
375
454
104
21
205
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
_ 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 69
85
170
201
501
180
464
562
129
26
254
74
RTOR Reduction (vph) 0
0
109
0
0
71
0
11
0
0
13
0
Lane Group Flow (vph) 0
154
61
0
702
109
464
680
0
26
315
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
28.0
28.0
28.0
28.0
42.0
42.0
42.0
42.0
Effective Green, g (s)
28.0
28.0
28.0
28.0
42.0
42.0
42.0
42.0
Actuated g/C Ratio
0.36
0.36
0.36
0.36
0.54
0.54
0.54
0.54
Clearance Time (s)
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
Lane Grp Cap (vph)
117
531
517
568
510
910
219
1098
v/s Ratio Prot
0.40
0.15
v/s Ratio Perm
0.47
0.04
c0.49
0.07
c0.49
0.06
v/c Ratio MIN«.
1.32
0.11
1.36
0.19
0.91
0.75
0.12
0.29
Uniform Delay, d1
25.0
16.7
25.0
17.2
16.3
13.9
8.9
9.8
Progression Factor " t
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
190.2
0.1
173.3
0.2
22.8
5.6
1.1
0.7
Delay (s) � 3,
215.2
16.8
198.3
17.4
39.1
19.5
10.0
10.5
Level of Service
F
B
F
B
D
B
A
B
Approach Delay (s) �,;
111.1
161.4
27.4
10.4
Approach LOS
F
F
C
B
Inte"rseet)on'8bmmary
HCM Average Control Delay
78.7
HCM
Level of Service
E
HCM Volume to Capacity ratio
1.09
Actuated Cycle Length (s)
78.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
88.4%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
existing timing splits
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2008 Build Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
02/01/2005
--�*'
Lane Group
EBL
EBT
EBR
WBL
WBT
' WBR"`
NB'L
NBT
SBL
SBT
Lane Configurations
t
r
t
r
T,
t
Volume (vph)
56
69
137
162
405
145
375
454
21
205
Turn Type
custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
4
4
4
8
8
2
6
Detector Phases
4
4
4
8
8
8
2
2
6
6
Minimum Initial (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s)
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s)
37.0
37.0
37.0
37.0
37.0
37.0
41.0
41.0
41.0
41.0
Total Split (%)
47.4%
47.4%
47.4%
47.4%
47.4%
47.4%
52.6%
52.6%
52.6%
52.6%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
Lead/Lag
Lead -Lag Optimize?
Recall Mode
None
None
None
None
None
None
Max
Max
Max
Max
Act Effct Green (s)
33.0
33.0
33.0
33.0
37.0
37.0
37.0
37.0
Actuated g/C Ratio
0.42
0.42
0.42
0.42
0.47
0.47
0.47
0.47
v/c Ratio
0.60
0.24
1.13
0.24
1.08
0.85
0.18
0.33
Control Delay
29.7
3.4
102.5
6.2
92.0
30.0
15.8
12.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
29.7
3.4
102.5
6.2
92.0
30.0
15.8
12.9
LOS
C
A
F
A
F
C
B
B
Approach Delay
15.9
82.9
54.9
13.1
Approach LOS
B
F
D
B
Intersection Sumrrta
Cycle Length: 78
Actuated Cycle Length: 78
Natural Cycle: 75
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.13
Intersection Signal Delay: 53.9 Intersection LOS: D
Intersection Capacity Utilization 88.4% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 1: Swift St & Snear St
t0
o4
41 s 1 137
s
1
06
08
41 s 1
37 s
Optimized timing splits
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2008 Build Conditions AMDHV Spear & Swift
AM Peak With Other Programmed 02/01/2005
---* --0- f- 4--- 4- -*,
Movement EBL EBT EBR WBL ' WBT WBR NBL NBT; NBR SBL SBT SBR
Lane Configurations
t
r
t
r
T
t
Ideal Flow (vphpl) 1900
1900
1900
1900 1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12 10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. flow (prot)
1700
1478
1714
1583
1770
1690
1711
2040
Flt Permitted
0.35
1.00
0.84
1.00
0.48
1.00
0.17
1.00
Satd. Flow (perm)
604
1478
1467
1583
902
1690
303
2040
Volume (vph) 56
69
137
162 405
145
375
454
104
21
205
60
Peak -hour factor, PHF 0.84
0.84
0.84
0.84 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104% 104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 69
85
170
201 501
180
464
562
129
26
254
74
RTOR Reduction (vph) 0
0
98
0 0
71
0
11
0
0
14
0
Lane Group Flow (vph) 0
154
72
0 702
109
464
680
0
26
314
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
33.0
33.0
33.0
33.0
37.0
37.0
37.0
37.0
Effective Green, g (s)
33.0
33.0
33.0
33.0
37.0
37.0
37.0
37.0
Actuated g/C Ratio
0.42
0.42 `
0.42
0.42
0.47
0.47
0.47
0.47
Clearance Time (s)
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
Lane Grp Cap (vph)
256
625
621
670
428
802
144
968
v/s Ratio Prot
0.40
0.15
v/s Ratio Perm
0.26
0.05
c0.48
0.07
c0.51
0.09
v/c Ratio
0.60
0.12
1.13
0.16
1.08
0.85
0.18
0.32
Uniform Delay, d1
17.4
13.6
22.5
13.9
20.5
18.0
11.8
12.7
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
3.9
0.1
77.7
0.1
68.0
10.8
2.7
0.9
Delay (s)
21.4
13.7
100.2
14.1
88.5
28.9
14.5
13.6
Level of Service
C
B
F
B
F
C
B
B
Approach Delay (s)
17.4
82.6
52.8
13.7
Approach LOS
B
F
D
B
Intersection Summary
HCM Average Control Delay
53.2
HCM Level of Service
D
HCM Volume to Capacity ratio
1.1°1
Actuated Cycle Length (s)
78.0
Sum of lost
time
(s)
8.0
Intersection Capacity Utilization
88.4%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
Optimized timing splits
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2008 Build Conditions PMDHV
Spear & Swift
PM Peak With Other Programmed
02/01/2005
Lane Group ;. EBL
' EBT
EBR
WBL
WBT'
`",.,. n R
BIL
NBT
SBL
SBT
Lane Configurations
t
t
r
t
Volume (vph) 54
201
467
187
113
56
231
260
108
484
i-'
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Detector Phases " 4"
4
4
8
8
8
2
2
6
6
Minimum Initial (s) 4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Minimum Split (s) 20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
Total Split (s) 37.0
37.0
37.0
37.0
37.0
37.0
41.0
41.0
41.0
41.0
Total Split (%) 47.4%
47.4%
47.4%
47.4%
47.4%
47.4%
52.6%
52.6%
52.6%
52.6%
Yellow Time (s) 3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s) 0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
Lead/Lag
Lead -Lag Optimize?
Recall Mode None
None
None
None
None
None
Max
Max
Max
Max
Act Effct Green (s)
27.7
27.7
27.7
27.7
37.3
37.3
37.3
37.3
Actuated g/C Ratio
0.38
0.38
0.38
0.38
0.51
0.51
0.51
0.51
v/c Ratio
0.49
0.73
0.90
0.10
1.54
0.53
0.36
0.64
Control Delay
19.3
14.6
38.3
4.3
293.2
14.6
16.7
17.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
19.3
14.6
38.3
4.3
293.2
14.6
16.7
17.5
LOS
B
B
D
A
F
B
B
B
Approach Delay
16.3
32.9
115.4
17.4
Approach LOS
B
C
F
B
Intersection Surma
Cycle Length: 78
Actuated Cycle Length: 73.1
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.54
Intersection Signal Delay: 45.0
Intersection
LOS:
D
Intersection Capacity Utilization
92.1 %
ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 1: Swift St & Spear St
02
m4
41 s
37 s
06_
08
41 s
3? s
Optimized Timing Splits
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build with Programmed+Drives.sy7
Future 2008 Build Conditions PMDHV
Spear & Swift
PM Peak With Other Programmed
02/01/2005
-1,
--,,
f-
4\
f
l*
\*
#
41
Movement EBL
EBT
EBR
WBL
WBT
'WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r*
t
r
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4,0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.95
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1686
1583
1770
1645
1711
2046
Flt Permitted
0.87
1.00
0.55
1.00
0.21
1.00
0.39
1.00
Satd. Flow (perm)
1517
1478
949
1583
397
1645
706
2046
Volume (vph) 54
201
467
187
113
56
231
260
147
108
484
125
Peak -hour factor, PHF 0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 60
225
522
209
126
63
258
291
164
121
541
140
RTOR Reduction (vph) 0
0
153
0
0
39
0
24
0
0
11
0
Lane Group Flow (vph) 0
285
369
0
335
24
258
431
0
121
670
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
27.7
27.7
27.7
27.7
37.3
37.3
37.3
37.3
Effective Green, g (s)
27.7
27.7
27.7
27.7
37.3
37.3
37.3
37.3
Actuated g/C Ratio
0.38
0.38
0.38
0.38
0.51
0.51
0.51
0.51
Clearance Time (s)
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
Lane Grp Cap (vph)
576
561
360
601
203
841
361
1045
v/s Ratio Prot
0.26
0.33
v/s Ratio Perm
0.19
0.25
c0.35
0.02
c0.65
0.17
v/c Ratio
0.49
0.66
0.93
0.04
1.27
0.51
0.34
0.64
Uniform Delay, d1
17.3
18.7
21.7
14.3
17.9
11.8
10.5
13.0
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.7
2.8
30.2
0.0
154.7
2.2
2.5
3.0
Delay (s)
18.0
21.5
52.0
14.3
172.6
14.1
13.0
16.0
Level of Service
B
C
D
B
F
B
B
B
Approach Delay (s)
20.3
46.0
71.4
15.5
Approach LOS
C
D
E
B
Intersection Summary
HCM Average Control Delay
36.0
HCM Level of Service
D
HCM Volume to Capacity ratio
1.13
Actuated Cycle Length (s)
73.0
Sum
of lost
time
(s)
8.0
Intersection Capacity Utilization
92.1 %
ICU Level
of Service
F
Analysis Period (min)
15
c Critical Lane Group
Optimized Timing Splits
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build with Programmed+Drives.sy7
Future 2008 Build Conditions PMDHV
Spear & Swift
PM Peak With Other Programmed
02/01/2005
Movement EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r
t
r
T+
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
0.97
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.95
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1686
1583
3433
1645
1711
2046
Flt Permitted
0.87
1.00
0.55
1.00
0.21
1.00
0.39
1.00
Satd. Flow (perm)
1517
1478
949
1583
770
1645
706
2046
Volume (vph) 54
201
467
187
113
56
231
260
147
108
484
125
Peak -hour factor, PHF 0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 60
225
522
209
126
63
258
291
164
121
541
140
RTOR Reduction (vph) 0
0
153
0
0
39
0
24
0
0
11
0
Lane Group Flow (vph) 0
285
369
0
335
24
258
431
0
121
670
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
27.7
27.7
27.7
27.7
37.3
37.3
37.3
37.3
Effective Green, g (s)
27.7
27.7
27.7
27.7
37.3
37.3
37.3
37.3
Actuated g/C Ratio
0.38
0.38
0.38
0.38
0.51
0.51
0.51
0.51
Clearance Time (s)
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
Lane Grp Cap (vph)
576
561
360
601
393
841
361
1045
v/s Ratio Prot
0.26
0.33
v/s Ratio Perm
0.19
0.25
c0.35
0.02
c0.34
0.17
v/c,Ratio
0.49
0.66
0.93
0.04
0.66
0.51
0.34
0.64
Uniform Delay, d1
17.3
18.7
21.7
14.3
13.1
11.8
10.5
13.0
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.7
2.8
30.2
0.0
8.3
2.2
2.5
3.0
Delay (s)
18.0
21.5
52.0
14.3
21.4
14.1
13.0
16.0
Level of Service
B
C
D
B
C
B
B
B
Approach Delay (s).fo� "
20.3
46.0
16.7
15.5
Approach LOS
C
D
B
B
Intersection Summary
HCM Average Control Delay
21.7
HCM
Level of Service
C
HCM Volume to Capacity ratio
0.77
Actuated Cycle Length (s)
73.0
Sum of lost
time
(s)
8.0
Intersection Capacity Utilization
91.4%
ICU Level
of Service
F
Analysis Period (min)
15
c Critical Lane Group
dual NB lefts
C:\My Documents\soburlington\traffic study\2008 PMDHV Build with Programmed+Drives.sy7
TND Engineering
Future 2008 Build Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
02/01/2005
Movement EBL
EBT
EBR
WBIL
` WBT
WBR
NBL
NBT
-NBR
SBIL
SBT
SBF
Lane Configurations
t
r
t
r
T31
t
Ideal Flow (vphpl) 1900 _
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
0.97
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00 ,
0.97
Fit Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
3433
1690
1711
` 2040
Fit Permitted
0.35
1.00
0.84
1.00
0.48
1.00
0.17
1.00
Satd. flow (perm)
604
1478
1467
1583
1750
1690
303
2040
Volume (vph) 56
69
137
162
405
145
375
454
104
21
205
60
Peak -hour factor, _PHI 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0 84
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 69
85
170
201
501
180
464
562
129
26
254
74
RTOR Reduction (vph) 0
0
98
0
0
71
0
11
0
0
14
0
Lane Group Flow (vph) 0
154
72
0
702
109
464
680
0
26
314
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
33.0
` 33.0
33.0
33.0
37.0
37.0
37.0
37.0
Effective Green, g (s)
33.0
33.0
33.0
33.0
37.0
37.0
37.0
37.0
Actuated g/C Ratio
0.42
0.42
0.42
0.42
0.47
0.47
0.47
0.47
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Vehicle Extensions)
3`.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
256
625
621
670
830
802
144
968
v/s Ratio Prot
c0.40
0.15
v/s Ratio Perm
0.26
0.05
c0.48
0.07
0.27
0.09
v/c Ratio
0.60
0.12
1.13
0.16
0.56
0.85
0.18
0.32
Uniform Delay, d1
17.4
13.6
22.5
13.9
14.7
18.0
11.8
12.7
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00_
Incremental Delay, d2
3.9
0.1
77.7
0.1
2.7
10.8
2.7
0.9
Delay (s)
21.4
13.7
100.2
14.1
17.4
28.9
14.5
13.6
Level of Service
C
B
F
B
B
C
B
B
Approach Delay, (s)
17.4
82.6
24.3
13.7
Approach LOS
B
F
C
B
Intersection Summary
HCM Average Control Delay
41.0
HCM
Level of Service
D
HCM Volume to Capacity ratio
0.98
Actuated Cycle Length (s)
78.0
Sum of lost
time
(s)
8.0
Intersection Capacity Utilization
86.6%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
Dual NB lefts
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed+Drives.sy7
TND Engineering
Protected+
Permitted
Signal Changes
Options
Future 2008 Build Conditions AMDHV
Spear & Swift
AM Peak With Other Programmed
02/01/2005
Movement
EBL'F
EBT
'EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
, SBR
Lane Configurations
t
r
t
r
T
t
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
12
f Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1690
1711
2040
Flt Permitted
0.37
1.00
0.85
1.00
0.28
1.00
0.19
1.00
Satd. Flow (perm)
644
1478
1470
1583
523
1690
335
2040
Volume (vph)
56
69
137
162
405
145
375
454
104
21
205
60
Peak -hour factor, PHF
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
69
85
170
201
501
180
464
562
129
26
254
74
RTOR Reduction (vph)
0
0
146
0
0
63
0
10
0
0
13
0
Lane Group Flow (vph)
0
154
24
0
702
117
464
681
0
26
315
0
Turn Type
Prot
Over
Perm
Perm
pm+pt
pm+pt
Protected Phases
7
5
8
5
2
1
6
Permitted Phases
4
8
8
2
6
Actuated Green, G (s)' ~'
34.3
11.0
34.3
34.3
36.5
30.9
23.1
21.5
Effective Green, g (s)
34.3
11.0
34.3
34.3
36.5
30.9
23.1
21.5
Actuated g/C Ratio
0.44
0.14
0.44
0.44
0.46
0.39
0.29
0.27
Clearance Time (s)
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
Lane Grp Cap (vph)
280
206
640
689
416
663
126
557
v/s Ratio Prot
0.02
c0.16
0.40
0.00
0.15
v/s Ratio Perm
0.24
c0.48
0.07
c0.36
0.06
v/c Ratio
0.55
0.12
1.10
0.17
1.12
1.03
0.21
0.57
Uniform Delay, d1
16.5
29.6
22.2
13.6
18.4
23.9
21.7
24.6
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.3
0.3
65.0
0.1
79.3
42.2
0.8
4.1
Delay (s)
18.9
29.9
87.2
13.7
97.7
66.1
22.6
28.7
Level of Service
B
C
F
B
F
E
C
C
Approach Delay (s)
24.6
72.2
78.8
28.3
Approach LOS
C
E
E
C
Intersection Summary
HCM Average Control Delay
63.6 HCM Level of Service E
HCM Volume to Capacity ratio
1.09
Actuated Cycle Length (s)
78.8 Sum of lost time (s) 8.0
Intersection Capacity Utilization
88.4% ICU Level of Service E
Analysis Period (min)
15
c Critical Lane Group
With Permitted/Protected etc
C:\My Documents\soburlington\traffic study\2008 AMDHV Build with Programmed.sy7
TND Engineering
SimTraffic
Reports, Future
Build Conditions
2008 AM Peak Build + Programmed
PMdhv
Summary of All Intervals
South Village
02/01 /2005
Start Time
4:00
End Time
4:13
r Total Time (min)
13
f Time Recorded (min)
10
of Intervals
2
# of Recorded Intvls
1
M Vehs Entered
968
Vehs Exited
755
Starting Vehs
228
Ending Vehs
441
Denied Entry Before
1
Denied Entry After
3
Travel Distance (mi)
1494
j Travel Time (hr)
64.3
Total Delay (hr)
12.3
Total Stops
961
Fuel Used (gal)
76.8
Interval #0 Information
Seeding
Start Time
4:00
End Time
4:03
Total Time (min)
3
Volumes adjusted by Growth
Factors.
No data recorded this interval_
Interval #1 Information Recording
Start Time
4:03
End Time
4:13
Total Time (min)
10 Mr"'
Volumes adjusted by Growth Factors.
Vehs fired
968
Vehs Exited
755
Starting Vehs
228
Ending Vehs
441
Denied Entry Before
1
Denied Entry After
3
Travel Distance (mi)
1494
Travel Time (hr)
64.3
TotalDelay (hr)
12.3
Total Stops
961
Fuel Used (gal)
76.8
CEC SimTraffic Report
Page 1
TND Engineering
2008 AM Peak Build + Programmed South Village
PMdhv 02/01 /2005
1: Swift St & Spear St Performance by approach
Approach "EB WB NB SB All
Total Delay (hr) 0.2 1.3 0.5 0.2 2.1
Stop Delay (hr) 0.2 1.1 0.4 0.1 1.8
2: Allen Rd & Spear St Performance by approach
Approach EB WB NB SB All
Total Delay (hr) 0.2 0.1 0.2 0.1 0.5
Stop Delay (hr) 0.1 0.0 0.1 0.0 0.4
3: Barstow Rd & Spear St Performance by approach
Approach WB NB SB All
Total Delay (hr) 0.3 0.7 0.1 1.0
Stop Delay (hr) 0.2 0.0 0.0 0.2
4: Barstow Rd & Dorset St Performance by approach
Approach EB WB NB'` SB All
Total Delay (hr) 0.1 0.1 0.2 0.0 0.4
Stop Delay (hr) 0.0 0.0 0.1 0.0 0.2
5: Allen Rd & Shelburne Rd Performance by approach
Approach WB NB SIB All
Total Delay (hr) 0.3 0.5 0.9 1.7
Stop Delay (hr) 0.1 0.1 0.20.5
6: Webster Road & Spear St Performance by approach
Approach EB NB "-'SB All
Total Delay (hr) 0.2 0.4 0.3 0.9
Stop Delay (hr) 0.1 0.2 0.1 0.4
25: North Drive & Spear St Performance by approach
Approach
WB
NB
SB
All
Total Delay (hr)
0.0
0.2
0.6
0.8
Stop Delay (hr)
0.0
0.0
0.0
0.0
27: South Drive & Spear St Performance by approach
Approach ,, ,
WB
NB
SB
All
Total Delay (hr)
0.0
0.4
0.0
0.4
Stop Delay (hr)
0.0
0.0
0.0
0.0
CEC SirnTraffic Report
Page 2
TND Engineering
2008 AM Peak Build + Programmed
PMdhv
Total Network Performance
South Village
02/01 /2005
Total Delay (hr) 12.3
Stop Delay (hr) 4.3
CEC SirnTraffic Report
Page 3
TND Engineering
2008 AM Peak Build + Programmed South Village
P M d by 02/01 /2005
Intersection: 1: Swift St & Spear St
Movement '
EB
.. EB
WB
WB
B10
NB
NB-
B9
SB
SB,,
Directions Served
LT
R
LT
R
T
L
TR
T
L
TR
Maximum Queue (ft)
154 ''
48
283
151
610
101
253
32
103
141
Average Queue (ft)
85
29
283
94
295
66
138
6
27
72
95th Queue (ft)
154
45
284
202
607
119
251
28
93
138
Link Distance (ft)
257
212
1310
181
6681
282
Upstream Blk Time (%)
0.51
0.07
Queuing Penalty (veh)
0
59
Storage Bay Dist (ft)
150
125
75
80
Storage Blk Time (%)
0.02
0.52
0.00
0.19
0.15
0.10
Queuing Penalty (veh)
2
79
0
112
58
2
Intersection: 2: Allen Rd & Spear St
Movement
EB
EB
W B
W B
NB
N8"'
"" B24
SB
SB
SB
Directions Served
L
TR
LT
R
L
TR
T
L
T
R
Maximum Queue (ft)
122
146
30
51
90
162
51
70
97
71
`k
Average Queue (ft)
67
50
17
32
45
111
10
20
19
19
95th Queue (ft)
128
130
41
63
99
191
44
65
84
65;r-,'
Link Distance (ft)
130
1817
98
1206
80
Upstream Blk Time (%)
0.01
0.01
0.00
0.09
0.00
0.00
0.00
Queuing Penalty (veh)
0
3
0
75
0
1
0
Storage Bay Dist (ft)
100
100
100
100
90
Storage Blk Time (%)
0.02
0.00
0,09
0.00
0.00
0.00
Queuing Penalty (veh)
1
0
21
1
0
1
Intersection: 3: Barstow Rd & Spear St
WVement -
W B SB . v
Directions Served
LR LT
Maximum Queue (ft)
160 55
Average Queue (ft)
83 11
95th Queue (ft)
151 47
Link Distance (ft)
5099 2809
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
CEC SimTraffic Report
Page 4
TND Engineering
2008 AM Peak Build + Programmed
PMdhv
Intersection: 4: Barstow Rd & Dorset St
South Village
02/01 /2005
Movement
ES
WB
NB
SB
Directions Served
LTR
LTR
LTR
LTR
Maximum Queue (ft)
95
77
114
51
Average Queue (ft)
41
52
77
33
95th Queue (ft)
93
77
116
48
Link Distance (ft)
5099
2336
2155
2195
Upstream Blk Time (% )
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 5: Allen Rd & Shelburne Rd
Movement
B
'NB
NB
SB
SB
SB
Directions Served
L
R
T
TR
L
T
T
Maximum Queue (ft)
86
74
180
96
116
112
114
Average Queue (ft)
52
47
72
48
67
63
47
95th Queue (ft)
94
75
170
115
114
123
125
Link Distance (ft)
3881
1741
1741
5441
5441
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
150
150
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 6: Webster Road & Spear St
Movement
EB
NB
SB,.
Directions Served
LR
LT
TR
Maximum Queue (ft)
133
195
100
Average Queue (ft)
91
134
72
95th Queue (ft)
134
198
103
Link Distance (ft)
3012
1048
5224
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
CEC SimTraffic Report
Page 5
TND Engineering
2008 AM Peak Build + Programmed South Village
PMdhv 02/01 /2005
Intersection: 25: North Drive & Spear St
! Movement
W B
SB
Directions Served
LR
LT
Maximum Queue (ft)
71
99
Average Queue (ft)
32
26
95th Queue (ft)
70
89
Link Distance (ft)
1132
6681
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 27: South Drive & Spear St
Movement
W B
SB
Directions Served
LR
LT
Maximum Queue (ft)
50
31
Average Queue (ft)
33
6
95th Queue (ft)
47
27
Link Distance (ft)
1213
1206
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Nework Summary
Network wide Queuing Penalty: 418
CEC SimTraffic Report
Page 6
TND Engineering
2008 PM Build South Village
P M d by 02/01 /2005
Summary of All Intervals
Start Time 4A0
End Time
4:13
Total Time (min)
13
Time Recorded (min)
10
#:of Intervals
2
# of Recorded Intvls
1
Vehs Entered
958
Vehs Exited
763
Starting Vehs
246
Ending Vehs
441
Denied Entry Before
0�,rr,.,,..,.
Denied Entry After
12
Travel Distance (mi)
1433
� � � � ` � � „ .
Travel Time (hr)
65.4
+.,., ��Y zT ..ryx. .K.., , .6"... d.Y 4^.. Yl.. _. .Rw�x d.. .fib. •e.
Total Delay (hr)
15.3
pg*,
Total Stops
1029
�...xw
&� s s , �R
Fuel Used (gal) 78.7 j � �� � „� �� -'y �
Interval #0 Information Seedin
Start Time
4:00
End Time
4:03
Total Time (min)
3
Volumes adjusted by Growth
Factors.
No data recorded this interval.
,�
Interval #1 Information
Recording
Start Time
4:03
M
End Time
4:13
Total Time (min)
10y�1
'1 �� , at' '+5?y
�..�9P WHOM
Volumes adjusted by Growth Factors.
�� r , 2"^-.. • i�� , .,..., ii , . .. ,. ....E_ :2, gt�.., _ l�'..... ,iY�f,.,�o ts....'��a✓
Vehs K Entered
958
Vehs Exited
763
Starting Vehs
.246
;.:,�•�E� �.� _.,. ��:.�,�.�� ::, � �� �.� .._��` a. _ , �..�_ � ���� �
Ending Vehs
441
Denied Entry Before
0'
Denied Entry After
12
Travel Distance (mi)
1433
Travel Time (hr)
65.4
Total Delay (hr)
15.3
Total Stops
1029
Fuel Used (gal)
78.7
SimTraffic Report
CEC Page 1
TND Engineering
2008 PM Build
PMdhv
1: Swift St & Spear St Performance by approach
Approa'ch EB W18NB SB All
Total Delay (hr) 0.5 1.7 1.4 0.7 4.2
Stop Delay (hr) 0.4 1.6 1.4 0.5 3.9
2: Allen Rd & Spear St Performance by approach
Approach EB WB NB SB All
Total Delay (hr) 0.3 0.0 0.1 0.2 0.7
Stop Delay (hr) 0.3 0.0 0.1 0.2 0.6
3: Barstow Rd & Spear St Performance by approach
1 iproach WB NB ' SB All
Total Delay (hr) 0.2 0.3 0.3 0.8
Stop Delay (hr) 0.1 0.0 0.0 0.1
4: Barstow Rd & Dorset St Performance by approach
Approach EB WB NB SB A
Total Delay (hr) 0.1 0.2 0.0 0.2 0.5
Stop Delay (hr) 0.0 0.1 0.0 0.1 0.2
5: Allen Rd & Shelburne Rd Performance by approach
Approach WB; NB SB All
Total Delay (hr) 0.2 0.3 1.3 1.8
Stop Delay (hr) 0.1 0.1 0.1 0.3
6: Webster Road & Spear St Performance by approach
Approach EB NB SIB All
Total Delay (hr) 0.2 0.1 0.8 1.1
Stop Delay (hr) 0.1 0.1 0.3 0.5
25: North Drive & Spear St Performance by approach
Approach WB NB SB All
Total Delay (hr) 0.0 0.1 1.2 1.2
Stop Delay (hr) 0.0 00 0.0 0.0
27: South Drive & Spear St Performance by approach
Approach WB NB SB All
Total Delay (hr) 0.0 0.1 0.1 0.2
Stop Delay (hr) 0.0 0.0 0.0 0.0
South Village
02/01 /2005
SirnTraffic Report
CEC
Page 2
TND Engineering
2008 PM Build
PMdhv
Total Network Performance
Total Delay (hr) 15.3
Stop Delay (hr) " 8.1
South Village
02/01 /2005
CEC SirnTraffic Report
Page 3
TND Engineering
2008 PM Build
PMdhv
Intersection: 1: Swift St & SDear St
South Village
02/01 /2005
Moverrient
EB
:EB
WB
WB
B10
NB
NB
B9
SB
SB
B20
Directions Served
LT
R
LT
R
T
LT
R
T
L
TR
T
Maximum Queue (ft)
110
174
271
151
522
253
27
375
31
352
73
Average Queue (ft)
59
150
269
93
424
186
15
98
30
272
15
95th Queue (ft)
125
202
275
207
581
304
36
338
32
370
63
Link Distance (ft)
257
200
1310
182
182
6680
282
636
Upstream Blk Time (%)
0.89
0.40
0.04
Queuing Penalty (veh)
0
105
0
Storage Bay Dist (ft)
150
125
80
Storage Blk Time (%)
0.07
0.88
0.30
Queuing Penalty (veh)
20
51
34
Intersection: 2: Allen Rd & SDear St
Movement
EB
EB
WB
WB
NB
NB
SB
SB
SB'
B21
Directions Served
L
TR
LT
R
L
TR
L
T
R
T
Maximum Queue (ft)
122
141
30
31
54 `
119
53
149
72
54
Average Queue (ft)
80
80
11
24
38
62
18
105
66
15
95th Queue (ft)
121
150
35
44
73
111
55
189
79
51
Link Distance (ft)
130
1817
98
80
1264
Upstream Blk Time (%)
0.01
0.02
0.02
0.11
0.01
Queuing Penalty (veh)
0
6
8
73
0
Storage Bay Dist (ft) `
100
100
100
100
90
Storage Blk Time (%)
0.06
0.06
0.02
0.11
0.01
Queuing Penalty (veh)
' 11
13
2
35
4
Intersection: 3: Barstow Rd & Spear St
Movement
WB SB
Directions Served
LR LT
Maximum Queue (ft)
114 115
Average Queue (ft)
73 49
95th Queue (ft)
130 123
Link Distance (ft)
5099 2809
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
CEC SimTraffic Report
Page 4
TND Engineering
2008 PM Build South Village
PMdhv 02/01 /2005
Intersection: 4: Barstow Rd & Dorset St
Movement
EB
WB
NB
SB
Directions Served
LTR
LTR
LTR
LTR
Maximum Queue (ft)
76
96
52
135
Average Queue (ft)
50
73
32
92
95th Queue (ft)
94
105
63
154
Link Distance (ft)
5099
2336
2155
2195
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 5: Allen Rd & Shelburne Rd
Movement
WB
WB
NB
NB'`
Directions Served
L
R
T
TR
I_
T
T
Maximum Queue (ft)
107
51
95
96
56
99
75
Average Queue (ft)
56
27
59
59
45
49
29
95th Queue (ft)
104
53
112
123
63
120
89
Link Distance (ft)
3881
1741
1741
5441
5441
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
150
150
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 6: Webster Road & Spear St
Storage Blk Time (%)
Queuing Penalty (veh)
CEC SimTraffic Report
Page 5
TND Engineering
2008 PM Build South Village
PMdhv 02/01 /2005
Intersection: 25: North Drive & Spear St
Movement
WB
Directions Served
LR
Maximum Queue (ft)
25
Average Queue (ft)
15
95th Queue (ft) ''
35
Link Distance (ft)
1117
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 27: South Drive & Spear St
Movement
W B
Directions Served
LR
Maximum Queue (ft)
56
Average Queue (ft)
29
95th Queue (ft)
58
Link Distance (ft)
1213
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Nework Summary
Network wide Queuing Penalty: 361
CEC SimTraffic Report
Page 6
TND Engineering
2013 AM Build with Programmed South Village
02/01 /2005
Summary of All Intervals
Start"Tim"
4:00
End Time
4:13
Total Time (min)
13
Time Recorded (min)
10
# of Intervals
2
# of Recorded Intvls
1
Vehs Entered
1021
Vehs Exited
802
Starting Vehs
253
Ending Vehs
472
Denied Entry Before
0
s._ ...�,�°t� ,. ,...,.�s..�a�r...�, ...W��"ia.,�
Denied Entry After
7
Travel Distance mi
()
1564
`ee�i+...�.nei...«.
Travel Time (hr)
67.8
Total Delay (hr)
13.6
Total Stops
1144
Fuel Used (gal)
85.7
Interval #0 Information Seedi
Start Time 4:00 yl
End Time 4:03
Total Time (min) 3;
Volumes adjusted by Growth Factors.
No data recorded this interval.
Interval #1 Information Recordin
Start Time 4:03 ,�,r ., `r., .,k OW
End Time 4:13
Total Time (min) 10 '...'. g,�
Volumes adjusted by Growth Factors.
/ehM%recl
1021
Vehs Exited
802
Starting Vehs
253
Ending Vehs
472
Denied Entry Before
0
Denied Entry After
7
Travel Distance (mi)
1564
Travel Time (hr)
67.8
Total Delay (hr)
13.6
Total Stops
1144
Fuel Used (gal)
85.7
SimTraffic Report
CEC Page 1
TND Engineering
2013 AM Build with Programmed
1: Swift St & SDear St Performance by approach
Approach EB WB NB SB All
Total Delay (hr) 0.3 1.2 0.7 0.1 2.4
Stop Delay (hr) 0.2 1.0 0.7 0.1 2.1
2: Allen Rd & SDear St Performance by aDDroach
Approach EB WB NB SB
Total Delay (hr) 0.2 0.1 0.4 0.1 0.7
Stop Delay (hr) 0.2 0.1 0.3 0.1 0.6
3: Barstow Rd & Spear St Performance by approach
Approach WB NB SB All
Total Delay (hr) 0.3 0.8 0.2 1.2
Stop Delay (hr) 0.2 0.0 0.0 0.2
4: Barstow Rd & Dorset St Performance by approach
Approach 'a'�'. ' , , EB.- WB NB SB All
Total Delay (hr) 0.1 0.1 0.3 0.1 0.5
Stop Delay (hr) 0.0 0.0 0.2 0.0 0.2
5: Allen Rd & Shelburne Rd Performance by approach
South Village
02/01 /2005
Total Delay (hr) 0.6 0.6 1.1 2.3
Stop Delay (hr) 04( 0.3 0.2 0.3 0.7 °� r
. , .�...: , .... w . ;..�
6: Webster Road & Spear St Performance by approach
Approach EB NB SB All
Total Delay (hr) 0.4 0.5 0.2 1.1
Stop Delay (hr) 0.3 0.3 0.1 0.7
25: North Drive & Spear St Performance by approach
Approach WB NB SIB All
Total Delay (hr) 0.0 0.1 0.5 0.7
Stop Delay (hr) 0.0 0.0 0.0 0.0
27: South Drive & Spear St Performance by approach
Approach WB NB SB All
Total Delay (hr) 0.0 0.4 0.1 0.5
Stop Delay (hr) 0.0 0.0 0.0 0.1
SimTraffic Report
CEC Page 2
TND Engineering
i
CEC SimTraffic Report
Page 3
TND Engineering
2013 AM Build with Programmed South Village
02/01 /2005
Intersection: 1: Swift St & Spear St
Movement .
-EB
EB
WB
-, .WB
B10
NB
NB
B9+
SB
Directions Served
LT
R
LT
R
T
LT
R
T
L
TR
Maximum Queue (ft)
135
67
271
169
351
251
27
157
16
114
Average Queue (ft)
104
47
271
129
292
148
16
31
3
85
95th Queue (ft)
147
70
272
219
425
284
37
135
14
130
Link Distance (ft)
257
200
1310
182
182
6680
282
Upstream Blk Time ,(%°)
0.49
0.20
Queuing Penalty (veh)
0
84
Storage Bay Dist (ft)
150
125
80
Storage Blk Time (%)
0.00
0.56
0.00
0.04
Queuing Penalty (veh)
0
88
1
1
Intersection: 2: Allen Rd & Spear St
Movement
EB
-�' EB
WB
WB
NB'
NB
714Z4
` 'SB'
SB
SB
B21 " 1
Directions Served
L
TR
LT
R
L
TR
T
L
T
R
T
Maximum Queue (ft)
87
45
53
50
90
169
177
68
149
72
154
Average Queue (ft)
61
24
33
35
81
134
55
33
54
43
31
95th Queue (ft)
95
48
66
48
100
222
174
79
150
73
132
Link Distance (ft)
130
1817
98
1206
80
1264
Upstream Blk Time (%)
0.09
0.12
0.00
0.03
0.00
Queuing Penalty (veh)
0
103
0
13
0
Storage Bay Dist (ft)
100
gse
100
100
100
90
Storage Blk Time (%)
0.00
0.09
0.12
0.00
0.03
0.00
Queuing Penalty (veh)
0
Y
53
29
1
7
0
a:m...
.
Intersection: 3: Barstow Rd & Spear St
Movem& Ft
Directions Served
LR
LT
Maximum Queue (ft)
137
76
MY@
Average Queue (ft)
102
47
,.� .�.,..x�.
95th Queue (ft)
132
93
Link Distance (ft)
5099
2809
Upstream Blk Time(%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
CEC SimTraffic Report
Page 4
TND Engineering
2013 AM Build with Programmed
Intersection: 4: Barstow Rd & Dorset St
South Village
02/01 /2005
Movement
EB
WB
NB
SB 10,1
Directions Served
LTR
LTR
LTR
LTR
Maximum Queue (ft)
- 77
89
141
73
Average Queue (ft)
48
63
96
50
95th Queue (ft)
77
97
147
74
Link Distance (ft)
5099
2336
2155
2195
Upstream Blk Time,(%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 5: Allen Rd & Shelburne Rd
Movement �.. �_.
7'-111B
--WB"
. NB
NB
SB
SB
SB
Directions Served
L
R
T
TR
L
T
T
Maximum Queue (ft)
152
156
160
181
137
208
184
Average Queue (ft)
84
89
95
91
61
101
77
95th Queue (ft)
181
157
179
190
126
195
185
Link Distance (ft)
3881
1741
1741
5441
5441
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
150
150
Storage Blk Time (%)
0.08
0.00
0.00
0.03
Queuing Penalty (veh)
22
1
1
3
Intersection: 6: Webster Road & Spear St
Movement
.. EB . NB SB
Directions Served
LR LT TR
Maximum Queue (ft)
246 204 136
Average Queue (ft)
146 156 80
95th Queue (ft)
236 240 134
Link Distance (ft)
3012 1048 5224
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
SimTraffic Report
CEC Page 5
TND Engineering
i
2013 AM Build with Programmed South Village
02/01 /2005
Intersection: 25: North Drive & Spear St
i
I Movement W B N "
Directions Served LR
Maximum Queue (ft) 28
Average Queue (ft) 27
95th,Queue `(ft)- 29
Link Distance (ft) 1117
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 27: South Drive & Spear St
Nfavem'e"rf
1N° " SB
Directions Served
LR LT
Maximum Queue (ft)
50 117
Average Queue (ft)
34 23
95th Queue (ft)
47 101
Link Distance (ft)
1213 1206
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Nework Summary
Network wide Queuing Penalty: 406
CEC SimTraffic Report
Page 6
TND Engineering
2013 PM Build + Programmed South Village
02/01 /2005
Summary of All Intervals
Start Time
4:00
End Time
4:13
Total Time (min)
13
Time Recorded (min)
10
# of Intervals
2
# of Recorded Intvls
1
Vehs Entered
987
Vehs Exited
758
Starting Vehs
275
Ending Vehs
504
Denied Entry Before
1
Denied Entry After
19
Travel Distance (mi)
1551
Travel Time (hr)
73.3
Total Delay (hr)
19.5
Total Stops
1160
Fuel Used (gal)
88.3
Interval #0 Information
Seeding
Start Time
4:00
End Time
4:03
Total Time (min)_
3
Volumes adjusted by Growth Factors
No data recorded this interval.
Interval #1 Information Recording
Start Time
4:03'
End Time
4:13
Total Time (min)
10
Volumes adjusted by Growth Factors.
Vehs Entered
987
Vehs Exited
758
Starting Vehs
275
Ending Vehs
504
Denied Entry Before
1
Denied Entry After
19
Travel Distance (mi)
1551
Travel Time (hr)
73.3
Total Delay (hr)
19.5
Total Stops
1160
Fuel Used (gal)
88.3
CEC SimTraffic Report
Page 1
TND Engineering
2013 PM Build + Programmed
1: Swift St & Spear St Performance by approach
Approach EB WB NB SB All
Total Delay (hr) 0.7 1.8 1.6 1.3 5.4
Stop Delay (hr) 0.5 1.8 1.6 1.0 4.9
2: Allen Rd & Spear St Performance by approach
. Broach EB WB NB ` SB All
P
Total Delay (hr) 0.3 0.1 0.3 0.3 0.9
Stop Delay (hr) 0.2 0.0 0.2 0.2 0.7
3: Barstow Rd & Spear St Performance by approach
Approach WB NB SIB AI1.
Total Delay (hr) 0.2 0.2 0.4 0.9
Stop Delay (hr) 0.2 0.0 0.1 0.3
4: Barstow Rd & Dorset St Performance by approach
Approach EB WB NB SB All
Total Delay (hr) 0.2 0.1 0.0 0.2 0.5
Stop Delay (hr) 0.0 01 0.0 0.1 - 0.2
5: Allen Rd & Shelburne Rd Performance by approach
Approach
Total Delay (hr) 0.2 0.2 1.9 2.4
Stop Delay (hr) 0.2 0.1 0.3 0.5
6: Webster Road & Spear St Performance by approach
Approach EB NB SB All
Total Delay (hr) 0.1 0.1 0.4 0.6
Stop Delay (hr) 0.1 0.0 0.1 0.2
25: North Drive & Spear St Performance by approach
Approach WB NB SB All
Total Delay (hr) 0.0 0.1 1.4 1.5
Stop Delay (hr) 0.0 0.0 0.0 0.0
27: South Drive & Spear St Performance by approach
Approach . WB NB SIB All
Total Delay (hr) 0.0 0.1 0.1 0.2
Stop Delay (hr) 0.0 0.0 0.0 0.0
South Village
02/01 /2005
CEC SimTraffic Report
Page 2
TND Engineering
2013 PM Build + Programmed
Total Network Performance
South Village
02/01 /2005
F ;
Total Delay (hr) 19.5
Stop Delay (hr) 11.2
CEC SirnTraffic Report
Page 3
TND Engineering
i
9
,
2013 PM Build + Programmed South Village
02/01 /2005
Intersection: 1: Swift St & Spear St
Movement
EB
EB
WB
WB
B10
NB
NB
B9
SB
88F
B20"
Directions Served
LT
R
LT
R
T
LT
R
T
L
TR
T
Maximum Queue (ft)
310
193
271
151
954
253
49
273
105
353
372
Average Queue (ft)
229
179
268
65
665
173
25
78
63
309
217
95th Queue (ft)
303
191
273
182
1001
290
56
255
104
453
451
Link Distance (ft)
257
200
1310
182
182
6680
282
636
Upstream Blk Time (%)
0.02
0.91
0.34
0.34
Queuing Penalty (veh)
0
0
92
0
Storage Bay Dist (ft)
150
125
80
Storage Blk Time (%)
0.02
0.13
0.93
0.00
0.00
0.45
Queuing Penalty (veh)
11
37
57
0n..,.Mas;��:
2
53
Intersection: 2: Allen Rd & Spear St
Movement
EB
"-EB
WB
WB
N:,,
B4111M
B2F ,.
Directions Served
L
TR
LT
R
L
TR
L
T
R
T
Maximum Queue (ft)
88
130
52
48
90
116
29
151
66
378
Average Queue (ft)
62
53
28
33
62
54
17
115
32
176
95th Queue (ft)
97
122
56
46
114
128
40
211
69
423
Link Distance (ft)
130
1817
98
80
1264
Upstream Blk Time (%)
0.01
0.00
0.05
0.18
0.00
Queuing Penalty (veh)
5
0
18
169
0
Storage Bay Dist (ft)
100
100
100
100
90
Storage Blk Time (%)
0.00
0.02
0.00
0.05
0.18
0.00
Queuing Penalty (veh)
0
4
0
5I
1 1
57
1
Intersection: 3: Barstow Rd & Spear St
fwtovern�nfi �. =�-
WB SB w.
Directions Served
LR LT
Maximum Queue (ft)
140 291
Average Queue (ft)
96 152
95th Queue (ft)
147 352
Link Distance (ft)
5099 2809
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft),
Storage Blk Time (%)
Queuing Penalty (veh)
CEC SimTraffic Report
Page 4
TND Engineering
2013 PM Build + Programmed South Village
02/01 /2005
Intersection: 4: Barstow Rd & Dorset St
Movement
EB
WB
NB
SB
Directions Served
LTR
LTR
LTR
LTR
Maximum Queue (ft)-,
97
67
55
76
Average Queue (ft)
53
49
41
70
95th Queue (ft)
100
70
64
84
Link Distance (ft)
5099
2336
2155
2195
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 5: Allen Rd & Shelburne Rd
Movement
W B
W B
NB
NB
SB °�
'.' SB
SB.
Directions Served
L
R
T
TR
L
T
T
Maximum Queue (ft)
107
45
94
95
115
326
246
Average Queue (ft)
76
32
51
45
75
109
98
95th Queue (ft)
135
43
105
100
121
303
248
Link Distance (ft)
3881
1741
1741
5441
5441
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
150
150
Storage Blk Time (%)
0.02
Queuing Penalty (veh)
3
Intersection: 6: Webster Road & Spear St
Movement
EB ` `` NB Sg <<
Directions Served
LR LT TR
Maximum Queue (ft)
94 76 178
Average Queue (ft)
62 53 76
95th Queue (ft)
104 83 177
Link Distance (ft)
3012 1048 5224
Upstream Blk Time'(%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing 'Penalty (veh)
CEC SimTraffic Report
Page 5
TND Engineering
2013 PM Build + Programmed South Village
02/01 /2005
Intersection: 25: North Drive & Spear St
Directions Served
LR
fUla (f bum Queue (ft)
28
Average Queue (ft)
16
95th Queue (ft)
38
Link Distance (ft)
1117
Upstream Blk Time (% )
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 27: South Drive & Spear St
MW6ffient
Directions Served
LR
Maximum Queue (ft)
72
Average Queue (ft)
38
95th Queue (ft)
66
Link Distance (ft)
1213
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Nework Summary
Network wide Queuing Penalty: 513
CEC SimTraffic Report
Page 6
TND Engineering
I
TRAFFIC IMPACT STUDY
For:
South Village
The Retrovest Companies
Spear Street and Allen Road
South Burlington, Vermont
TND Engineering
Ossipee, NH
Revised Through: December 22, 2004
South Village Traffic Impact Study
April, 2004
Traffic Impact Study Addendum #2
"South Village" Proposal: Mixed -Use; Residential, Agricultural & Educational
Spear Street and Allen Road
South Burlington, Vermont
Revised Through: December 22, 2004
Prepared for:
Mr. David Scheuer, President
The RetroVest Companies
70 South Winooski Avenue
Burlington, Vt.
05401-3830
Prepared by
TND Engineering
Chester Chellman, P.E.
1270 Route 16
PO Box 388
Ossipee, NH 03864-0440
Telephone 603.539.5999
Fax 603.539.7912
email chellman(a)TNDEngineering.com
Page 2
Table Of Contents
South Village .........................
South Village Traffic Impact Study
April, 2004
..........................................................................................................1
IINTRODUCTION.............................................................................................................................4
FutureTraffic Volumes....................................................................................................................................... 4
PriorStudies/ Traffic Flows................................................................................................................................6
Levelof Service Analysis..................................................................................................................................... 7
DESCRIPTIONOF ANALYSIS.......................................................................................................7
ExistingConditions...........................................................................................................................8
SpearStreet............................................................................................................................................................ 9
Allen Road, Barstow Road, Dorset Street and Webster Road......................................................................9
ShelburneRoad/ US Route 7.............................................................................................................................. 9
DataCollection...............................................................................................................................10
TRIPGENERATION........................................................................................................................................11
Analysis...........................................................................................................................................12
Calculations....................................................................................................................................14
Conclusions And Recommendations...............................................................................................15
Summaries of Levels of Service
ProposedProject Intersection...........................................................................................................................18
Mitigationof Impacts......................................................................................................................19
TechnicalAppendix........................................................................................................................21
Page 3
South Village Traffic Impact Study
April, 2004
INTRODUCTION
The proposed Project is a mixed -use community located on Spear Street in South
Burlington, Vermont. The residential components will include a mix of single family homes,
apartments, townhouses and condominium units and total to approximately 332 units. A
school of 100 students and a farm were also included in this analysis. The proposed project
is anticipated to commence construction in 2005 or early 2006.
The Project proposes three access points on Spear Street: one at the intersection of Allen
Road, one at the Northerly limits of the Project and another near the Southerly limits of the
Project. The Project will also provide a connection to Midland Avenue which in turn
connects with Dorset Street.
Future Traffic Volumes
In order to estimate future A.M. and P.M. peak hour traffic volumes, a growth factor of one
percent per year was used for this study. This growth factor was agreed upon by the City of
South Burlington, CCMPO, and the VAOT staff for the recent Quarry Hill Subdivision Traffic
Impact Study.' Existing (2003) A.M. and P.M. design hour traffic volumes were then
projected to year 2008 and 2013 conditions using the growth factor accordingly. The traffic
generated by background developments was then added to 2008 and 2013 volumes to
develop 2008 and 2013 No Build Traffic Volumes.
As requested by the City of South Burlington Planning Department, design assumptions and study periods
were selected to match with those in the Quarry Hill Subdivision Traffic Impact Study dated October, 2003.
Page 4
South Village Traffic Impact Study
April, 2004
For the purposes of this study, and in accordance with discussions and agreement with the
Metropolitan Planning Organization reached in 2002, 95% of the Project's vehicular traffic
has been assumed to travel to and from Spear Street. The remaining 5% is assumed to
travel East along Midland Avenue to and from Dorset Street.
A total of 315 vehicle trips in this analysis (97 in/218 out) are generated by the proposed
development during the A.M. peak hour period. During the P.M. peak hour period, a total of
305 vehicle trips (196 in/109 out) are generated by the proposed development.
Approximately 60% of site traffic is headed to or coming from the North on Spear Street,
while 20% is Westerly oriented along Allen Road/Route 7 and 15% is Southerly oriented
along Spear Street. As discussed above, the remaining 5% is Easterly oriented.
This analysis and its related calculations are for 336 total dwellings, even though the project
total is only 334. This difference is due to ongoing discussions with the City and abutters
that are adapting the design in a fluid manner to suit various desires. In the end, the
numbers herein are conservatively high in terms of traffic volumes predicted for the project
because of these planning considerations.
It is noted that the ongoing reconstruction improvements to Route 7/ Shelburne Road are
impacting most of the area links and intersections and their corresponding traffic flows .
This construction is anticipated to be completed by late 2006.
At the request of the Town of Shelbune, the intersection of Webster Road and Spear street
has been added to the analytical portions of this study.
Fuss and O'Neil shared their programmed developments, used in the Spear Street Corridor
Study, that data has been incorporated into this report as well, and it appears graphically on
the turning movement sheets bearing "programmed dev." in the title. In addition, traffic was
added to the PM programmed development for the Boulder Hill project on Webster Road,
estimated to be 40% built out.
Page 5
South Village Traffic Impact Study
April, 2004
Prior Studies/ Traffic Flows
Actual counts were obtained manually in January and December, 2004. Each of the original
five and now six intersections were monitored from 7 to 9 AM and again from 4 to 6 PM.
Vehicles were counted with each turning movement then tabulated and summarized in
I fifteen minute intervals.
It is noted from the analysis that two differences appear apparent from most prior studies
(including the Spear Street corridor study recently completed: there was more AM design
hour traffic that prior studies have predicted, while there was less PM design hour traffic.
For example, the Spear St/Swift St intersection has recently been analyzed for the Spear St
corridor study (Fuss & O'Neil) and for the Quarry Hill development (Wilbur Smith). A
comparison of total intersection design hourly volumes is as follows:
Swift & Spear St Total Intersection Volumes
AM PM
South Village 1870 1747
Quarry Hill 1505 1720
Spear St Corridor 1 1784 2294
Page 6
South Village Traffic Impact Study
April, 2004
The data collected and factored for South Village is overall very close to that used in the
Quarry Hill analysis for the PM design hourly volumes, but are a full 24% less than the total
volumes in the corridor report. Directional distribution differences have been tabulated
previously and these are depicted on page 10 of the April, 2004 report.
It is believed that the ongoing reconstruction of Route 7 has created some shifts in travel
behavior. Whatever the underlying reasons for these changes, the traffic patterns analyzed
in this report are based on the actual data collected at each intersection, which in turn was
the factored up, in accordance with AOT recommendations to design hourly volumes.
Level of Service Analysis
Traffic analysis for this study was based on the 2000 Highway Capacity Manual and
conducted using Synchro and SimTraffic Software. Level of service was determined for the
study area intersections under future 2008 and 2013 No Build and Build traffic volume
conditions during the A.M. and P.M. peak hour conditions. Signal timings for the Spear
Street/Swift Street intersections were provided by Fuss & O'Neill Consulting Engineers,
retained by the City of South Burlington. Signal data for the signal at Allen Road/Shelburne
Road/Route 7 was provided by the Vermont Agency of Transportation, Traffic Design
Section. Future conditions at Allen Road/Shelburne Road/Route 7 were based on updated
signal information provided by the signal installer.
DESCRIPTION OF ANALYSIS
TND Engineering (TND) has prepared this traffic impact and access study for a proposed
mixed use community located primarily on Spear Street in South Burlington, Vermont.
The project is expected to be commenced and occupied in 2004. Two design years were
chosen:
• 2004 (opening year)
• 2008 (opening year plus 4 years [to match the Quarry Hill analysis])
Page 7
South Village Traffic Impact Study
April, 2004
• 2013 (opening year plus nine years [to match the Quarry Hill analysis])
The study area involved the intersections of:
• Spear Street and Allen Road;
• Spear Street and Swift Street;
• Allen Road and Route 7/Shelburne Road;
• Spear Street and Barstow Road;
• Barstow and Dorset at Cheese Factory Road; and
• Spear Street and Webster Road was added in December, 2004 (this intersection
is located approximately 1.3 miles southerly of Barstow Road on Spear Street in
the town of Shelburne and it is a tee intersection incoming Eastbound onto Spear
Street).
Existing Conditions
Evaluation of existing conditions within this project area included the review and
development of transportation -system geometry and traffic control, land use, existing traffic
volumes, accident data and sight distance.
Page 8
South Village Traffic Impact Study
April, 2004
Spear Street
Spear Street is a two-way two lane north -south roadway abutting the project site. The
posted speed limit on Spear Street is 35 miles per hour. Spear Street terminates at the
Jughandle intersection with Williston Street and East. In the vicinity of the proposed Project
land use along Spear Street is currently residential, agricultural and open space, with other
proposed residential developments currently in various stages of planning.
Allen Road, Barstow Road, Dorset Street and Webster Road
These are
all two-way two lane roadways that are
both east -west (Allen &
Barstow) and
north -south
(Dorset). Allen Road intersects with
Spear Street opposite
the primary
proposed entrance to the Project
Shelburne Road/ US Route 7
Quoting from its website(http://www.us7sheIburneroad.com/):
U.S. Route 7, also known as Shelburne Road, serves as the southern gateway
to Chittenden County. The Vermont Agency of Transportation (VTrans) is at
work to improve a portion of U.S. Route 7 which will be extended 3 miles from
Imperial Drive in South Burlington to the recently completed LaPlatte River
Crossing in Shelburne. The result will be a landscaped four -lane boulevard,
with a planted median island, bike lanes, sidewalks, bus stops and shelters,
street lighting and a coordinated signal system. These features have the ability
to reduce congestion and improve mobility while providing for the needs of
bicyclists and pedestrians. Median u-turn breaks will be provided at five
locations.
This $32 million project will be constructed in three segments. The first
segment, the LaPlatte River Crossing at the southern end is completed. The
northern or South Burlington segment will begin at Imperial Drive (just north of
IDX Drive) in South Burlington and extend southward one mile to the South
Burlington/Shelburne town line near Pine Haven Shores Road. The southern
Page 9
South Village Traffic Impact Study
April, 2004
or Shelburne segment will begin at the town line and extend over two miles
south to Webster Road in Shelburne.
Again, according to the website, the reconstruction past Allen Road should be completed by
Fall. 2005. The future cross section includes 4 through lanes, with 6-foot bicycle lanes and
a 14-foot center median with protected left turn lanes. In addition, the intersection with Allen
Road is slated for reconstruction, but no additional lanes are proposed for Allen Road itself.
Data Collection
Manual turning counts were conducted by Civil Engineering Associates in January, 2004 for
two hours during the weekday PM peak hours of 4 PM to 6 PM., and during the AM peak
hours of 7 to 9 AM.
These counts were then tabulated and analyzed to determine peak periods within each
count and peak hour factors at each location. Peak hour factors, as is typical, were found to
be more consistent in the PM peak hour (AM peak hour factors ranged from 0.84 to 0.95,
PM peak hour factors were 0.93 to 0.97, except for the Barstow/Spear intersection that was
at 0.88 in both AM and PM peak hours); this tabulated "raw" count data appears in the
Technical Appendix.
Comparisons were then made between published AOT automatic traffic counts, the design
hourly data contained in the Quarry Hill Study referenced above, and the Fuss & O'Neill
design hourly data used in their ongoing Spear street corridor study. The one intersection
common with all three data sets, Spear and Swift streets showed the manual counts to vary
in turning movement distribution a great deal from the other studies, but total intersection
volume was only approximately 2% higher than the Quarry Hill design hourly volumes in the
PM and approximately 9% higher in the AM.
However, the manual counts taken in January show much higher volumes of eastbound and
much lower southbound volumes in the AM design hour, than those in the F & O preliminary
Page 10
South Village Traffic Impact Study
April, 2004
data.z As noted above, Shelburne Road has been undergoing construction and as a result
travel patterns have likely, at least temporarily, shifted. These differences are depicted in
the Figure, "South Village 2003 Design Hour Comparisons" on the following page.
The AOT furnished design hourly volume data for Route 7, Spear Street, Barstow Road and
Swift Street, but the manual data exceeded each of these values and the AOT data was
therefore rejected. The AOT "Redbook" has an automatic traffic counter on Route 7, 0.3
mile north of Webster Road (approximately 2.4 miles south of the Allen Road/Route 7/
Shelburne Road intersection). This counter shows a monthly conversion factor of 1.13 from
January to design hourly volumes. Design hourly volumes were therefore calculated by
factoring the manual data by 1.13.
Data was also collected in December, 2004 for the Webster Road/Spear Street intersection.
Using AOT's most recent 2003 Redbook factors, this data was also factored by 1.13 for
design values used in this analysis.
TRIP GENERATION
Over the course of a weekday, 3,965 vehicle trips per day (half in and half out) are projected
at the site driveways. During the weekday PM peak hour, a total of 305 vehicle trips are
projected to and from the proposed uses, with an entering volume of 196 vehicles at the
peak hour (vph) and an exiting volume of 109 vehicles. During the weekday AM peak hour,
a total of 315 vehicle trips are projected to and from the proposed uses, with an entering
volume of 97 vehicles at the peak hour and an exiting volume of 218 vehicles.
These traffic volumes have been computed based on the Institute of Transportation
Engineers' (ITE) published equations in the 7tl' Edition of Trip Generation. The ITE has also
published pass -by factors and internal capture factors for somewhat similar projects, but no
2 Fuss & O'Neill have relied on the CCMPO and other local sources for the traffic volumes in their preliminary
reports, and these reports are- as noted- preliminary.
Page 11
South Village Traffic Impact Stud
April, 20N
such reductions were calculated here due to the location and specific use mix of the
proposed Project. Therefore, the trip generation rates and data are all based on the
formulas in Trip Generation, without modification.
South Village, however, has been designed to be a much more walkable neighborhood than
are most subdivisions of recent development. :.
It is therefore anticipated that the traffic impacts
calculated and analyzed in this report are
conservative.
Analysis
Signalized Intersections
Level of Service (LOS) is used to rank traffic operation on various types of facilities based
on traffic volumes and roadway capacity using a series of letter designations ranging from A
to F. Generally, Level of Service A represents free flow conditions and Level of Service F
represents forced flow or breakdown conditions. The LOS designation is generally
accompanied by a unit of measure in seconds indicating the level of delay.
The signalized methodology is based on factors including traffic volumes, green time for
each movement, phasing, whether or not the signals are coordinated, truck traffic, and
pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for
evaluation in this LOS methodology. It should be noted that the levels of service for the
signalized intersections in this study were calculated using actuated, uncoordinated timing
plans (no optimization).
The Levels of Service for the study intersections with stop controls, or "unsignalized
intersections," were analyzed using the unsignalized intersection capacity method from the
Highway Capacity Manual 2000. This method determines a level of service for each minor
Page 12
South Village Traffic Impact Study
April, 2004
turning movement by estimating the level of average delay in seconds per vehicle. The
movement with the highest level of delay is presented as the Worst Case Level of Service.
The study intersections were analyzed using methodologies from the Highway Capacity
Manual 2000, Transportation Research Board, 2000. This source contains methodologies
for various types of intersection control, all of which are related to a measurement of delay
Intersection Level of Service Criteria
LOS IUnsignalized Intersections ISignalized Intersections
A IDelay of 0 to 10 seconds. Gaps in traffic are readily available for I Delay of 0 to 10 seconds. Most vehicles arrive during the
drivers exiting the minor street. green phase, so do not stop at all,
B
Delay of 10 to 15 seconds. Gaps in traffic are somewhat less
Delay of 10 to 20 seconds. More vehicles stop than with
readily available than with LOS A, but no queuing occurs on the
LOS A, but many drivers still do not have to stop.
minor street.
C
Delay of 15 to 25 seconds. Acceptable gaps in traffic are less
Delay of 20 to 35 seconds. The number of vehicles
frequent, and drivers may approach while another vehicle is already
stopping is significant, although many still pass through
waiting to exit the side street.
without stopping.
D IDelay of 25 to 35 seconds. There are fewer acceptable gaps in I Delay of 35 to 55 seconds. The influence of congestion is
traffic, and drivers may enter a queue of one or two vehicles on the noticeable, and most vehicles have to stop.
side street.
E I Delay of 35 to 50 seconds. Few acceptable gaps in traffic are istop
Delay of 55 to 80 seconds. Most, if not all, vehicles must
available, and longer queues may form on the side street. and drivers consider the delay excessive.
F IDelay of more than 50 seconds. Drivers may wait for long periods Delay of more than 80 seconds. Vehicles may wait through
before there is an acceptable gap in traffic for exiting the side more than one cycle to clear the intersection.
streets, creating long queues.
Reference: Highway Capacity Manual 2000, Transportation Research Board, 2000.
in average number of seconds per vehicle. The ranges of delay associated with the various
levels of service are indicated in the table depicted here.
All capacity analysis results summarized in this report are for design hourly volume, or DHV.
The DHV is the traffic volume for the design hour (typically the 30th highest hour of the
year).
Page 13
South Village Traffic Impact Study
April, 2004
In addition to analysis using the 2000 Highway Capacity Manual's (HCM) methodology,
multiple "runs", as they are termed, were completed using microscopic simulation software
known as SimTraffic. Many agencies, including New Hampshire and California's
Departments of Transportation recognize this analytical method, which creates an animated
simulation of traffic conditions. The HCM methods are universally recognized, but the
simulations are often better predictors of conditions at unsignalized intersections.
Calculations
A network was created in Synchro and SimTrafficTM, Version 6, and analysis completed for
the following conditions:
• Existing 2004 no -build (previously submitted);
• Future 2008 conditions with 1 % background traffic growth, with other approved
projects (programmed developments) without for the subject project;
• Future 2008 build condition with the subject premises traffic to the future traffic
volumes;
• Future 2013 conditions with 1 % background traffic growth, with other approved
projects (programmed developments) without the subject project;
• Future 2013 build condition which adds the subject premises traffic to the above
future traffic volumes.
All analysis was completed in accordance with applicable sections of the Vermont Agency
of Transportation's (AOT) Guidelines for Traffic Engineering Issues, revised through August,
1995 and the AOT's Traffic Impact Evaluation, Study and Review Guide, January 2003.
A recent question arose as to the effect of construction of the Midland Avenue link, and
South Village's traffic impacts with and without this link. Since, by prior agreement with the
metropolitan planning organization only 5% of South Villages traffic will use that link, this
analysis was not run as a separate set of analyses; the volumes are too low to justify the
calculations. Using this assumption of 5%, only 16 AM (11 out, 5 in) and 16 PM (10 in, 6
out) will use this link.
Page 14
South Village Traffic Impact Study
April, 2004
Conclusions And Recommendations
The following tables summarize the HCM analysis for: current conditions; future 2008, and
future 2013 no -build conditions (without the Project, but with the other approved
"programmed" development). Note that future no -build conditions retain the existing
Spear/Swift lane configuration of a northbound shared through/left and dedicated right turn
lane- this is not recommended given the conditions, but the configuration was held for
comparisons purposes. For the future build conditions, the lane configuration was changed
to a dedicated left and a shared right/through configuration, with a corresponding
improvement in LOS.
Summaries of Levels of Service
Existing 2004- No Build
Existing Conditions
AM
PM
Intersection:
Delay
LOS
Delay
LOS
1. Spear Street and Swift Street
21.6
C
11.5
B
2. Spear Street and Allen Road
39.1
E
21.9
C
3. Spear Street and Barstow Road
34.1
D
42.5
E
4. Barstow and Dorset at Cheese Factory Road
15.3
C
11.9
B
5. Allen Road and Route 7/Shelburne Road
14.9
B
11.2
B
Future 2008- No Build
Future Conditions
AM
PM
Intersection:
Delay LOS
Delay
LOS
1. Spear Street and Swift Street
>180 F
86.8
F
2. Spear Street and Allen Road
101.2 F
33.2
D
3. Spear Street and Barstow Road
60.2 F
78.2
F
4. Barstow and Dorset at Cheese Factory Road
18.0 C
12.7
B
Page 15
Allen Road and Route 7/Shelburne Road
Future Conditions
Intersection:
1. Spear Street and Swift Street
2. Spear Street and Allen Road
3. Spear Street and Barstow Road
4. Barstow and Dorset at Cheese Factory Road
5. Allen Road and Route 7/Shelburne Road
South Village Traffic Impact Study
April, 2004
Future 2013- No Build
AM
Delay
LOS
PM
Delay LOS
>200
F
124.4
F
144.2
F
41.8
E
66.0
F
90.9
F
20.7
C
13.5
B
11.7
A
8.1
A
These tables summarize future 2008 and 2013 conditions Build (with the (Project).
Future 2008- Build
Future Conditions AM PM
Intersection:
Delay
LOS
Delay
LOS
1. Spear Street and Swift Street
56.5
E
47.3
D
2. Spear Street and Allen Road
14.4
B
12.7
B
3. Spear Street and Barstow Road
74.7
F*
100.2
F*
4. Barstow and Dorset at Cheese Factory Road
18.7
C
13.0
B
5. Allen Road and Route 7/Shelburne Road
12.6
B
8.1
A
Page 16
South Village Traffic Impact Study
April, 2004
Future Conditions
Intersection:
Future 2013- Build
AM PM
Delay LOS Delay LOS
1. Spear Street and Swift Street
2. Spear Street and Allen Road
3. Spear Street and Barstow Road
4. Barstow and Dorset at Cheese Factory Road
5. Allen Road and Route 7/Shelburne Road
70.3
E
66.2
E
12.2 B
13.7
B
81.4 F*
95.5
F*
21.7 C
13.4
B
14.0 B
7.5
A
mcrosimulation analysis unaerway
Intersection: Webster Road & Spear St
AM
Delay
LOS
PM
Delay
LOS
Existing Conditions, 2004
25.3
D
52.4
F
2008 with other development
28.4
D
64.4
F
2008 with other & South Village
32.9
D
60.6
F
2013 with other development
36.6
E
81.2
F
2013 with other & South Village
40.4
E
90.3
F
The added intersection of Webster Road and Spear operates acceptably in the AM through
2008, slipping to LOS E in 2013 with or without South Village traffic. Similarly, this
intersection is presently operating at LOS F, and continues to do so under all future
scenarios in the PM. This intersection and the Barstow/Spear intersection are being further
analyzed with microsimulation software to evaluate performance in a non-HCM manner.
In the future scenarios analyses without the Project, the intersections of Allen Road Swift
Street and Barstow Road with Spear degrade to a LOS F in 2008 AM and Swift and
Barstow also degrade to LOS F in the PM, without the Project.
Page 17
South Village Traffic Impact Study
April, 2004
It is recognized that the City has undertaken a new Spear Street corridor study, and
changes to the Swift/Spear intersection are being considered.
The above chart has been added to indicate the percentage of project traffic at each of the
intersections.
Proposed Project Intersection
The proposed central Project access at Spear and Allen Road exceeds the thresholds for
peak hour signal Warrants (Warrant 3) under all future build conditions. Given the nature of
the traffic flows along Spear Street, Warrant 8 for "Roadway Network" is also met as it will
"encourage concentration and organization of traffic flow" along Spear 3. The entering
volumes will also have more than 1000 entering vehicles during the AM and PM design
periods.
The HCM analysis shows that installing this signal will improve the level of service at the
intersection itself to an LOS of B, for both 2008 and 2013 conditions. The signal will also
create breaks in the flow of traffic, so that both the Barstow/Spear intersection, as well as
3 Manual on Uniform Traffic Control Devices, 2003 Edition, page 4C-9.
Page 18
South Village Traffic Impact Study
April, 2004
other driveways along Spear Street will have additional opportunities to enter onto and turn
from Spear Street.
Mitigation of Impacts
Spear Street/Swift Street intersection
In all future (2008 and 2013) AM design hour this intersection will experience an overall
LOS F without changes in the lane configuration or timing.
Adding the project traffic and changing the northbound lane configuration to a dedicated left,
shared through/right improves overall 2008 conditions to LOS E (AM) and LOS D (PM).
With signal timing optimization and South Village's traffic, 2008 AM, PM and 2013 PM
conditions improve to LOS D while 2013 AM improves from LOS F to LOS E.
It should be noted that signal optimization distributes timing around the intersection so that
overall intersection performance is enhanced. Individual approaches, notably westbound
through and northbound left continue to experience delays.
Spear Street/Allen Road Intersection
This intersection will degrade to a LOS of F during the 2008 AM design hour and LOS F
during the 2013 AM design hour without the proposed Project. With the proposed
signalization of this intersection, the LOS improves to LOS B for all future conditions.
Installation of this signal should also aid other access driveways along Spear, especially
those north of Allen Road.
The proposed lane configuration is: southbound shared left/through, dedicated right;
westbound dedicated left, shared through/right and northbound dedicated left, shared
through/right. The heavy volumes of southbound through and right -turning traffic make this
configuration perform better than a dedicated southbound left turn lane.
Page 19
South Village Traffic Impact Study
April, 2004
Spear Street/Barstow Road
This intersection will degrade to an overall LOS of F in the PM period in 2008, and an LOS
of F for both AM and PM periods in 2013 without the Project. Highway Capacity Manual
analysis shows this intersection continuing to perform at these same levels, for the same
time periods, with the 2008 AM design hour performance degrading to an LOS E (2008 AM
LOS is D without the Project). However, the installation of the proposed signal at Allen
Road and the central Project entrance shows in microsimulation that the Barstow/Spear
intersection appears to perform better than HCM methodologies predict.
No changes are proposed for this intersection.
Barstow Road/Dorset Street/Cheese Factory Road
This intersection performs at an LOS of C or better under all future scenarios, with and
without the proposed Project.
No changes are proposed for this intersection.
Allen Road/Shelburne Road
This intersection is currently being reconstructed to create two northbound and two
southbound lanes, with a central median and bicycle lanes in both directions. This
intersection performs at an LOS of A under all future scenarios, with and without the
proposed Project.
No changes are proposed for this intersection.
Page 20
South Village Traffic Impact Study
April, 2004
Technical Appendix
Page 21
South Village Traffic Impact Study
April, 2004
Technical Appendix
Page 22
Existing Conditions AMDHV South Village
2004 No Build with Programmed 12/22/2004
',*
--*
4\
t
Movement
EBL
EBR
NBL
NBT
: SBT '
SBR
Lane Configurations
+T
T
Sign Control
Stop
Stop
Stop,
Volume (vph)
238
37
52
410
148
92
Peak Hour Factor
0.82
0.82
0.82
0.82
0.82
0.82
Hourly flow rate (vph)
290
45
63
500
180
112
Direction, Lane #
EB 1
NB 1
SB 1
Volume Total (vph)
335
563
293
Volume Left (vph)
290
63
0
Volume Right (vph)
45
0
112
Hadj (s)
0.13
0.06
-0.20
Departure Headway (s)
6.3
5.6
5.8
Degree Utilization, x
0.59
0.88
0.47
Capacity (veh/h)
542
633
577
Control Delay (s)
18.0
35.6
13.8
Approach Delay (s)
18.0
35.6
13.8
Approach LOS
C
E
B
intersection Summary
Delay
25.3
HCM Level of Service
D
Intersection Capacity Utilization
63.3%
ICU Level
of Service B
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
TND Engineering
Existing Conditions PMDHV
South Village
I2004 No Build With Programmed
Other
12/22/2004
I
I Movement
EBL
EBR
NBL
NBT
SBT
SBR
Lane Configurations
+T
T
Sign Control
Stop
Stop
Stop _Rt�W,T
I Volume (vph)
189
89
46
219
508
166
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92 t M
Hourly flow rate (vph)
205
97
50
238
552
.,.0 ,,.„
180
Direction, Lane # _
EB 1
NB 1
SB 1
Volume Total (vph)
302
288
733
Volume Left (vph)
205
50
0
I Volume Right (vph)
97
0
180
Hadj (s)
-0.02
0.07
-0.11
Departure Headway (s)
6.3
6.0
5.3
Degree Utilization, x
0.53
0.48
1.09
Capacity (veh/h)
556
586
667
Control Delay (s)
16.3
14.4
82.2
Approach Delay (s)
16.3
14.4
82.2
Approach LOS
C
B
F
Intersection Summary
Delay
52.4
HCM Level of Service
F
Intersection Capacity Utilization
73.5%
ICU Level
of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2008 PMDHVwithprogram.sy7
TND Engineering
Future AMPKHR South Village
2008 No Build With Programmed ,,nnnA
%,.xiwy vucumenis\sopuriington\traffic study\2008 AMDHVwith programmed.sy7
Volumes
Future Conditions AMDHV South Village
2008 No Build with Programmed 12/21/2004
-► f- .- 4,
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
if
t
r
+T
if
,
t
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
,1900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
_1900
12
Total Lost time (s)
°'``
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.98
1.00
0.95
1.00
Satd. Flow,(prot)
1700
1478
1716
1583
1703
1583
`'1711
2043
Flt Permitted
0.44
1.00
0.86
1.00
0.63
1.00
0.12
1.00
Satd. Flow (perm)
770
1478
1498;
1583
1102
1583
212
2043
Volume (vph)
57
69
128
145
405
145
31
4434
89
21
185
51
Peak -hour factor, PHIF
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
71
85
158
180
501
180
384
537
110
26
229
63
RTOR Reduction (vph)
0
0
84
0
0
73
0
0
60
0
12
0
Lane Group Flow (vph)
0
156
74
0
681
107
0
921
50
26
280
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
Permitted Phases
4
4
4
8
8
2
2
6
6
Actuated G'reen,''G (s)
36.7
36.7
36.7
36.7
34.0
34.0
34.0
34.0
Effective Green, g (s)
36.7
36.7
36.7
36.7
34.0
34.0
34.0
34.0
Actuated g/C Ratio
0.47
0.47
0.47
0.47
0.43
0.43
0.43
0.43
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
30
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph) 359 689 699 738
v/s Ratio Prot
_..
v s atio Perm
0.20
0.05
c0.45
v/c Ratio
0.43
0.11
0.97
Uniform Delay, d1
14.1
11.8
20.5
Progression Factor
1.00
1.00
W�,,
1.00
Incremental Delay, d2
0.8
0.1
27.5
Delay (s)
14.9
11.9
�:
48.0
Level of Service
B
B
D
Approach Delay (s)
13.4
��
�_
40.5
Approach LOS
B
D
Intersection Summary
476 684 92
0.07
c0.84
0.15
1.93
12.0
22.4
1.00
1.00
0.1
428.4
12.1
t 450.7
B
F'
404.0
F
0.03
0.07
13.1
1.00
0.0
13.2
B
0.12
0.28
14.5
1.00
1.7
16.1'
B
883
0.14
032
14.7
1.00
0.2
14.9
B
15.0
B
HCM Average Control Delay
182.4 HCM Level of Service F
HCM Volume to Capacity ratio
1.44
Actuated Cycle Length (s)
78.7 Sum of lost time (s) 8.0
Intersection Capacity Utilization
105.8% ICU Level of Service G
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
TND Engineering
Future AMPKHR _ South Viflaae
., 11-Y Ljut;uinenis%soournngton\trattic study\2008 AMDHVwith programmed.sy7
Future Conditions AMDHV South Village
2008 No Build with Programmed 12/21/2004
Lane Configurations
t
t
Sign Control
Stop
Free
Free
Grade
0%
0%°
0%
Volume (veh/h)
1`26
40 ,
208
518
182
167
Peak Hour Factor
0.91
0.91
0.91
0.91
0.91
0.91
Hourly flow rate (vph)
144
46
238
592
208
191
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1275
208
399
vC1, stage 1 conf vol
vC2, stage 2`conf vol
vCu, unblocked vol
1275
208
399
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s) ''
3.5
3:3
2.2
p0 queue free %
2
95
80
cM capacity (veh/h)
146
832
1160
Volume Left
144
Volume Right
0
cSH
146
Volume to Capacity
0.98
Queue Length 95th (ft)
180
Control belay (s)
1`30.3
Lane LOS
F
Approach Delay (s)
101.2
Approach LOS
F
0
238
v 0
`v0
46
0
0
0
832
1160
1700
1700
0.05
0.20
0.35
0.12
4
19
0
0
9.6
8.9
0.0
0.0
A A
2.6 0.0
0
191
1700
0.11
0
0.0
TND Engineering CAMy Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
Future AMPKHR South Village
2008 No Build With Programmed -f 11 In -1 In 1%A
,,.:uviy uocumenwsopunington\traffic study\2008 AMDHVwith programmed.sy7
Future Conditions AMDHV South Village
2008 No Build with Programmed 12/21/2004
I t
WNW �'` WBL ' WBR INBT NBR SBL SBT
Lane Configurations
'
4
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
73
180
533
106 67
214
Peak Hour Factor
0.88
0.88
0.88
0.88 0.88
0.88
Hourly flow rate (vph)
86
213
630
125 79
253
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage``
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1104
693
755
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1104
693
755
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
59
52
91
cM capacity (veh/h')
212
444
855
Direction, Lane 4
WB'1
NB 1
SB 1
Volume Total
299
755
332
Volume Left
86
0
79
Volume Right
213
125
0
cSH
337
1700
855
Volume to Capacity
0.89
0.44
0.09
g,
Queue Length 95th (ft)
212
0
8
Control Delay (s)
60.2
0.0
3.1'
Lane LOS
F
A
Approach Delay (s)
60.2
0.0
3.1
Approach LOS
F....
_ r
Intersecti6'6Summa ='
Average Delay
13 7
Intersection Capacity Utilization
Analysis
77.2%
ICU Level
of Service p fi.
Period (min)
15'S
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TND Engineering CAMy Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
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Future Conditions AMDHV South Village
2008 No Build with Programmed 12/21/2004
4- 4,, 41 t �►
Movement"
EBB
- EBT:
� #~BR
WBL
,WBT" WBR , NBL NBA'. NB) S 3L =.5$T: SBR
Lane Configurations
_
Sign Control
Stop
Stop Stop Stop
Volume (vph)
38
120
11
32
153 68 44 236 94 39 52 14
Peak Hour Factor
Hourly flow rate (vph)
0.84
47
0.84
149
0.84
0.84
0.84 0,84 0.84 0.84 0.84 0.84 0.84 0.84
14
40
189 84 54 292 116 48 64 17
Direcfi�n; L aria _
E81
WB 1
NB 1
SIB 1
Volume Total (vph)
209
313
463
130
Volume Left (vph) "'
Volume Right (vph)
47
14
40
84
54
48�g���.Ef�.f
116
17
HadJ (s)
Departure
0.04
-0.10
0.09
0.03
Headway (s)
6.5
6.1
5.8
6.6
Degree Utilization, x
0.38
0.53
0.74
0.24
Capacity (veh/h)
495
546
603
461
Control Delay (s)
Approach
13.3
15.8
23.3
11.6
�,: �_
Delay (s)
13.3
15.8
23.3
1 1 .6�
....
Approach LOS
B
C
C
B
Delay 18.0
HCM Level of Service C
Intersection Capacity Utilization 46.0%
Analysis Period (min) 15
ICU Level of Service
A
TND Engineering C:\My Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
Future AMPKHR South Village
2008 No Build With Programmed Ifn/ni/n nnA
%+-mviy uocumenisxsoquriingtonitraffic study12008 AMDHVwith programmed.sy7
Future Conditions AMDHV
South Village
2008 No Build with Programmed
12/21/2004
M0,L AM. a
W B R
NBT
, NBR;
SBL
SBT
Lane Configurations,
tt
Ideal Flow (vphpl)
1900
` 1900
1900
1900
1900`
1900
Fr`
Lane Width
12
12
12
12
10
14
�M-1 by
Total Lost time '(s)
40
4`.0
4.0
4.0°
4.0
.,
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
,.�
Frt
1.00
0.85
0.98
1.00
1.00.,.
K�
Flt Protected
0.95
1.00
1.00
0.95
1.00
Sato. Flow (prot)
1770
1583
3466
1652
3775
T
�0.:
Flt Permitted
0.95
1.00
1.00
0.14
1.00
Satd. Flow (perm)
1770
1583
'3466
246
3775
MM `_
Volume (vph)
192
267
1096
175
109
619
Peak hour factor,'PHF
0.95
0.95
0.95
0.95
0.95
0.95,
• .
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
, �rvk�y y V
Adj. Flow (vph)
210
292
1200
192
119
678
,2
RTOR Reduction (vph)
0
72
18
0
0
0
Lane Group Flow (vph)'
210
220
1374
0
119
678
Turn Type
Perm
Perm
Protected Phases
8
2
6
g 4
" � ` s
Permitted Phases
g
6
,., , t .x
Actuated Green, G (s)
12.1
12.1
36.6
36.6
36.6
1
40,
Effective Green, g (s)
12.1
12.1
36.6
36.6
36.6
Actuated g/C° Ratio
0.21
0.21
0.65
0.65
0.65
`
d ��9 M", �4
B
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
.+,,
ER"R e �, ; . • ... .0 .
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0�
Lane Grp Cap (vph)
378
338
2237
159
2437
v/s Ratio Prot
0.12
0.40
0.18
v/s Ratio Perm
c0.14
c0.48
v/c Ratio
0.56
0.65
0.61
0.75
0.28
Uniform Delay, d1
19.9
20.4
5.9
6.9
4.3
Progression Factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.8
4.3
0.5
17.4
0.1
Delay (s)
21.7
24.6
6.4
24.3
4.4
Level of Service
C
C
A
C
A
Approach Delay (s)
23.4
6.4
7.4
Approach LOS
C
A
A
Intersection Surnrnary
HCM Average Control Delay
9.9
HCM Level of Service A
HCM Volume to Capacity
ratio
0.72
Actuated Cycle Length (s)
56.7
Sum
of lost time (s)
8.0
Intersection Capacity Utilization
64.7%
ICU
Level
of Service
C
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
Future AMPKHR South Village
2008 No Build With Programmed vw"1,3nnn
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Future Conditions AMDHV South Village
2008 Build With Programmed Other 12/22/2004
-,-*
*\
t
I'
Movement
EBL
EBR
NBL
NBT
SBT'_
SBR
Lane Configurations
Y
+T
T
Sign Control ''
Stop
Stop
Stop
Volume (vph)
244
37
52
427
159
105
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
302
46
64
529
197
130
Direction, Lane #
EB 1
NB 1
SB 1
Volume Total (vph)
348
593
327
Volume Left (vph)
302
64
0
Volume Right (vph)
46
0
130
Hadj (s)
0.13
0.06
-0.20
Departure Headway (s)
6.6
5.8
6.0
Degree Utilization, x
0.64
0.96
0.54
Capacity (veh/h)
537
614
589
Control Delay (s)
20.3
49.7
15.9
Approach Delay (s)
20.3
49.7
15.9
Approach LOS
C
E
C
Intersection Summary
Delay
32,9
HCM Level of Service
D
Intersection Capacity Utilization
68.1 %
ICU
Level
of Service C
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
Future PMDHV South Village
No Build 2008 With Other Programmed
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Future Conditions PMDHV
South Village
2008 No Build With Programmed
Other
12/22/2004
I Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r
t
r
+T
r
t
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
12
I Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1689
1583
1697
1583
1711
2041
Flt Permitted
0.86
1.00
0.55
1.00
0.34
1.00
0.34
1.00
Satd. Flow (perm)
1495
1478
957
1583
594
1583
617
2041
Volume (vph)
54
201
467
173
124
45
230
239
132
93
439
125
Peak -hour factor,_ PHF
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
60
225
522
193
139
50
257
267
148
104
491
140
RTOR Reduction (vph)
0
0
192
0
0
32
0
0
70
0
12
0
Lane Group Flow (vph)
0
285
330
0
332
18
0
524
78
104
619
0
Turn Type
custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
4
4
4
8
8
2
2
6
Actuated Green, G (s)
27.6
27.6
27.6
27.6
39.2
39.2
39.2
39.2
Effective Green, g (s)
27.6
27.6
27.6
27.6
39.2
39.2
39.2
39.2
Actuated g/C Ratio
0.37
0.37
0.37
0.37
0.52
0.52
0.52
0.52
Clearance Time (s)
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
Lane Grp Cap (vph)
552
545
353
584
311
830
323
1070
v/s Ratio Prot
0.30
v/s Ratio Perm
0.19
0.22
c0.35
0.01
c0.88
0.05
0.17
v/c Ratio
0.52
0.60
0.94
0.03
1.68
0.09
0.32
0.58
Uniform Delay, d1
18.4
19.2
22.8
15.1
17.8
8.9
10.2
12.2
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.8
1.9
32.8
0.0
321.8
0.2
2.6
2.3
Delay (s)
19.2
21.1
55.6
15.1
339.6
9.1
12.8
14.4
Level of Service
B
C
E
B
F
A
B
B
Approach Delay (s)
20.4
50.3
266.8
14.2
Approach LOS
C
D
F
R
Intersection Summary
HCM Average Control Delay
86.8 HCM Level of Service F
HCM Volume to Capacity ratio
1.38
Actuated Cycle Length (s)
74.8 Sum of lost time (s) 8.0
Intersection Capacity Utilization
102.4% ICU Level of Service G
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHVwithprogram.sy7
Future PMDHV South Village
No Build 2008 With Other Programmed 4nM4lnnnw
L,:vwy uocuments\soburlington\traffic study\2008 PMDHVwithprogram.sy7
Future Conditions PMDHV
South Village
2008 No Build With Programmed Other
12/22/2004
I
t
Movement EBL
EBR
NBL
NBT
SBT
SBR '-
Lane Configurations Y
+T
T
Sign Control Stop
Stop
Stop
Volume (vph) 189
89
46
219
508
166
Peak Hour Factor 0.92
0.92
0.92
0.92
0.92
0.92
Hourly flow rate (vph) 214
101
52
248
574
188
Direction, Lane # EB 1
NB 1
SB 1
Volume Total (vph) 314
300
762
Volume Left (vph) 214
52
0
Volume Right (vph) 101
0
188
Hadj (s)-0.02
0.07
-0.11
Departure Headway (s) 6.4
6.0
5.4
Degree Utilization, x" 0.56
0.50
1.15
Capacity (veh/h) 544
581
660
Control Delay (s) 17.0
15.0
103.4
Approach Delay (s) 17.0
15.0
103.4
Approach LOS C
C
F
Intersection Summary
Delay
64.4
HCM Level of Service
F
Intersection Capacity Utilization
76.2%
ICU
Level
of Service D
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHVwithprogram.sy7
Future AMDHV South Village
Build 2008 With Other Programmed
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Future Conditions AMDHV South Village
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A _-I, --v � � �- *— k °,
\
Satd.Flow (pnot)
1700
1478
1714
1583
1770
1603
- 1711
2046
Fit Permitted
0.28
1.00
0.84
1.00
0.51
1.00
0.15
1.00
SatdFlow (perm)487
1478
1452
1583
058
1693'
279
2046 `
Vo!ume(vph) 57
68
145
164 405
14
Peak -hour factor, 0.84
0.84
0.84
0.84 0.84
0.84
'[).84
' -0.84
0'84
0.84
0.84
0.84
Growth Factor (vph) 104%
104%
104%
104% 104%
104%
184%
104%
104%
104%
104%
104%
Adj. Flow (voh)`� � 71''
85
180
203 501
180
449
612
129
26
244
. �83
m RTORHedtkon�ph) O
0
108
8 O
71
O
10
0
8
-2
- O
Lane Group F|
Turn Type custom
custom
Perm
Perm
Perm
Perm
Intersection Summary,
HCM Average Control Delay
56.5
HCM Level of Service
E
HCM Volume to Capacity ratio
1.06
Actuated Cycle Length (s)
78.0
Sum of lost time
(s)
8.0
Intersection Capacity Utilization
88.9%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
C:\MvDoouments\ obudingkon\tnu#icatudy\20O8AMDHVBuikjwbhpnagram.ay7
TND Engineering
Future AMDHV South Village
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Future Conditions AMDHV
Retrovest
2008 Build With Programmed Other
12/22/2004
Movement
EBL
EBT
EBR
WBL WBT
- WBR
; NBIL
NBT'.i?
NBR
SBL SBT
' SBR
Lane Configurations
►j
T
+T
if
T
+T
r
Ideal Flow (vphpl)
1900
1900
1900
1900 1900
1900
1900
1900
1900
1900 1900
1900
Lane Width
12
12
14
12 12
12
10
13
12
12 12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.86
1.00
0.85
1.00
0.99
1.00
0.85
Fit Protected
0.95
1.00
0.98
1.00
0.95
1.00
1.00
1.00
Satd. Flow (prot)
1770
1607
1823
1583
1652
1915
1856
1583
Fit Permitted
0.95
1.00
0.78
1.00
0.27
1.00
0.96
1.00
Satd. Flow (perm)
1770
1607
1449
1583
472
1915
1792
1583
Volume (vph)
174
13
150
17 22
66
105
282
10
39 543
236
Peak -hour factor, PHF
0.95
0.92
0.95
0.92 0.92
0.92
0.95
0.95
0.92
0.92 0.95
0.95
Growth Factor (vph)
104%
104%
104%
104% 104%
104%
104%
104%
104%
104% 104%
104%
Adj. Flow (vph)
190
15
164
19 25
75
115
309
11
44 594
258
RTOR Reduction (vph)
0
134
0
0 0
68
0
1
0
0 0
107
Lane Group Flow (vph)
190
45
0
0 44
7
115
319
0
0 638''
151
Turn Type
Split
Perm
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
2
6
Permitted Phases
8
8
2
6
6
Actuated Green, G (s)
11.6
11.6
6.2
6.2
34.6
34.6
34.6
34.6
Effective Green, g (s)
11.6
11.6
6.2
6.2
34.6
34.6
34.6
34.6
Actuated g/C Ratio
0.18
0.18,
0.10
0.10
0.54
0.54
0.54
0.54
Clearance Time (s)
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
Lane Grp Cap (vph)
319
289
140
152
254
1029
963
850
v/s Ratio Prot
c0.11
0.03
0.17
v/s Ratio Perm
c0.03
0.00
0.24
c0.36
0.10
v/c Ratio
0.60
0.15
0.31
0.05
0.45
0.31
0.66
0.18
Uniform Delay, d1
24.2
22.3
27.1
26.4
9.1
8.3
10.7
7.6
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
3.0
0.2
1.3
0.1
1.3
0.2
1.7
0.1
Delay (s)
27.2
22.5
28.4
26.5
10.4
8.4
12.4
7.7
Level of Service
C
C
C
C
B
A
B
A
Approach Delay (s)
24.9
27.2
9.0
11.1
Approach LOS
C
C
A
B
Intersection Summary'
HCM Average Control Delay
14.4
HCM Level of Service
B
HCM Volume to Capacity ratio
0.61
Actuated Cycle Length (s)
64.4
Sum of lost time
(s)
12.0
Intersection Capacity Utilization
75.0%
ICU Level
of Service
D
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
TND Engineering
Future AMDHV
South Villaae
L,:uviy uocuments\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
Future Conditions AMDHV South Village
2008 Build With Programmed Other 12/21/2004
Lane Configurations
T
4
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
73
184
544
106 75
239
Peak Hour Factor
0.88
0.88
0.88
0.88 0.88
0.88
Hourly flow rate (vph)
86
217
643
125 89
282
Pedestrians
Lane Width"(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1165
706
768
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1165
706
768
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
55
50
90
cM capacity (veh/h)
192
436
846
Direction, Lane #
WB'f-
S 1:
Volume Total
304
,,NBA-,-,
768
371
;
Volume Left
86
0
89
Volume Right
217
125
0
cSH
320
1700
846
Volume to Capacity
0.95'
0.45
0.10
Queue Length 95th (ft)
242
0
9
Control Delay (s)
74.7
0.0
3.3
Lane LOS
F
A
Approach Delay (s)
74.7
0.0
3.3
Approach LOS
F
intersecfion Sumrna}y
Average Delay
16.6
Intersection Capacity Utilization
79.9%
ICU Level
of Service D
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
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Future Conditions AMDHV
South Village
2008 Build With Programmed
Other
12/21/2004
Movement,'',-
BBL
EBT
EBR
WBL
'WBT WBR '- NBL - NBT NBR SBL SBT, SB,
Lane Configurations
''
y
Sign Control
Stop
Stop Stop Stop .
Volume (vph)
40
125
12
32
156 69 45 237 94 41 54 14
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84
Hourly flow rate (vph)
50
155
15
40
193 85 56 293 116 51 67 17
Direction,"
EB,1,,",WB
1,
`NB 1
S61
Volume Total (vph)
219
318
466
135
Volume Left (vph)
50
40
56
51
Volume Right (vph)
15
85
116
17
Hadj (s)
0.04
-0.10
-0.09
0.03
Departure Headway (s)
6.5
6.2
5.8
6.7
P x
Degree Utilization; x
0:40
0.55
0.76
0.25�
{ §k�i:5xx.Ex
7 n�1�aSt.�''. e�''.L'e�w. gt.:w.« �...x t '.''
Capacity (veh/h)
480
538
594
452
. ,.,..0 x +r
Control Delay (s)
13.8
16.4
24.7
11.9
Approach Delay (s)
13.8
16.4
24.7
11.9
Approach LOSS
B
..�C
C
B
A.`
tntersedtien Summa
Delay
18.7
HCM Level of Service
C
-
Intersection Capacity Utilization
46.3%
, e A : ICU Level of Service ? '
Analysis Period ($pmin)
15
3
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C:\My Documents\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
TND Engineering
Future AMDHV South Village
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' Future Conditions AMDHV
South Village
2008 Build With Programmed Other
12/21/2004
Moverrient ..
WBL
,1l4lBR
NBT
NBR
' SBL '
-SBT
Lane Configurations
r
tT+
tt
Ideal Flow (vphpl)'
1900
1900
1900
1900
1900
1900
Lane Width
12
12
12
12
10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
I
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3462
1652
3775
Flt Permitted
0.95
1.00
1.00
0.14
1.00
Satd. Flow (perm)
"1770
1583
3462
242
3775
Volume (vph)
210
293
1096
187
117
619
Peak -hour factor,,,PHF
0.95
0.95
0.95
0.95
0.95
0.95
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
230
321
1200
205
128
678
RTOR Reduction (vph)
0
59
14
0
0
0
Lane Group Flow (vph)
230
262
1391
0
128
678
Turn Type
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
8
6
Actuated Green, G (s)
16.5
16.5
48.5
48.5
48.5
Effective Green, g (s)
16.5
16.5
48.5
48.5
48.5
Actuated g/C-Ratio
0.23
0.23
0.66
0.66
0.66
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
400
358
2300
161
2508
v/s Ratio Prot
0.13
0.40
0.18
v/s Ratio Perm
c0.17
c0.53
We Ratio
0.57
0.73
0.60
0.80
0.27
Uniform Delay, d1
25.1
26.2
6.9
8.7
5.0
Progression Factor
1.00
1.00
1.00
1.00
1.00
ON ON
Incremental Delay, d2
2.0
7.5
0.5
23.1
0.1
Delay (s)
27.1
33.7
7.3
31.8
a�
Level of Service
C
C
A
C
'NNW&
A
"
Approach Delay (s)
31.0
7.3
J
9.3 x ;.
,� IN R...�'t�;�.,
Approach LOS
C
A
..���$
A
,,t,�.,;r
Intersection Summary
HCM Average Control Delay
12.6
HCM Level of Service
B�
HCM Volume to Capacity
ratio
0.78
Actuated Cycle Length (s)
73.0
Sum
of lost time (s)
8.0
I Intersection Capacity Utilization
66.5%
ICU Level
of Service
C
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
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Future Conditions AMDHV South Village
2008 No Build with Programmed 12/22/2004
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Movement
EBL
EBR
NBL
NBT `
SBT
` SBR
Lane Configurations
Y
+T
T�-
Sign Control `'
Stop
Stop
Stop
Volume (vph)
239
37
52
417
148
93
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
296
46
64
516
183
115
Direction, Lane it
EB 1
NB 1
SB`1
Volume Total (vph)
342
581
298
Volume Left (vph)
296
64
0
Volume Right (vph)
46
0
115
Hadj (s)
0.13
0.06
-0.20
Departure Headway (s)
6.4
5.7
5.9
Degree Utilization, x
0.61
0.91
0.49
Capacity (veh/h)
542
622
591
Control Delay (s)
18.9
41.2
14.3
Approach Delay (s)
18.9
41.2
14.3
Approach LOS
C
E
B
Intersection Summa
Delay 28.4
HCM Level of Service D
Intersection Capacity Utilization 65.9% ICU Level of Service C
Analysis Period (min) 15
C:\My Documents\soburlington\traffic study\2008 AMDHVwith programmed.sy7
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Future PMDHV South Village
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� WBR
NBL'
NBT"
' NBR
SBL,
SBT
Lane Configurations
lr
t
r
T
t
Ideal Flow (vphpl)
1900
1900
1900 -
1900
1900
1900
1900
1900
1900
1900
4900
1900
Lane Width
10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
100
0.85
1.00
0.94
1.00
0.97`
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)..
1720
1478
1687
1583
1770
1642
1711
2046
Flt Permitted
0.85
1.00
0.55
1.00
0.21
1.00
0.40
1.00
Satd. Flow (perm)
1474
1478
957
1583
392
1642
713
2046
Volume (vph)
54
201
51
1192
124
45
259
251
148
93
484
125
Peak -hour factor, PHF
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
60
225
577
215
139
50
290
281
166
104
541
140
RTOR Reduction (vph)
0
0
164
0
0
31
0
27
0
0
12
0
Lane Group Flow (vph)
0
285
413
0
354
19 _
290
420
0
104
669
0
Turn Type
custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
Permitted Phases
4
4
4
8
8
2
2
6
Actuated Green, G (s)
29.5
29.5
" 29.5
295
39.1 '
39.1
6
39.1
39.1
Effective Green, g (s)
29.5
29.5
29.5
29.5
39.1
39.1
39.1
39.1
Actuated g/C Ratio
0.39
0.39
0.39
0.39
0.51
0.51
0.51
0.51
Clearance Time (s)
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'
Lane Grp Cap (vph)
568
569
369
610
200
838
364
1044
v/s Ratio Prot
v/s Ratio Perm
0.19
0.28
c0.37
0.01
c0.74
0.26
0.15
0.33
v/c Ratio `
0.50
0.73
0.96
0.03
1.45
0.50
0.29
0.64
Uniform Delay, d1
17.9
20.1
23.0
14.7
18.7
12.3
10.7
13.6
Progression Factor
1.00
1.00
1.00
1.00
1.00 -
1.00
1.00
1.00
Incremental Delay, d2
0.7
4.6
35.8
0.0
228.2
2.1
2.0
3.0
Delay (s)
18.6
24.7
58.8
14.7
247.0
14.5
12.7
16.7
Level of Service
g
C
E
B
F
B
B
B
Approach Delay (s)
22.7,
53.3
"''106.0
16.1
Approach LOS
C
D
F
g
Intersection Sumt"'
HCM Average Control Delay 47.3 HCM Level of Service D
HCM Volume to Capacity ratio"r: 1.24:x..
Actuated Cycle Length (s) 76.6 Sum of lost time (s), 8.0
Intersection Capacity Utilization 95.5% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future PMDHV
South Village
c;:Xmy uocuments\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future Conditions PMDHV
All way stop
2008 Build With Programmed Other
12/22/2004
--*
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4---
A_
41
t
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41
Movement
EBL
EBT
EBR
WBIL WBT
WBR:
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
T
+T
I if
14
+T
r
Ideal Flow (vphpl)
1900
1900
1900
1900 1900
1900
1900
1900
1900
1900 1900
1900
Lane Width
12
12
14
12 12
12
10
13
12
12 12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.87
1.00
0.85
1.00
0.99
1.00
0.85
Fit Protected
0.95
1.00
0.98
1.00
0.95
1.00
1.00
1.00
Satd. Flow (prot)
1770
1614
1824
1583
1652
1909
1854
1583
Fit Permitted
0.95
1.00
0.78
1.00
0.29
1.00
0.95
1.00
Satd. Flow (perm)
1770
1614
1450
1583
504
1909
1763
1583
Volume (vph)
170
18
147
8 11
32
95
250
14
54 526
244
Peak -hour factor, PHF
0.95
0.92
0.95
0.92 0.92
0.92
0.95
0.95
0.92
0.92 0.95
0.95
Growth Factor (vph)
104%
104%
104%
104% 104%
104%
104%
104%
104%
104% 104%
104%
Adj. Flow (vph)
186
20
161
9 12
36
104
274
16
61 576
267
RTOR Reduction (vph)
0
132
0
0 0
34
0
2
0
0 0
118
Lane Group Flow (vph)
186
49
0
0 21
2
104
288
0
0 637
149
Turn Type
Split
Perm
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
2
6
Permitted Phases
8
8
2
6
6
Actuated Green, G (s)
11.2
11.2
4.0
4.0
34.6
34.6
34.6
34.6
Effective Green, g (s)
11.2
11.2
4.0
4.0
34.6
34.6
34.6
34.6
Actuated g/C Ratio
0.18
0.18
0.06
0.06
0.56
0.56
0.56
0.56
Clearance Time (s)
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
Lane Grp Cap (vph)
321
293
94
102
282
1069
987
886
v/s Ratio Prot
c0.11
0.03
0.15
v/s Ratio Perm
c0.01
0.00
0.21
c0.36
0.09
v/c Ratio
0.58
0.17
0.22
0.02
0.37
0.27
0.65
0.17
Uniform Delay, d1
23.1
21.4
27.4
27.1
7.5
7.0
9.4
6.6
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.5
0.3
1.2
0.1
0.8
0.1
1.5
0.1
Delay (s)
25.7
21.6
28.6
27.2
8.4
7.2
10.8
6.7
Level of Service
C
C
C
C
A
A
B
A
Approach Delay (s)
23.7
27.7
7.5
9.6
Approach LOS
C
C
A
A
Intersection Summary
HCM Average Control Delay
12.7
HCM Level of Service
B
HCM Volume to Capacity ratio
0.60
Actuated Cycle Length (s)
61.8
Sum of lost
time
(s)
12.0
Intersection Capacity Utilization
72.9%
ICU Level
of Service
C
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future PMDHV South Village
Build 2008 With Other Programmed 1q1'51 MAnA
L,:xiviy uocumentsXsoburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future ConditionsPMDHV South Village
2008 Build With Programmed Other 12/21/2004
j-- k,�► �►
Mr�remi� WR. NBT NBRSi3c:
a
Lane Configurations
'
T+
Sign Control
Stop
Free
Free
G rade
0%
0%
0%
Volume (veh/h)
101
82
256 85 173
470
M s
�t
Peak Hour Factor
0.88
0.88
0.88 0.88 0.88
0.88
..�...;
Hourly flow rate (vph)
119
97
303 ;%, 100 204
555
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
,`r °
xh0#¢ut No
Right turn flare (veh)
Median type
None
Median storage veh)
'
Upstream' signal (ft)
pX, platoon unblocked
vC, conflicting volume
1317
353
403
vC 1, stage 1 conf vol
vC2, stage conf void
vCu, unblocked vol
1317
353
403
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
17
86
82
cM capacity (veh/h)
143
691
1156
Volume Total
216
403
760
Volume Left
119
0
204
Volume Right
97
100
0
cSH
222
1700
1 156
Volume to Capacity
0.98
0.24
0.18
Queue Length 95th (ft)
217
0
16
Control Delay (s)
100.2
0.0
4.1
Lane LOS
F
A
Approach Delay (s) ;
100.2
0.0
4.1
Approach LOS
F
Intersection Summary.
Average Delay 17.9
Intersection, Capacity Utilization 76.1% ICU Level of Service p
Analysis Period (min) 15
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future PMDHV South Village
Build 2008 With Other Programmed
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Future ConditionsPMDHV
South Village
2008 Build With Programmed
Other
12/21/2004
Movement , ' `
EBL `--`. EBi
EBR „WBL
WBT
WBR NBC NBT
NBR SBL SBT SBR
Lane Configurations
4�
+T+
+T+
Sign Control
Stop
Stop
StopStop
p
Volume (vph)
48
131
67
106
144
35 12 62
36 38 204 35
Peak Hour Factor
0.97
0.97
0.97
0.97
0.97
0.97 0.97 0.97
0.97 0.97 0.97 0.97
Hourly flow rate (vph)
51
140
72
114
154
38 13 66
39 41 219 38
Direction, Lane 4
EB 1
WB 1
NB 1
SB 1
Volume Total (vph)
264
306
118
297
Volume Left (vph)
51
114
13
411.'
"
Volume Right (vph)
72
38
39
38
Hadj (s)
-0.09
0.03
-0.14
-Ml
Departure Headway (s)
5.6
5.6
6.0
5.7
Degree Utilization, x
0.41
0.48
0.20
0.47
j Capacity (veh/h)
589
595
509
578
Control Delay (s)
12.5
13.7
10.5
13.8
Approach Delay (s)
12.5
13.7
10.5
13.8
Approach LOS
B
B
B
B
Intersection Summar
Delay
HCM Level of Service
13.0
g
Intersection Capacity Utilization
57.9%
ICU Level
of Service
B.
Analysis Period (min)
15
TND Engineering CAMy Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future PMDHV South Village
Build 2008 With Other Programmed .41%In4 /^^-.
-.%my vocuments\sopurlington\traffic study\2008 PMDHV Build withprogram.sy7
Future ConditionsPMDHV South Village
2008 Build With Programmed Other 12/21/2004
Movement
WBL
WBIR
NBT
NBR
SBL
SBT
Lane Configurations
r
tT
tt
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
fa��.�$».'. ";
Lane Width
12
12
12
12
10
14
i..»
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
t»t"21�E*t k �
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
y5,Y pA% fMa
Frt
1.00
0.85
0.98
1.00
1.00:P,,
���,�
Flt Protected
0.95
1.00
1.00
0.95
1.00
..-.tea .ti , .fix = ,.�. Xfi
Satd. Flow (prot)
1770
1583
3459
1652
3775
, a ;_
Flt Permitted
0.95
1.00
1.00
0.29
1.00
Satd. Flow (perm)
1770
1583
3459
512--
3775
Volume (vph)
246
111
677
121
155
1130
Peak -hour factor, PHF
0.96
0,96
0.96
0.96
0.96
0.96
Growth Factor (vph)
104%
104%
104%
104%
104%
104%
Adj. Flow (vph)
266
120
733
131
168
1224
RTOR Reduction (vph)
0
90
18
0
0
p
Lane Group Flow (vph)
266
30
846
0
168
1224`"-
Turn Type
Perm
Perm
Protected Phases
8
2
6
"`
Permitted Phases
g
6
Actuated Green, G (s)
13.2
13.2
31.0
31.0
31.0
Effective Green, g (s)
13.2
13.2
31.0
31.0
31.0
Actuated g/C Ratio
0.25
0.25
0.59
0.59
0.59
4i ° `
Clearance Time (s)
4.0
4.0
4.
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
448
400
2054
304
v/s Ratio Prot
c0.15
0.24
v/s Ratio Perm
0.02
c0.33
v/c Ratio
°0.59
0.08
0.41
0.55
Uniform Delay, d1
17.1
14.9
5.7
6.4
Progression Factor
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.1
0.1
0.1
2.2
Delay (s)
19.3
14.9
5.8
8.6
Level of Service
B
B
A
A
Approach Delay (s)
17.9
5.8
Approach LOS
B
A
2242
0.32
0.55
3
6.4
1.00�
0.3
id
6.6 A 0,511
r�
A
Jul
6.9...
A
Intersection Summary
HCM Average Control Delay
8.1
HCM Level of Service A
HCM Volume to Capacity ratio
0.56
r .
Actuated Cycle Length (s)
52.2
Sum of lost time (s) 8.0
Intersection Capacity Utilization
56.6%
ICU Level of Service Qi� g
a c 7 m r
Analysis Period (min)
15
c Critical Lane Group"
" b
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future PMDHV
South Viiianp
L:uviy uocuments\sopurlington\traffic study\2008 PMDHV Build withprogram.sy7
Future Conditions PMDHV
South Village
2008 Build With Programmed Other
12/22/2004
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Movement WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations Y
T+
Sign Control Stop
Stop
Stop
Volume (vph) 101
82
256
85
173
470
Peak Hour Factor 0.88
0.88
0.88
0.88
0.88
0.88
Hourly flow rate (vph) 119
97
303
100
204
555
Direction, Lane 4 WB 1
NB 1
SB 1
Volume Total (vph) 216
403
760
Volume Left (vph) 119
0
204
Volume Right (vph) 97
100
0
Hadj (s) -0.12
-0.12
0.09
Departure Headway (s) 6.4
5.5
5.4
Degree Utilization, x 0.38
0.61
1.13
Capacity (veh/h) 543
639
669
Control Delay (s) 13.3
16.7
97.4
Approach Delay (s) 13.3
16.7
97.4
Approach LOS B
C
F
Intersection Summary'
Delay
60.6
HCM Level of Service
F
Intersection Capacity Utilization
76.1%
ICU
Level
of Service D
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
Future AMPKHR South Village
2013 No Build With Programmed 12/22/2004
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Future Conditions AMDHV
South Village
2013 No Build with Programmed
12/22/2004
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Movern ro
BT
EBR
` WBL
WBT
Wl
NBL
NBT
NBR
SBL
' SBT
S`BR'
Lane Configurations jns
Ideal Flow vphtiI 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
�
Flt Protected
0.98
1.00
0.99
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1716
1583
1703
1583
1711
2043
Flt Permitted
0.40
1.00
0.86
1.00
0.62
1.00
0.12
1.00
Satd. Flow (perm)
698
1478
1493
1583
1073
1583
212
2043_
Volume (vph) 57
69
128
145
405
145
310
434
89
21
185
51
Peak -hour factor, PHIF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 74
90
166
188
526
188
402
563
115
27
240
66
RTOR Reduction (vph) 0
0
88
0
0
72
0
0
60
0
13
0
Lane Group Flow (vph) 0
164
78
0
714
116
0
965
55
27
293
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Perm
Protected Phases
8
,2
6
Permitted Phases 4
4
4
8
8
2
2
6
Actuated Green, G (s)
37.0
37.0
37.0
37.0
34.0
34.0
34.0
34.0
Effective Green, g (s)
37.0
37.0
37.0
37.0
34.0
34.0
34.0
34.0
Actuated g/C Ratio
0.47
0.47
0.47
0.47
0.43
0.43
0.43
0.43
Clearance Time (s)
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
Lane Grp Cap (vph)
327
692
699
741
462
681
91
879
v/s Ratio Prot
v/s Ratio Perm
0.24
0.05
c0.48
0.07
c0.90
0.03
0.13
0.14
v/c Ratio
0.50
0.11
1.02
0.16
��3
2.09
0.08
0.30
0.33
Uniform Delay, d1
14.6
11.8
21.0
12.0
22.5
13.3
14.7
15.0
Progression' Factor
1.00
1.00
1.00
1.00
1*, r
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.2
0.1
39.6
0.1
497.3
0.1
1.8
0.2
Delay (s)
15.8
11.9
60.6
12.1
519.8
13.3
16.5
15.2
Level of Service
B
B
E
B
F
B
B
B
Approach Delay (s)
13.8
50.5
465`.9
15.3
Approach LOS
B
D
F
B
Intersection Summary
HCM Average Control Delay
211.1
HCM Level of Service
F
HCM Volume to Capacity ratio
1.53
Actuated Cycle Length (s)
79.0
Sum
of lost time (s)
8.0
Intersection Capacity: Utilization
110.3%
ICU
Level
of Service
H
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 AMDHVwith programmed.sy7
Future AMPKHR
South Villanp
L,:\my uocuments\soburlington\traffic study=13 AMDHVwith programmed.sy7
Future Conditions /\M[}HV
South Village
2013KjOBuild with Programmed
12/22/2004
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Lane Configurations
t
t
Sign Control Stop
Free
Free
Pedestrians
Lane Width (ft)
W-01,
Walking Speed (ft/s)
Percent Blockage
Vff
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC'conflicting volume 1337
218
418
wC1.stage 1 oonfvo|
-
vO2.stage 2oonfvol
vCu.unblocked vol 1337
218
418
hC, uin0|o (s) 6.4
62
4.1
UC. 2 stage (s)
tF (s) ` 3.5
3.3
2.2
p0queue free % 0
84
78
Volume Total �
,
1�1���
2.~
Volume Left
151
O
249
Volume Right
O
` 48
0
oSH
132
822
1141
Volume to Capacity
1.14
0.06
0,22
UueueLength QSth(h)
220
5
21
Control Delay — ^(s)
186.9
97
9.0
Lane LOS
F
A
A
Approach Do|ay(n)
144.2
2.8
AppmoohLOS
F
^ 620 �218
0 0
0 8
1700 1700
0.36 0]3
U O
(lO (lO
200
U
200
1700
0.12
0.0
Intersection Summar"
Intersection Capacity Utilization ~ 44.0% ICU Level ofService A `
Analysis Period (mm) 15
~
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2013 No Build With Programmed 12/22/2nn4
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CAMy Documents\soburlington\traffic study\2013 AMDHVwith programmed.sy7
Future Conditions AMDHV South Village
2013 No Build with Programmed 12/22/2004
Movement WBL WBR NBT r NBR `' SBL ° SBT� fi
Lane Configurations
Y
'+
+
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume(veh/h)
73
175
521
106 59
187
Peak Hour Factor
0.88
0.88
0.88
0.88 0.88
0.88
Hourly flow rate (vph)
90
217
645
131 73
232
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1089
711
777
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1089
711
777
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
58
50
91
cM capacity (veh/h)
218
433
840
Direction, Lane 4
WB 1
NB 1
SB 1
Volume Total
307
777
305
Volume Left
90
0
73
Volume Right
217
131
0
cSH
335
1700
840
Volume to Capacity
0.92
0.46
0.09
Queue Length 95th (ft)
228
0
7
Control Delay (s)
66.0
0.0
3.1
Lane LOS
F
A
Approach Delay (s)
66.0
0.0
3.1
Approach LOS
F
Intersection Summary;
Average Delay
15.3
Intersection Capacity Utilization
77.3%
ICU Level
of Service D
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHVwith programmed.sy7
TND Engineering
Future AMPKHR
2013 No Build With Programmed
South Village
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Future Conditions AMDHV
South Village
2013 No Build with Programmed
12/22/2004
Movement _
EBL
EBT
EBR
' WSL
WBT
' WBR NBL
NBT
NBR
BR
Lane Configurations
44
+T�
SignControl
Stop
Stop
Stop
Stop
Volume (vph)
38
120
11
32
153
68 44
236
94
39 52
14
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84'
0.84 0.84
0.84
0.84
0.84 ` 0.84
0.84
Hourly flow rate (vph)
49
156
14
42
199
88 57
306
122
51 67
18
Direction, Lane 4
EB 1
WB 1 B
NB 1
SB 1
Volume Total (vph)
219
328
485
136
Volume Left (vph)
49
42
57
51
Volume Right (vph)
14
88
122
18
Hadj'''(s)
0.04`
-0`10
-0.09
0.03
Departure Headway (s)
6.7
6.3
5.9
6.8
Degree Utilization, x
0.41
0.57
0.80
0.26
Capacity (veh/h)
470
520
588
447
Control Delay (s)
14.2
17.4
28.2
12.2
Approach Delay (s)
14.2
17.4
28.2
12.2
Approach LOS
B
C
D
g
Intersection Summa
Delay
20.7
HCM Level of Service
C
Intersection Capacity Utilization
47.9%
ICU
Level
of Service
A
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2013 AMDHVwith programmed.sy7
Future AMPKHR South Village
2013 No Build With Programmed In in,% In f%f% A
%.:uviy uocumenisxsonunington\traffic study\2013 AMDHVwith programmed.sy7
Future Conditions AMDHV South Village
2013 No Build with Programmed 12/22/2004
Mbve'tent :., ;°'.WBL "'WBR
NBT'
NBR ; SBL:
""s,�33
Lane Configurations
r
t
tt
Ideal Flow (uphpl)
1900
1900
1900
1900 1900
1900`
Lane Width
12
12
12
12 10
14
"
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt.
1.00
0.85
0.98
1.00
1.00'
� y j � µ M
MIN
Flt Protected
0.95
1.00
1.00
0.95
1.00
.,r h.
Satd. Flow (prot)
1770
1583
3466
1652
3775
Fit Permitted
0.95
1.00
1.00
0.13
1.00
Satd. Flow (perm)
1770
1'
3466
226
3775 `
t` t ,.qV0 ' +". VR
��583
Volume (vph)
192
267
1096
175 109
619
Peak hour factor, PHF
Growth Factor
0.95
0.95
0.95
0.95 0.95
0.95`
t r��a4
(vph)
109%
109%
109%
109% 109%
109%
Adj. Flow (vph)
220
306
1258
201 125
710
°;
RTOR Reduction (vph)
0
64
17
0 0
0
Lane Group Flow (vph)
220
242
1442
0 125
710,��.��
Turn Type
Perm
Perm
Protected Phases
8
2
g�
Permitted Phases
g
6
Actuated Green, G (s)
13.4
13.4
42.4
42.4
42.4i,
'
Effective Green, g (s)
13.4
13.4
42.4
42.4
42.4
Actuated g/C Ratio
0.21
0.21
0.66
0.66
0.66
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Clearance Time (s)
4.0
4.0
4.0
4.0
4.0�
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
372
332
2303
150
2509
v/s Ratio Prof
0.12
0.42
0.19
v/s Ratio Perm
c0.15
c0.55
v/c Ratio
0.59
0.73
0.63
0.83
0.28"�
"
Uniform Delay, d1
22.7
23.5
6.1
8.0
4.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
��`
Incremental Delay, d2
2.5
7.8
0.5
30.9
0.1"
Delay (s)
25.2
31.3
6.7;
39.0
4.5
t
IN �... i, 6a, d
Level of Service
C
C
A
D
A
.4 ,.,„ „ :..
Approach Delay (s)
28.8
6.7
9.6
Approach LOS
C"...
A
q
..,_ ._ _.._
Intersection Surntnary . :..
..
HCM Average Control Delay
11.7
HCM Level of Service B
HCM Volume to Capacity
ratio
0.81
Actuated Cycle Length (s)
63.8
Sum of lost time
(s) 8.0
Intersection Capacity Utilization
67.3%
ICU Level
of Service C
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 AMDHVwith programmed.sy7
Future AMPKHR South Village
2013 No Build With Programmed 12/22/2004
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Future Conditions AMDHV
South Village
2013 No Build with Programmed
12/22/2004
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Movement EBL
EBR
NBL
NBT
SBT
SBR
Lane Configurations Y
+T
T
Sign Control Stop
Stop
Stop
Volume (vph) 239
37
52
417
148
93
Peak Hour Factor 0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph) 310
48
67
541
192
121
Direction, Lane 4 EB 1
NB 1
SB 1
Volume Total (vph) 358
609
313
Volume Left (vph) 310
67
0
Volume Right (vph) 48
0
121
Hadj (s) 0.13
0.06
-0.20
Departure Headway (s) 6.6
5.8
6.1
Degree Utilization, x 0.66
0.99
0.53
Capacity (veh/h) 540
609
584
Control Delay (s) 21.3
56.4
15.7
Approach Delay (s) 21.3
56.4
15.7
Approach LOS C
F
C
Intersection Summa...,
Delay
36.6
HCM Level of Service
E
Intersection Capacity Utilization
68.6%
ICU Level
of Service C
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHVwith programmed.sy7
TND Engineering
Future PMDHV South Village
No Build 2013 With Other Programmed
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Future Conditions PMDHV South Village
20013 No Build With Programmed Other 12/22/2004
Lane Configurations,
Ideal Flow (vphpO 1900
1900
1900
1900
1900
1900 1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12 12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.85
1.00
0.97
Fit Protected
0.99
1.00
0.97
1.00
0.98
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1689
1583
1697
1583
1711
2041
Fit Permitted
0.84
1.00
0.54
1.00
0.30
1.00
0.31
1.00
Satd. Flow (perm)
1468
1478
939
1583
517
1583
562
2041
Volume (vph) 54
201
467
173
124
45 230
239
132
93
439
125
Peak -hour factor, PHF 0.93
0.93
0,93
0.93
0,93
0.93 0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 109%
109%
109%
109%
109%
109% 109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 63
236
547
203
145
53 270
280
155
109
515
147
RTOR Reduction (vph) 0
0
176
0
0
33 0
0
76
0
13
0
Lane Group Flow (vph) 0
299
371
0
348
20 0
550
79
109
649
0
Turn Type custom
custom
Perm
Perm Perm
Perm
Perm
Protected 'Phases -
8
Permitted Phases 4
4
4
8
8 2
2
2
6
Actuated Green, G (s)
29.5
29.5
29.5
29.5
39.1
39.1
6
39.1
39.1
Effective Green, g (s)
29.5
29.5
29.5
29.5
39.1
39.1
39.1
39.1
Actuated g/C Ratio
0.39
0.39
0.39
0.39
0.51
0.51
0.51
0.51
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Vehicle Extensions)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
565
569
362
610
264
808
287
1042
v/s Ratio Protaa ;:
0.32
v/s Ratio Perm
0.20
0.25
c0.37
0.01
c1.06
0.05
0.19
v/cRatio
0.53
0.65
0.96
0.03
2.08
0.10
0.38
0.62
Uniform Delay, d1
18.2
19.3
23.0
14.7
18.7
9.7
11.4
13.5
Progression Factor-*' �f
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.9
2.7
37.0
0.0
500.3
0.2
3.8
2.8
Delay (s)� u"''
19.1
22.0
60:0
14.7
519.0
9.9
15.2
16.3
Level of Service
B
C
E
B
F
A
B
B
Approach Delay (s)'
21.0
54.0
407.1
16.1
Approach LOS
C
D
F
B
Intersectfori Sumtriary:;
;o
z
HCM Average Control Delay
124.4
HCM Level of Service
F
HCM Volume to Capacity ratio
1.60
Actuated Cycle Length (s)
76.6
Sum
of lost time (s)
8.0
Intersection Capacity Utilization
106.7%
ICU
Level
of Service
G
Analysis Period (min)
15
c Critical Lane Group
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SBR,- Y
Lane Configurations
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
158
138
90
226
493
238
Peak Hour Factor
0.95
0.95
0.95
0.95
0.95
0.95
Hourly flow rate (vph)
181
158
103
259
566
273
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type '
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1031
566
839
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1031
566
839
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
19
70
87
cM capacity (veh/h)
225
524
796
Volume Total
181
158
103
259
566
273
Volume Left
181
0
103
0
0
0
Volume Right'
0
158
0
0
0
' 273
cSH
225
524
796
1700
1700
1700
Volume to Capacity
0.81
0.30
0.13
0.15
0.33
0.16
Queue Length 95th (ft)
149
32
11
0
0
0
Control Delay (s)
65.4
14.8
10.2
0.0
0.0
0.0
Lane LOS
F
B
g.:
Approach Delay (s)
41.8
2.9
�„2�,
0.0
t.. g
�..HI ����
�..
Approach LOS
E
,E
Average Delay
9.9
Intersection Capacity, Utilization
533%
ICU Level of Service A
Analysis Period (min)
15
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Future PMDHV South Village
No Build 2013 With Other Programmed 12/22/2004
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Future Conditions PMDHV
South Village
20013 No Build With Programmed
Other
12/22/2004
I
Movement
WBL
WBR
NBT
NBR
SBL ,-
SBT
Lane Configurations
T+
+T
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
101
73
223
85
160
444
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
Hourly flow rate (vph)
125
90
276
105
198
550
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1275
329
382'
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1275
329
382
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
18
87
83
cM capacity (veh/h)
153
713
1177
Volume Total
216
382
748
Volume Left
125
0
198
Volume Right
90
105
0
cSH
228
1700
1177
Volume to Capacity
0.94
0.22
0.17
Queue Length 95th (ft)
206
0
15
Control Delay (s)
90.9
0.0
3.9
Lane LOS
F
A
Approach Delay (s)
90.9
0.0
3.9
Approach LOS
F
Intersection Summar
Average Delay 16.7
Intersection Capacity Utilization 74.5% ICU Level of Service D
Analysis Period (min) 15
C:\My Documents\soburlington\traffic study\2013 PMDHVwithprogram.sy7
TND Engineering
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Future Conditions PMDHV
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20013 No Build With Programmed
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12/22/2004
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Movement
EBL
EBT,
;EBRoi-WBW_ "a.. i3NBT SBR
Lane Configurations
�
Sign Control
Stop
Stop Stop Stop
Volume (vph)
47
129
65
106
139 33 11 60 36 37 203 34
Peak Hour Factor
0.97
0.97
0.97
0.97
0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Hourly flow rate (vph)
53
145
73
119
156 37 12 67 40 42 228 38
Direction, Lane # :
EB 1 WB 1
NB 1
SB 1
Volume Total (vph)
271
312
120
308
Volume Left (vph)
53
119
12
42
Volume Hight (vph)
73
37
40
38�'°:
r ... .„
Had' s
1
-0.09
0.04
-0.15
-0.01
Departure Headway (s)
5.7
5.7
6.1
5.8
Degree Utilization, x
0.43
0.50
0.20
0.50
Capacity (veh/h)
580
584
498
571
Control Delay (s)
12.9
14.3
10.6
14.4
Approach Delay (s)
12.9
14.3
10.6
14.4
Approach LOS
g
B
g
B
Intersection Summary
Delay .
13.5
HCM Level of Service
g
Intersection Capacity Utilization
59.6%
ICU Level of Service g
Analysis Period (min)
15
n
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHVwithprogram.sy7
Future PMDHV South Village
No Build 2013 With Other Programmed ,7„n,nnnA
L;:Xmy uocuments\soburlington\traffic study\2013 PMDHVwithprogram.sy7
Future Conditions PMDHV South Village
20013 No Build With Programmed Other 12/22/2004
Mover en#:
WBL
WBR
NBT
"`N1319' SBL,:':
SBT
Lane Configurations
S
tt
Ideal Flow'(vphpl)
1900
1900
1900
1900 1900
1900
Lane Width
12
12
12
12 10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0,95
Frt
1.00
0.85
0.98
1,00
1.00
Fit Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3470
1652
3775
Fit Permitted
0.95
1.00
1.00
0.29
1.00
Satd. Flow (perm)
1770
1583
3470
499
3775
Volume (vph)
231
104
677
101
137
1130
Peak -hour factor, PHF
0.96
0.96
0.96
0.96
O.96
0.96 -
Growth Factor (vph)
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
262
118
769
115
156
1283
RTOR Reduction (vph)
0
89
15
0
0
0
Lane Group Flow (vph)
262
29
869
0
156
1283
Turn Type
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
g
6
Actuated Green, G (s)
13.0
13.0
31.1
31.1
31.1
Effective Green, g (s)
13.0
13.0
31.1
31.1
31.1
Actuated g/C Ratio
0.25
0.25
0.60
0.60
0.60
w
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0��'�'
Vehicle Extensions...
( )
30
30
30
3.0
3.0
Lane Grp Cap (vph)
442
395
2071
298
2253
v/s Ratio Prot
c0.15
0.25
_
.c0.34
s
v/s Ratio Perm
0.02
0.31
v/c Ratio
0.59
0.07
0.42
0.52
-0.57
p.,r,
Uniform Delay, d1
17.2
14.9
5.6
6.2
6.4
..
Progression factor
1.00
1.00"
1.00
1.00
1.00
Incremental Delay, d2
2.1
0.1
0.1
1.7
0.3
Delay (s)
19.4
15.0
5.8
7.8
6.7
�'
Level of Service
B
B
q
A
A
,, ...�s:, ....x .
Approach Delay (s)
18.0
5.8
6.9
Approach LOS
B
A
A
Intersection Surntriary '
HCM Average Control Delay
8.1
HCM Level of Service A
HCM Volume to Capacity ratio
0.58
Actuated Cycle Length (s)
52.1
Sum of lost time
(s) 8.0
Intersection Capacity Utilization
56.1%
ICU Level
of ServiceR Ai
Analysis Period (min)
15
c Critical Lane Group
�:t r ;.
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TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHVwithprogram.sy7
Future PMDHV
South Villaae
t-:uviy uocuments\soburlingtonitraffic study12013 PMDHVwithprogram.sy7
Future Conditions PMDHV
South Village
20013 No Build With Programmed
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4\
t
Movemenf
EBL
EBR
NBL
NBT SB
Lane Configurations
Y
+T T
Sign Control
Stop
Stop Stop
Volume (vph)
189
89
46
219 508 166
Peak Hour Factor
0.92
0.92
0.92
0.92 0.92 0.92�
S6.f..y.; El
Hourly flow rate (vph)
224
105
54
s. ,M;ak`vai�'L n• �a .,fL>u, < , �4.+ 4di� ao-X'e .
259 602 197
Direction, Lane #
ER
NB 1
SIB 1
Volume Total (vph)
329
314
799
Volume Left (vph)
224
55
0
Volume Right (vph)
105
0
197
Hadj (s)
-0.02
0.07
-0.1 1
�.. 9,0 µ
..:I1; RP# ,.. F4
Departure Headway (s) 6.4
6.1
5.5
t ati Y�
Degree Utilization, x
0.59
0:53
1.22�'���grt
Capacity (veh/h),.",
542
565
642
Control Delay (s)
18.0
1.5.9
133.0
_ x a;,,
�4 �r " _ ,:. F .,.a .t. �... M, t'��M;.
Approach Delay (s)
18.0
15.9
133.0
..'
Approach LOS
C
C
F
Intersection Summa
Delay
81.2
HCM Level of Service
F
_::: .. ....... .....> _.a ....�.;
Intersection Capacity
Utilization,
79.5%
ICU Level of Service p
Analysis Period (min)
15
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Future AMPKHR South Village
2013 Build With Programmed 12/22/2nna
C;:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
Future Conditions AMDHV
South Village
2013 No Build with Programmed
12/22/2004
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Movement EBL
EBT
EBR
WBL
WBT
WBR.
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r
t
if
T-31
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Fit Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1693
1711
2048
Fit Permitted
0.38
1.00
0.84
1.00
0.46
1.00
0.12
1.00
Satd. Flow (perm)
656
1478
1463
1583
854
1693
212
2048
Volume (vph) 57
69
144
162
405
145
365
489
103
21
205
51
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 74
90
187
210
526
188
474
635
134
27
266
66
RTOR Reduction (vph) 0
0
99
0
0
70
0
10
0
0
11
0
Lane Group Flow (vph) 0
164
88
0
736
118
474
759
0
27
321
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
37.0
37.0
37.0
37.0
34.0
34.0
34.0
34.0
Effective Green, g (s)
37.0
37.0
37.0
37.0
34.0
34.0
34.0
34.0
Actuated g/C Ratio
0.47
0.47
0.47
0.47
0.43
0.43
0.43
0.43
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.o
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
307
692
685
741
368
729
91
881
v/s Ratio Prot
0.45
0.16
v/s Ratio Perm
0.25
0.06
c0.50
0.07
c0.55
0.13
v/c Ratio
0.53
0.13
1.07
0.16
1.29
1.04
0.30
0.36
Uniform Delay, d1
14.9
11.9
21.0
12.1
22.5
22.5
14.7
15.2
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.8
0.1
56.1
0.1
148.7
44.6
1.8
0.3
Delay (s)
16.7
12.0
77.1
12.2
171.2
67.1
16.5
15.5
Level of Service
B
B
E
B
F
E
B
B
Approach Delay (s)
14.2
63.9
106.8
15.5
Approach LOS
B
E
F
B
Intersection Summary
HCM Average Control Delay
70.3
HCM
Level of Service
E
HCM Volume to Capacity ratio
1.18
Actuated Cycle Length (s)
79.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
91.9%
ICU Level of Service
F
Analysis Period (min)
15
c Critical Lane Group
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TND Engineering
Future AMPKHR South Village
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Future Conditions AMDHV
South Village
2013 Build with Programmed
12/22/2004
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Movement
EBL
EBT
EBR
WBL
"WBT
WBR
'' NBL"
NBT"
NBR S'BL
SBT
SBR'
Lane Configurations
T+
T+
t
+T
r
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900 1900
1900
1900
Lane Width
12
12
14
12
12
12
10
13
12 12
12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.89
1.00
0.89
1.00
1.00
1.00
0.85
Fit Protected
0.95
1.00
0.95
1.00
0.95
1.00
0.99
1.00
Satd. Flow (prot)
1770
1649
1770
1653
1652
1919
1847
1583
Fit Permitted
0.95
1.00
0.77
1.00
0.56
1.00
0.83
1.00
Satd. Flow (perm)
1770
1649
1433
1653
980
1919
1543
1583
Volume (vph)
130
12
43
16
20
61
217
520
9 36
198
178
Peak -hour factor, PHF
0.91
0.82
0.91
0.82
0.82
0.82
0.91
0.91
0.82 0.82
0.91
0.91
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109% 109%
109%
109%
Adj. Flow (vph)
156
16
52
21
27
81
260
623
12 48
237
213
RTOR Reduction (vph)
0
43
0
0
73
0
0
1
0 0
0
106
Lane Group Flow (vph)
156
25
0
21
35
0
260
634
0 0
285
107
Turn Type
Split
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
2
6
Permitted Phases
8
2
6
6
Actuated Green, G (s)
9.3
9.3
5.2
5.2
26.7
26.7
26.7
26.7
Effective Green, g (s)
9.3
9.3
5.2
5.2
26.7
26.7
26.7
26.7
Actuated g/C Ratio
0.17
0.17
0.10
0.10
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
309
288
140
162
492
963
774
794
v/s Ratio Prot c0.09
0.02
c0.02
c0.33
v/s Ratio Perm
0.01
0.27
0.18
0.07
v/c Ratio
0.50
0.09
0.15
0.22
0.53
0.66
0.37
0.13
Uniform Delay, d1
19.9
18.4
22.0
22.1
9.0
9.9
8.1
7.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.3
0.1
0.5
0.7
1.0
1.6
0.3
0.1
Delay (s)
21.2
18.5
22.5
22.8
10.0
11.5
8.4
7.2
Level of Service
C
B
C
C
B
B
A
A
Approach Delay (s)
20.4
22.7
11.1
7.9
Approach LOS
C
C
B
A
Intersection Summary
HCM Average Control Delay
12.2
HCM Level of Service
B
HCM Volume to Capacity
ratio
0.57
Actuated Cycle Length (s)
53.2
Sum
of lost time
(s)
12.0
Intersection Capacity Utilization
68.5%
ICU Level
of Service
C
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
Future AMPKHR South Village
2013 Build With Programmed 12/22/2004
(;:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
Future Conditions AMDHV South Village
2013 No Build with Programmed 12/22/2004
"r t #
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Y
T+
+T
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
73
179
531
106 66
210
Peak Hour Factor
0.88
0.88
0.88
0.88 0.88
0.88
Hourly flow rate (vph)
90
222
658
131 82
260
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1147
723
789
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1 147
723
789
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
54
48
90
cM capacity (veh/h)
198
426
831
Directi0n, Lane #
WB 1
NB 1
SB 1
Volume Total
312
789
342
Volume Left
90
0
82
Volume Right
222
131
0
cSH
320
1700
831
Volume to Capacity
0.98
0.46
0.10
Queue Length 95th (ft)
259
0
8
Control Delay (s)
81.4
0.0
3.2
Lane LOS
F
A
Approach Delay (s)
81.4
0.0
3.2
Approach LOS
F
Intersection Summary
Average Delay
18.4
Intersection Capacity Utilization
79.9%
ICU Level
of Service D
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
Future AMPKHR South Village
2013 Build With Programmed 12/22/2004
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CAMy Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
Future Conditions AMDHV South Village
2013 No Build with Programmed 12/22/2004
-
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'-*
,-
+-
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1
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Movement;
EBL
EBT
EBR°
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
*14
4
+T+
+T+
Sign Control
Stop
Stop
Stop
Stop
Volume (vph)
40
125
11
32
156
69
45
237
94
39
54
14
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
52
162
14
42
202
90
58
308
122
51
70
18
Direction, Lane 9'
EB 1
WB 1
NB 1
SB 1
Volume Total (vph)
228
333
488
139
Volume Left (vph)
52
42
58
51
Volume Right (vph)
14
90
122
18
Hadj (s)
0.04
-0.10
-0.09
0.03
Departure Headway (s)
6.8
6.4
6.0
7.0
Degree Utilization, x
0.43
0.59
0.81
0.27
Capacity (veh/h)
479
515
572
444
Control Delay (s)
14.8
18.2
30.0
12.5
Approach Delay (s)
14.8
18.2
30.0
12.5
Approach LOS
B
C
D
B
Intersection Summary..:..
..
Delay
21.7
HCM Level of Service
C
Intersection Capacity Utilization
48.3%
ICU Level of Service
A
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
TND Engineering
Future AMPKHR South Village
2013 Build With Programmed 12/22/2004
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Future Conditions AMDHV South Village
2013 No Build with Programmed 12/22/2004
Moveni8r�t WBL, WBR NBT NBR SBL ; 'SBT
Lane Configurations
if
tT
tt
Ideal Flow (vph'pl)
1900
1900
` 1900
1900 1900
1900
Lane Width
12
12
12
12 10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3462
1652
3775
Flt Permitted
0.95
1.00
1.00
0.13
1.00
Satd. Flow (perm)
1770
1583
3462
220
3775
Volume (vph)
208
291
1096
186 117
619
Peak -hour factor, PHF
0.95
0.95
0.95
0.95 0.95
0.95
Growth Factor (vph)
109%
109%
109%
109% 109%
109%
Adj. Flow (vph)
239
334
1258
213 134
710
RTOR Reduction (vph)
0
63
18
0 0
0
Lane Group Flow (vph)
239
271
1453
0 134
710
Turn Type
Perm
Perm
Protected, Phases
8
2
6
Permitted Phases
8
6
Actuated Green, G (s)
14.7
14.7
45.3
45.3
45.3
Effective Green, g (s)
14.7
14.7
45.3
45.3
45.3
Actuated g/C;Ratio
0.22
0.22
0.67
0.67
0.67
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
383
342
2306
147
2515
v/s Ratio Prot
0.14
0.42
0.19
v/s Ratio Perm
c0.17
c0.61
v/c Ratio
0.62
0.79
0.63
0.91
0.28
Uniform Delay, d1
24.1
25.2
6.5
9.6
4.7
Progression Factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
3.2
11.8
0.5
48.6
0.1
Delay (s)
27.3'
37.0
7.1
58.3
4.7
Level of Service
C
D
A
E
A
Approach Delay (s)
32.9
7.1
13.2
Approach LOS
C
A
B
Intersection Summary
HCM Average Control Delay
14.0
HCM Level of Service B
HCM Volume to Capacity ratio
0.88
Actuated Cycle Length (s)
68.0
Sum of lost time (s) 8.0
Intersection Capacity Utilization
69.1 %
ICU Level of Service C
Analysis Period (min)
15
c -Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
TND Engineering
Future AMPKHR
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CAMy Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
Future Conditions AMDHV South Village
2013 Build with Programmed 12/22/2004
-A
4\
t
1
Movement
EBL
EBR
NBL
NBT
SBT
2WOM
Lane Configurations
+T
T
Sign Control
Stop
Stop
Stop
Volume (vph)
243
37
52
420
167
104
Peak Hour Factor
0.84
0.84
0.84
0.84
0.84
0.84
Hourly flow rate (vph)
315
48
67
545
217
135
Direction, Lane #
EB 1
NB 1
SB 1
Volume Total (vph)
363
612
352
Volume Left (vph)
315
67
0
Volume Right (vph)
48
0
135
Hadj (s)
0.13
0.06
-0.20
Departure Headway (s)
6.6
6.0
6.1
Degree Utilization, x
0.67
1.01
0.59
Capacity (veh/h)
533
612
573
Control Delay (s)
22.0
64.4
17.5
Approach Delay (s)
22.0
64.4
17.5
Approach LOS
C
F
C
Intersection Summary
Delay
40.4
HCM Level of Service
E
Intersection Capacity Utilization
70.9%
ICU Level
of Service C
Analysis Period (min)
15
C:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
TND Engineering
Future PMDHV
Build 2013 With Other Programmed
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Future Conditions PMDHV
South Village
2013 Build With Programmed Other
12/22/2004
--`
---I.
-
\
t
1*
l
-*I
Movement EBL
EBT
EBR
WBL
WBT
WBR
, NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
t
r
t
r
T4
,t,
Ideal Flow(vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.95
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1 M
Satd. Flow (prot)
1720
1478
1687
1583
1770
1644
1711
2046
Fit Permitted
0.83
1.00
0.54
1.00
0.18
1.00
0.36
1.00
Satd. Flow (perm)
1445
1478
938
1583
329
1644
657
2046
Volume (vph) 54
201
514
190
124
45
257
259
147
93
482
125
Peak -hour factor, PHF 0.93
0.93
0,93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 109% 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 63
236
602
223
145
53
301
304
172
109
565
147
RTOR Reduction (vph) 0
0
151
0
0
32
0
26
0
0
12
0
Lane Group Flow (vph) 0
299
451
0
368
21
301
450
0
109
700
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
39.0
Effective Green, g (s)
31.0
31.0
31.0
31.0
39.0
39.0
39.0
3M
Actuated g/C Ratio
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
Clearance Time (s)
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
Lane Grp Cap (vph)
574
587
373
629
165
822
329
1023
v/s Ratio Prot
0.27
0.34
v/s Ratio Perm
0.21
0.31
c0.39
0.01
c0.91
0.17
v/c Ratio
0.52
0.77
0.99
0.03
1.82
0.55
0.33
0.68
Uniform Delay, d1
17.9
20.4
23.3
14.4
19.5
13.4
11.7
14,8
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.9
6.0
42.6
0.0
393.7
2.6
2.7
3.7
Delay (s)
18.7
26.4
65.9
14.4
413.2
16.0
14.4
18.5
Level of Service
B
C
E
B
F
B
B
B
Approach Delay (s)
23.9
59.4
169.9
18.0
Approach LOS
C
E
F
B
Intersection Summary
HCM Average Control Delay
66.2
HCM Level of Service
E
HCM Volume to Capacity ratio
1.46
Actuated Cycle Length (s)
78.0
Sum of lost
time
(s)
8.0
Intersection Capacity Utilization
99.2%
ICU Level
of Service
F
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburiington\traffic study\2013 PMDHVBuildwithprogram.sy7
Future PMDHV South Village
Build 2013 With Other Programmed 12/22/2004
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12/22/2004
I2013
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR'
Lane Configurations
T�
T+
t
4
r
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900 1900
1900
Lane Width
12
12
14
12
12
12
10
13
12
12 12
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1 Frt
1.00
0.87
1.00
0.89
1.00
0.99
1.00
0.85
ll Flt Protected
0.95
1.00
0.95
1.00
0.95
1.00
1.00
1.00
Satd. Flow (prot)
1770
1613
1770
1656
1652
1910
1854
1583
Flt Permitted
0.95
1.00
1.00
1.00
0.21
1.00
0.95
1.00
I Satd. Flow (perm)
1770
1613
1863
1656
373
1910
1767
1583
Volume (vph)
168
17
147
8
10
29
95
248
13
50 523
244
Peak -hour factor, PHF
0.95
0.92
0.95
0.92
0.92
0.92
0.95
0.95
0.92
0.92 0.95
0.95
Growth Factor (vph)
109% 109%
109%
109%
109%
109%
109%
109%
109%
109% 109%
109%
Adj. Flow (vph)
193
20
169
9
12
34
109
285
15
59 600
280
RTOR Reduction (vph)
0
131
0
0
32
0
0
2
0
0 0
150
Lane Group Flow (vph)
193
58
0
9
14
0
109
298
0
0 659
130
Turn Type
Split
Perm
Perm
Perm
Perm
Protected Phases
4
4
8
2
6
Permitted Phases
8
2
6
6
Actuated Green, G (s)
10.3
10.3
2.6
2.6
21.5
21.5
21.5
21.5
Effective Green, g (s)
10.3
10.3
2.6
2.6
21.5
21.5
21.5
21.5
Actuated g/C Ratio
0.22
0.22
0.06
0.06
0.46
0.46
0.46
0.46
Clearance Time (s)
4.0
40
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
Lane Grp Cap (vph)
393
358
104
93
173
885
819
734
v/s Ratio Prot
c0.11
0.04
c0.01
0.16
v/s Ratio Perm
0.00
0.29
c0.37
0.08
v/c Ratio
0.49
0.16
0.09
0.15
0.63
0.34
0.80
0.18
Uniform Delay, d1
15.8
14.6
20.8
20.8
9.4
7.9
10.7
7.3
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.0
0.2
0.4
0.7
7.3
0.2
5.8
0.1
Delay (s)
16.7
14.8
21.1
21.6
16.7
8.1
16.4
7.4
Level of Service
B
B
C
C
B
A
B
A
Approach Delay (s)
15.8
21.5
10.4
13.7
Approach LOS
B
C
B
B
Intersection Summary
HCM Average Control Delay
13.6
HCM Level of Service
B
HCM Volume to Capacity ratio
0.66
Actuated Cycle Length (s)
46.4
Sum of lost
time (s)
12.0
Intersection Capacity Utilization
74.9%
ICU Level
of Service
D
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
Future PMDHV South Village
Build 2013 With Other Programmed
12/22/2004
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CAMy Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
Future Conditions PMDHV
South Village
2013 Build With Programmed Other
12/22/2004
t
f
t
Movement
WBL
WBR
NBT
NBR
-SBL
SBT
Lane Configurations
T
+
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
101
80
223
85
165
454
Peak Hour Factor
0.88
0.88
0.88
0.88
0.88
0.88
Hourly flow rate (vph)
125
99
276
105
204
562
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1300
329
382
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1300
329
382
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
15
86
83
cM capacity (veh/h)
147
713
1177
Direction, Lane #
WB 1 `
NB 1
SIB 1
Volume Total
224
382
767
Volume Left
125
0
204
Volume Right
99
105
0
cSH
226
1700
1 177
Volume to Capacity
0.99
0.22
0.17
Queue Length 95th (ft)
226
0
16
Control Delay (s)
102.8
0.0
4.0
Lane LOS
F
A
Approach Delay (s)
102.8
0.0
4.0
Approach LOS
F
Intersection Summary
Average Delay
19.0
Intersection Capacity Utilization
75.9%
ICU Level
of Service D
Analysis Period (min)
15
TND Engineering C:\My Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
Future PMDHV South Village
Build 2013 With Other Programmed 12/22/2004
CAMy Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram. sy7
Future Conditions PMDHV
South Village
2013 Build With Programmed
Other
12/22/2004
Movement f ;
EBL
' .EBT"
" EBR F,W, 15L
WBT
Ft '" NBL
NBT
NBR ,
SBL
SBT.:
Lane Configurations
4
4
4
Sign Control
Stop
Stop `'
Stop
Stop
Volume (vph)
48
131
67
106
144
35 12
62
36
38
204
35
Peak Hour Factor -
0.97
0.97
0.97
0.97
0.97
0:97 0.97
0.97
0.97
0.97
0.97
' 0.97
Hourly flow rate (vph)
54
147
75
119
162
39 13
70
40
43
229
39
Dire6tinn "t7"e #
EB' 1
WB „
.:` NB 1
SB 1
Volume Total (vph)
276
320
124
311
Volume' Left (vph)
54
119
13
43
Volume Right (vph)
75
39
40
39
Hadj (s)
-0.09
0.03
-0.14
-0.01
Departure Headway (s)
5.8
5.8
6.2
5.9
Degree Utilization, x
0.44
0.52
0.21
0.51
Capacity (veh/h)
574
579
490
565
Control Delay (s)
13.3
14.9
10.9
14.9
Approach Delay (s)
13.3
14.9
10.9
14.9
Approach LOS
B
B
B
B
C:\My Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
TND Engineering
Future PMDHV South Village
Build 2013 With Other Programmed 12/22/2004
N
N
s
N
CO C7
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W
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CAMy Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
Future Conditions PMDHV
South Village
2013 Build With Programmed Other#
12/22/2004
Movement
WBL
WBR
NBT
NBR
SBL
SBT:
Lane Configurations
Vi
r
tl�
tt
Ideal Flow (vphpl) "
1900
1900
1900
1900
1900
1900
Lane Width
12
12
12
12
10
14
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
0.95
1.00
0.95
Frt
1.00
0.85
0.98
1.00
1.00
Flt Protected
0.95
1.00
1.00
0.95
1.00
Satd. Flow (prot)
1770
1583
3459
1652
3775
Flt Permitted
0.95
1.00
1.00
0.28
1.00
Satd. Flow (perm)
1770
1583
3459
485
3775
Volume (vph)
244
111
677
120
155
1130
Peak -hour factor, PHF
0.96
0.96
0.96
0.96
0.96
0.96
Growth Factor (vph)
109%
109%
109%
109%
109%
109%
Adj. Flow (vph)
277
126
769
136
176
1283
RTOR Reduction (vph)
0
95
18
0
0
0
Lane Group Flow (vph)
277
32
887
0
176
1283
Turn Type
Perm
Perm
Protected Phases
8
2
6
Permitted Phases
8
6
Actuated Green, G (s)
13.8
13.8
33.4
33.4
33.4
Effective Green, g (s)
13.8
13.8
33.4
33.4
33.4
Actuated g/C Ratio
0.25
0.25
0.61
0.61
0.61
Clearance Time (s)
4.0
4.0
4.0
4.0
4.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
443
396
2093
293
2284
v/s Ratio Prot
c0.16
0.26
0.34
v/s Ratio Perm
0.02
c0.36
v/c Ratio
0.63
0.08
0.42
0.60
0.56
Uniform Delay, d1
18.4
15.8
5.8
6.8
6.5
Progression factor
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.7
0.1
0.1
3.4
0.3
Delay (s)
21.2
15.9
5.9
10.2
6.8
Level of Service
C
B
A
B
A
Approach Delay (s)
19.5
5.9
7.2
Approach LOS
B
A
A
Intersection Summary
HCM Average Control Delay
8.6 HCM Level of Service A
HCM Volume to Capacity ratio
0.61
Actuated Cycle Length (s)
55.2 Sum of lost time (s) 8.0
Intersection Capacity Utilization
58.7% ICU Level of Service B
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
TND Engineering
Future PMDHV South Village
Build 2013 With Other Programmed
12/22/2004
CO
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c
N
CL
CO
CO(O
Webster
Road
217--�
N
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N
CO
i
tTS
Q)
Q
CO
CAMy Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
Future Conditions PMDHV South Village
2013 Build With Programmed Other 12/22/2004
ement =
EBL'
EBR
NBL
. NBT,,;
BBT
SBR
Lane Configurations
,
Sign Control
Stop
Stop
Stop
Volume (vph)
199
89
46
231
517
169
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Hourly flow rate (vph)
236
105
54
274
613
200
11GtiQn, Lanei
E
.NR.1 `:
SB 1
Volume Total (vph)
341
328
813
Volume Left (vph)
236
55
0
Volume Right (vph)
105
0
200
Hadj (s)
-0.01
0.07
-0.11
Departure Headway (s)
6.4
6.2
5.6
Degree Utilization,'x
0.61
0.56
1.26
Capacity (veh/h)
539
561
641
Control Delay (s)
19.0
16.8
149.9
Approach Delay (s)
19.0
16.8
149.9
Approach LOS
C
C
F
C:\My Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
TND Engineering
Future Conditions AMDHV
Signal Optimization
2008 Build With Programmed Other
12/22/2004
Movement EBL
EBT
`` EBR
WBL
WBT.
WBR
NBL"'
NBT
NBR
SBL
SBT
'` SBR
Lane Configurations
t
r
t
r
T�
t
Ideal Flow (vphpl) 1900
1900.
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1693
1711
2046
Flt Permitted
0.38
1.00
0.85
1.00
0.50
1.00
0.12
1.00
Satd. Flow (perm)
658
1478
1474
1583
929
1693
212
2046
Volume (vph) 57
69
145
164
405
145
363
494
104
21
197
51
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 104% 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 71
85
180
203
501
180
449
612
129
26
244
63
RTOR Reduction (vph) 0
0
101
0
0
73
0
10
0
0
13
0
Lane Group Flow (vph) 0
156
79
0
704
107
449
731
0
26
294
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
33.0
33.0
33.0
33.0
34.0
34.0
34.0
34.0
Effective Green, g (s)
33.0
33.0
33.0
33.0
34.0
34.0
34.0
34.0
Actuated g/C Ratio
0.44
0.44
0.44
0.44
0.45
0.45
0.45
0.45
Clearance Time (s)
4.0
4.0
40
4.0
40
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
Lane Grp Cap (vph)
290
650
649
697
421
767
96
928
v/s Ratio Prot
0.43
0.14
v/s Ratio Perm
0.24
0.05
c0.48
0.07
c0.48
0.12
v/c Ratio
0.54
0.12
1.08
0.15
1.07
0.95
0.27
0.32
Uniform Delay, d1
15.4
12.4
21.0
12.6
20.5
19.7
12.8
13.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.9
0.1
60.5
0.1
62.7
22.8
6.8
0.9
Delay (s)
17.3
12.5
81.5
12.7
83.2
42.5
19.6
14.0
Level of Service
B
B
F
B
F
D
B
B
Approach Delay (s)
14.7
67.5
57.9
14.4
Approach LOS
B
E
E
B
Intersection Summary
HCM Average Control Delay
50.4
HCM Level of Service
D
HCM Volume to Capacity ratio
1.08
Actuated Cycle Length (s)
75.0
Sum of lost
time
(s)
8.0
Intersection Capacity Utilization
88.9%
ICU Level
of Service
E
Analysis Period (min)
15
c Critical Lane Group
TND Engineering C:\My Documents\soburlington\traffic study\2008 AMDHV Build withprogram.sy7
Future Conditions PMDHV
Signal Optimized
2008 Build With Programmed Other
12/22/2004
Movement EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
+
if
t
if
T�
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.94
1.00
0.97
Fit Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1687
1583
1770
1642
1711
2046
Fit Permitted
0.82
1.00
0.55
1.00
0.24
1.00
0.42
1.00
Satd. Flow (perm)
1419
1478
957
1583
448
1642
764
2046
Volume (vph) 54
201
516
192
124
45
259
251
148
93
484
125
Peak -hour factor, PHF 0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
104%
Adj. Flow (vph) 60
225
577
215
139
50
290
281
166
104
541
140
RTOR Reduction (vph) 0
0
194
0
0
34
0
39
0
0
17
0
Lane Group Flow (vph) 0
285
383
0
354
16
290
408
0
104
664
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
18.0
18.0
18.0
18.0
29.0
29.0
29.0
29.0
Effective Green, g (s)
18.0
18.0
18.0
18.0
29.0
29.0
29.0
29.0
Actuated g/C Ratio
0.33
0.33
0.33
0.33
0.53
0.53
0.53
0.53
Clearance Time (s)
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
Lane Grp Cap (vph)
464
484
313
518
236
866
403
1079
v/s Ratio Prot
0.25
0.32
v/s Ratio Perm
0.20
0.26
c0.37
0.01
c0.65
0.14
v/c Ratio
0.61
0.79
1.13
0.03
1.23
0.47
0.26
0.62
Uniform Delay, d1
15.6
16.8
18.5
12.6
13.0
8.2
7.1
9.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.4
8.6
91.1
0.0
134.4
1.8
1.5
2.6
Delay (s)
18.0
25.4
109.6
12.6
147.4
10.0
8.7
11.7
Level of Service
B
C
F
B
F
B
A
B
Approach Delay (s)
23.0
97.6
64.1
11.3
Approach LOS
C
F
E
B
Intersection Summary
HCM Average Control Delay
41.4
HCM Level of Service
D
HCM Volume to Capacity ratio
1.19
Actuated Cycle Length (s)
55.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
95.5%
ICU Level
of Service
F
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2008 PMDHV Build withprogram.sy7
TND Engineering
Future Conditions PMDHV
Signal Optimized
2013 Build With Programmed Other
12/22/2004
Movement EBL
EBT
EBR
WBL
WBT
: WBR
NBL
NBT
NBR
SBL
SBT
Lane Configurations
T
r
t
r
T+
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
' 0.95
1.00
0.97
Flt Protected
0.99
1.00
0.97
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1720
1478
1687
1583
1770
1644
1711
2046
Flt Permitted
0.87
1.00
0.62
1.00
0.25
1.00
0.36
1.00
Satd. Flow (perm)
1507
1478
1076
1583
466
1644
644
2046
Volume (vph) 54
201
514
190
124
45
257
259
147
93
482
125
Peak -hour factor, PHF 0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
0.93
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 63
236
602
223
145
53
301
304
172
109
565
147
RTOR Reduction (vph) 0
0
105
0
0
32
0
50
0
0
23
0
Lane Group Flow (vph) 0
299
497
0
368
21
301
426
0
109
689
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
15.2
15.2
15.2
15.2
16.0
16.0
16.0
16.0
Effective Green, g (s)
15.2
15.2
15.2
15.2
16.0
16.0
16.0
16.0
Actuated g/C Ratio
0.39
0.39
0.39
0.39
0.41
0.41
0.41
0.41
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
3.0
3.0
Lane Grp Cap (vph)
584
573
417
614
190
671
263
835
v/s Ratio Prot
0.26
0.34
v/s Ratio Perm
0.20
0.34
c0.34
0.01
c0.65
0.17
v/c Ratio
0.51
0.87
0.88
0.03
1.58
0.63
0.41
0.83
Uniform Delay, d1
9.2
11.1
11.2
7.4
11.6
9.3
8.3
10.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.8
13.1
19.2
0.0
286.5
4.5
4.8
9.1
Delay (s)
9.9
24.2
30.4
7.5
298.1
13.8
13.0
19.5
Level of Service
A
C
C
A
F
B
B
B
Approach Delay (s)
19.5
27.5
123.9
18.6
Approach LOS
B
C
F
B
Intersection Summary
HCM Average Control Delay
48.2
HCM Level of Service
D
HCM Volume to Capacity ratio
1.24
Actuated Cycle Length (s)
39.2
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
99.2%
ICU Level
of Service
F
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 PMDHVBuildwithprogram.sy7
TND Engineering
Future Conditions AMDHV
Signal Optimized
2013 Build with Programmed
12/22/2004
Movement EBL
EBT
EBR
WBL
WBT
WBR
"NBL
NBT
NBR
SBL
SBT
SBR'
Lane Configurations
t
r
t
r
T
t
Ideal Flow (vphpl) 1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Lane Width 10
10
10
12
10
12
12
10
12
11
16
12
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.85
1.00
0.85
1.00
0.97
1.00
0.97
Flt Protected
0.98
1.00
0.99
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1700
1478
1714
1583
1770
1693
1711
2048
Flt Permitted
0.32
1.00
0.85
1.00
0.48
1.00
0.12
1.00
Satd. Flow (perm)
556
1478
1471
1583
894
1693
225
2048
Volume (vph) 57
69
144
162
405
145
365
489
103
21
205
51
Peak -hour factor, PHF 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84
Growth Factor (vph) 109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
109%
Adj. Flow (vph) 74
90
187
210
526
188
474
635
134
27
266
66
RTOR Reduction (vph) 0
0
107
0
0
79
0
11
0
0
13
0
Lane Group Flow (vph) 0
164
80
0
736
109
474
758
0
27
319
0
Turn Type custom
custom
Perm
Perm
Perm
Perm
Protected Phases
8
2
6
Permitted Phases 4
4
4
8
8
2
6
Actuated Green, G (s)
30.0
30.0
30.0
30.0
32.0
32.0
32.0
32.0
Effective Green, g (s)
30.0
30.0
30.0
30.0
32.0
32.0
32.0
32.0
Actuated g/C Ratio
0.43
0.43
0.43
0.43
0.46
0.46
0.46
0.46
Clearance Time (s)
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
Lane Grp Cap (vph)
238
633
630
678
409
774
103
936
v/s, Ratio Prot
0.45
0.16
v/s Ratio Perm
0.30
0.05
c0.50
0.07
c0.53
0.12
v/c Ratio
0.69
0.13
1.17
0.16
1.16
0.98
0.26
0.34
Uniform Delay, d1
16.2
12.1
20.0
12.3
19.0
18.7
11.7
12.2
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
8.1
0.1
92.0
0.1
95.5
27.0
1.4
0.2
Delay (s)
24.3
12.2
112.0
12.4
114.5
45.6
13.1
12.4
Level of Service
C
B
F
B
F
D
B
B
Approach Delay (s)
17.8
91.8
71.9
12.5
Approach LOS
B
F
E
B
Intersection Summary
HCM Average Control Delay
64.3
HCM
Level of Service
E
HCM Volume to Capacity ratio
1.16
Actuated Cycle Length (s)
70.0
Sum
of lost time
(s)
8.0
Intersection Capacity Utilization
91.9%
ICU Level
of Service
F
Analysis Period (min)
15
c Critical Lane Group
C:\My Documents\soburlington\traffic study\2013 AMDHV Build with programmed.sy7
TND Engineering
South Village
Vehicular Trip Generation
ITE Trip Generation 7th Edition
Description
#
Dwellings/Q
Weekday
Weekday
AM
AM
Weekday
PM
PM
ITE LUC
uantity
AM pk
Enter
Exit
PM Peak
Enter
Exit
North @ Spear
Single Family
29
332
30
8
22
35
22
13
LUC 210
"Field's Edge"
Multi Family
18
149
13
2
11
15
10
5
LUC 230
Farm
1
10
2
1
1
2
1
1
Est
Apartments
52
654
32
7
25
38
25
13
LUC 221
1,145
77
18
59
90
58
32
less 5% East
57
4
1
3
5
3
2
net
1,088
73
17
56
85
55
30
unit total:
99
Central entrance
Single Family
44
487
40
10
30
51
32
19
LUC 210
Multi Family
81
537
44
7
37
51
34
17
LUC 230
middle school
50
81
27
15
12
8
4
4
LUC 522
High school
50
153
41
28
13
7
3
4
LUC 530
Apartments
36
572
24
5
19
27
18
9
LUC 221
unit total:
161
1,830
176
65
111
144
91
53
less 5% East
92
9
3
6
7
5
3
net
1,738
167
62
105
137
86
50
South @ Spear
Single Family
25
290
27
7
20
31
20
11
LUC 210
Multi Family
15
128
11
2
9
13
9
4
LUC 230
Apartments
36
572
24
5
19
27
18
9
LUC 221
unit total:
76
990
62
14
48
71
47
24
less 5% East
50
3
1
2
4
2
1
net
940
59
13
46
67
45
23
unit total:
336
net overall
3,766
299
92
207
289
186
103
see
Overall totals
3,965
315
97
218
305
196
109
above
Revised 12/19/04
TND Engineering
P O Box 388
Ossipee, NH 03864
South Village
Vehicular Trip Generation
ITE Trig Generation 7th Edition
AM Exiting Traffic- Dest
AM
Entering Traffic- Source
Trip Distributions
NB
SB WB
N
S W
AM
North @ Spear
35
9 12
11
3 4
Central entrance
66
17 22
39
10 13
South @ Spear
29
7 10
8
2 3
63%
16% 21%
63%
16% 21%
PM
Exiting Traffic- Dest
PM
Entering Traffic- Source
Trip Distributions
NB
SB WB
N
S W
PM
North @ Spear
19
5 6
35
9 12
Central entrance
32
8 11
54
14 18
South @ Spear
15
4 5
28
7 9
63%
16% 21%
63%
16% 21%
TND Engineering
Revised 12/19/04 P O Box 388
Ossipee, NH 03864
Turning Movement Count Report
12/15/04
Start Time: 4:00 PM
TND Engineering
1270 Rte 16, Box 388
Ossipee, NH 03864
SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND
Street Name
Spear
Spear
Webster
INTSEC
HOUR
Start Time
Left I
Thru
Right
Left
Thru
Right
Left I
Thru I
Right
Left I
Thru
Right
TOTAL
TOTAL
4:00 PM
59
26
6
45
33
6
175
4:15 PM
77
26
4
55
39
17
218
4:30 PM
75
25
8
43
32
13
196
4:45 PM
80
32
9
50
34
18
223
812
5:00 PM
99
27
6
46
36
26
240
877
5:15 PM
111
37
14
53
46
17
278
937
5:30 PM
139
40
12
45
39
18
293
1034
5:45 PM
86
33
10
40
29
10
208
1019
1831
Approach Total
972
446
413
1831
Grand Total
0
726
246
69
377
0
288
0
125
Approach %
0.0%
74.7%
25.3%
15.5%
84.5%
0.0%
69.7%
0.0%
30.3%
Total %
0.0%
39.7%
13.4%
3.8%
20.6%
0.0%
15.7%
0.0%
6.8%
Begin Peak Hour:
4:45:00 PM
Peak Interval:
4:45:00 PM
Peak Hour Vol:
0
429
136
0
0
0
41
194
0
155
0
79
1034
Percent:
0.0%
41.5%
13.2%
0.0%
0.0%
0.0%
I 4.0%
18.8%
0.0%
I 15.0%
0.0%
7.6%
Peak Intvl Vol:
0
139
40
0
0
0
14
53
0
46
0
26
318
Peak Hour Factor: 0.81
Turning Movement Count Report
12/15/04
Start Time: 07:00 AM
TND Engineering
1270 Rte 16, Box 388
Ossipee, NH 03864
SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND
Street Name
Spear
Spear
Webster
INTSEC
HOUR
Start Time
Left
Thru
Right
Left
Thru Right Left
Thru
Right
Left
Thru
Right
TOTAL
TOTAL
7:00 AM
14
10
8
50
26
11
119
7:15 AM
24
7
16
54
20
3
124
7:30 AM
23
9
13
100
60
6
211
7:45 AM
33
23
11
94
67
8
236
690
8:00 AM
31
26
9
92
40
10
208
779
8:15 AM
37
21
13
77
40
9
197
852
8:30 AM
42
16
17
65
44
9
193
834
8:45 AM
35
18
9
53
28
10
153
751
1441
Approach Total
369
681
391
1441
Grand Total
0
239
130
96
585
0
325
0
66
Approach %
0.0%
64.8%
35.2%
14.1 %
85.9%
0.0%
83.1 %
0.0%
16.9%
Total %
0.0%
16.6%
9.0%
6.7%
40.6%
0.0%
22.6%
0.0%
4.6%
Begin Peak Hour:
7:30
Peak Interval:
7:30
Peak Hour Vol:
0
124
79
46
363
0
207
0
33
852
Percent:
0.0%
14.6%
9.3%
5.4%
42.6%
0.0%
24.3%
0.0%
3.9%
Peak Intvl Vol:
0
37
26
13
100
0
67
0
10
253
High Intvl Vol:
0
37
26
13
100
0
67
0
10
Peak Hour Factor: 0.84
Turning Movements
58 South Village Traffic Impact Study
tDecember, 2004
�► 130
i 35
21
r
12 1739 ,L 66
Allen Rd ..1 l.. '—' 22
17
�—_ 44 4 t
20 13 3 10 32 10
�'
South Village
AM Design Hour
Project Traffic
Turning Movements
i 39
�- 7
r
2
33
I t5
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
South Village Traffic Impact Study
December, 2004
0 2 2
.41 �
Barstow I
2 tf
5 1 0
1
0
Cn
rn
CD
+- 26
i— 18
r
12
ICheese 22
--J �
Factory Swift St.
� -OlTr
17 5560 15
07
m
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Allen Road
South Village
AM Design Hour
Project Traffic
Turning Movements
Webster
19
Barstow Rd
Page
37 37 39
Allen Rd .44
-4— 78
59 --►
t
177
i 35
21
r
66
�— 22
17
�s
� '�tr
g 194510
South Village Traffic Impact Study
December, 2004
North Drive
Site
11
L-► +—39 South Drive
f— 7
r
2
South Village
AM Design Hour 58
I
Programmed Dev. t37
Turning Movements TND Engineering
December, 2004
Page
South Village Traffic Impact Study
December, 2004
0 2 2 1
IL, 8
Barstow Rd
4 —� �tr
9 '�, 2 1 0
1
0
-1
m
Cn
23 I
+— 46
32
r
36
Cheese 7490
.41 �.-
Factory Swift St. 36
1 41tr
17 55 15222
Cn
_0
m
v
W
441
14 'I
Allen Road
27
South Village
AM Design Hour
Programmed Development
Turning Movements
07
-0
cD
v
Cn
+-- 10 Barstow Rd
r
15 29
Webster Rd
.�1
10
0 —i►
t
17 �
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Allen Rd
-*_ 34
I 39 ---0
1
I
45
N1
2520
.11L-►
34
5
R
'South Village
,AM Design Hour
Programmed Dev.
!Turning Movements, w/o South Village
L
r
r
25
t
22
South Village Traffic Impact Study
December, 2004
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
South Village Traffic Impact Study
December, 2004
Barstow Rd
15
a,
1-- 20
f— 14
r
24
Cheese 7270
,j1L-, �-
Factory Swift St. 17
1 '�tr
17 —0 92 7
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Allen Road
Cn
m
v
19
6 1
L-► 1-6
t
16
South Village
AM Design Hour
Programmed Development
Turning Movements, w/o South Village
Barstow Rd
3 8
Webster Rd
.�1
5
0 -i
-0
tv
7 C/)
Page
Allen Rd
22
39 —►
118
1
35
4
6 3354
•11 L-►
12
18 —►
9
t
67
-,tr
52414
South Village Traffic Impact Study
December, 2004
North Drive
Site
1— 19 South Drive
4
South Village
PM Design Hour
Project Traffic
Turning Movements
r
7
16
t
30
TND Engineering
December, 2004
Page
South Village Traffic Impact Study
December, 2004
1 1 1 2
5 Cheese
Barstow I
rFactory
2 120
0
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47
Swift St. 19
t r
51 29 22 16
-0
m
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c
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19 �-
L-► '- 7 Allen Road
�— 15 t
23
r
20
South Village
PM Design Hour
Project Traffic
Turning Movements
Barstow Rd
Page
Allen Rd
•�-- 88
49 —►
215
1
99
35
i 19
11
r
20
63 74 54
i 32
8
22 � I �t�►
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South Village Traffic Impact Study
December, 2004
North Drive
Site
38
�-► 19 South Drive
4
South Village
PM Design Hour 57
I t
Programmed D ev. 62
'Turning Movements
TND Engineering
December, 2004
Page
i
211 � 2
I �-- 10
..] jL-, Cheese
Barstow Rd
4 .-�tr Factory
7
220
1 0
0
cn
(D
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South Village Traffic Impact Study
December, 2004
12 129 0 0
11
1 �-► Swift St. 44
19 t r
82 29 10527
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r.
07
-� cD
� v
0 43
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i CD 18
24 -► 1-- 14 Barstow Rd
L-► +—28 Allen Road ----
r- 60
t
r
r 48
25
1632
South Village Webster Rd
PM Design H 23
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Programmed Dev.
g _0
Turning Movements �t
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Page
97
1 32
r
Allen Rd
♦— 66
10 —►
(South Village
JPM Design Hour
,Programmed Dev.
'Turning Movements w/o so Vili
-,Tr
9 22
F9
41
1
age
t
32
South Village Traffic Impact Study
December, 2004
North Drive
Site
South Drive
TND Engineering
December, 2004
Page
South Village Traffic Impact Study
December, 2004
1
•1l �►
Barstow Rd
5 l
t_
4 5 Cheese
3 -*, t r Factory
5
5 -�, 1 0 0
0
0
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m
f— 21
T 45
r
5
Allen Road
1282 0
0
l �-►
11
25
Swift St.
19
tr
82
2983 11
cD
v
W
.0
(D
v
31
13
t
r
25
Barstow Rd
1323
South Village Webster Rd
PM Design H 13
g our
Programmed Dev.
g .�
Turning Movements w/o So Village v t
C/) 12
Page