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HomeMy WebLinkAboutBelfair Home Center Traffic Assessment - PLN General - 9/30/2012 YEATH K ASSOCIATES.INC. TransPO-r i:on md Civil E...., ..lz 3S R' ....HELFAMROME, CENTER Prepared.pr. Day..e reema:n iZ.ECEI'VED s -A Architwts JAN 17 2014 > rb r,V4''A'98:335 426 W, CEDAR ST: Septeritex.201.2 2214Tasoma Road*N-lyallulp WA 9.83;] !:(53)716-1401 x Fax(s t)710 1P.3 . BELFAIR HOME CENTER TRAFFIC ASSESSMENT TABLE OF CONTENTS I. Project Description.......................................................................................................3 II. Existing Conditions......................................................................................................3 III. Future Traffic Conditions.............................................................................................6 IV. Summary.....................................................................................................................10 Appendix LIST OF TABLES 1. 2017 Level of Service...................................................................................................9 LIST OF FIGURES 1. Vicinity Map&Roadway System................................................................................4 2. Site Plan........................................................................................................................5 3. Existing PM Peak Hour Volumes................................................................................7 4. 2017 PM Peak Hour Volumes......................................................................................8 2 BELFAIR HOME CENTER TRAFFIC ASSESSMENT I. PROJECT DESCRIPTION The Belfair Home Center site is bounded by NE Belfair Street and SR-300,on the northwest side of SR-3 in the Belfair area of unincorporated Mason County. The proposed site changes include internal rearrangement of the parking layout and removal of a greenhouse. The existing project access points are to remain. Land uses surrounding the site are a mix of residential and commercial. This report summarizes traffic impacts specifically related to the parking modifications on NE Belfair Street, where a westerly extension of the existing on-street perpendicular parking is proposed in lieu of an 8 foot landscape buffer. The horizon year for this analysis is 2017 for a 5 year outlook. Figure 1 on the following page shows the site location and roadway system. The proposed site plan is given in Figure 2. III EXISTING CONDITIONS A. Surrounding Roadways The street network serving the proposed project consists of a variety of roadways. Streets near the site mainly consist of two-lane and major arterials. Characteristics for these roadways vary with respect to lane widths, grades, speeds, and function. Differences are based on specific designations and proximity to major employment areas in the region. The major roadways and arterials surrounding the site are listed and described below. SR-3 is a generally north-south, State Route which lies to the southeast of the site. The posted speed limit is 35 mph in the vicinity. Grades are generally level near the project. Pavement surfacing consists of asphalt with typical lane widths of 11 feet. The roadway cross section is one lane per direction,with a center two-way left turn lane for most sections, and paved shoulders. NE Belfair Street is an east-west local road that borders the south edge of the site. The street dead-ends with a total length of roughly 620 feet. Total roadway width is typically between 26 to 34 feet. A short section of a few perpendicular parking stalls is present on the site frontage. B. Roadway Improvements A review of the WSDOT projects list indicates improvements planned for SR-3 in the vicinity. Improvements include a center two-way left turn lane for sections where one is 3 N 300 51TE NE BELFAIR 51' 3 BELFAIR HOME CENTER HEATH & ASSOCIATES, INC VICINITY MAP 6 POADWAY5Y5TEM Transportation and Civil Engineering FIGUKE I I _ t i ,-� a a _ o - lyutes Z`'i.unsg I w 5 A Q �' � � m?m2 ! 4 Irs1 3 I BELFAIR HOME CENTER HEATH & ASSOCIATES, INC SITE PLAN Transportation and Civil Engineering FIGURE 2 not already provided, sidewalks, and lighting. The project is currently in the design phase, with construction planned for summer of 2013. The cost is listed at$18,153,000. C. Peak Hour Volumes Field data for this study was taken in August of 2012. Traffic counts were taken during the evening peak period between the hours of 4 PM and 6 PM. This specific peak period was targeted for analysis purposes since it generally represents a worst case scenario for commercial developments with respect to traffic conditions. This is primarily due to the common 8 AM to 5 PM work schedule and the greater number of recreation and shopping trips associated with the late afternoon period. Figure 3 shows the weekday PM peak hour counts for the key intersections of SR-3 &NE Belfair Street, and NE Belfair Street &the shared project/bank access. IV FUTURE TRAFFIC CONDINONS A. Future Peak Hour Volumes 2017 was used as the horizon study year in order to assess future impacts at a five-year junction. Future 2017 traffic volumes for the counted intersection were derived by applying a 2 percent annual growth rate over 5 years to the existing volumes in Figure 3. The growth rate was applied to all counted volumes. The 2 percent value was chosen to apply a measure of conservatism to the LOS analysis, as the WSDOT Annual Traffic Report indicates little to no growth in annual traffic volumes along SR-3. The relevant section of the Annual Traffic Report may be found in the appendix. Figure 4 represents 2017 traffic volumes for the PM peak hour. B. Future Level of Service Future peak hour delays were determined through the use of the Highway Capacity Manual 2000. Capacity analysis is used to determine level of service(LOS)which is an established measure of congestion for transportation facilities. LOS is defined for a variety of facilities including intersections, freeways, arterials, etc. A complete definition of level of service and related criteria can be found in the HCM. The methodology for determining the LOS at signalized intersections strives to determine the volume to capacity(v/c)ratios for the various intersection movements as well as the average control delay for those movements. Delay is generally used to measure the degree of driver discomfort,frustration, fuel consumption, and lost time. Control delay, in particular, includes movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Aside from the overall quantity of traffic,three specific factors influence signalized intersection LOS. These include the type of signal operation provided,the signal phasing pattern, and the specific allocation of green time. 6 N 300 51TE NE BELFAIR 5T 3 24 978 1 9 55 1 6 62 5--10- 4-5 54� 1 F 12 40 G90 0 14 G BELFAIR HOME CENTER HEATH & ASSOCIATES, INC EXI5TING 2012 PM PEAK FLOUR VOLUME5 Transportation and Civil Engineering FIGURE 3 n N 300 51TE NE BELFAIR 5T 3 2G 1080 1 10 G1 12J 7J G 6-► /-6 G0 t ° *1 Fo* 44 7G2 0 15 7 BELFAIR flOME CENTER HEATH & ASSOCIATES, INC 2017 PM PEAK HOUR VOLUME5 Transportation and Civil Engineering FIGURE 4 The methodology for determining the LOS at unsignalized intersections strives to determine the potential capacities for the various vehicle movements and ultimately determines the average total delay for each movement. Potential Capacity represents the number of additional vehicles that could effectively utilize a particular movement, which is essentially the equivalent of the difference between the movement capacity and the existing movement volume. Total delay is described as the elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. Average total delay is simply the mean total delay over the entire stream. A number of factors influence potential capacity and total delay including the availability/usefulness of gaps. The range for intersection level of service is LOS A to LOS F with the former indicating the best operating conditions with low control delays and the latter indicating the worst conditions with heavy control delays. Detailed descriptions of intersection LOS are given in the 2000 Highway Capacity Manual. Level of service calculations were made through the use of the Synchro program, which follows procedures of the HCM for unsignalized intersections. Refer to the HCM for a description of the analysis. Level of service results and accompanying approach delays are shown below in Table 1. These results reflect 2017 future traffic conditions for the two intersections of interest. 95th percentile queue length results are also provided. TABLE 1 2017 Level of Service Delays given in Seconds Per Vehicle Intersection Control Geometry LOS Delay Queue SR-3/Belfair St Stop Eastbound E 40.7 32 Northbound B 11.8 7 Belfair St/Entrance Stop Northbound A 9.7 4 Southbound B 10.2 10 Eastbound A 4.0 1 Westbound A 1.1 1 As the table shows, future delays at the key intersections are expected to be mild in the LOS A to LOS B range, with the exception of LOS E eastbound delays on Belfair Street at SR-3. However, queue backups for this movement should still be relatively low based on the results. Queues would typically be less than 32 feet,which is well short of the approximate 100 feet of segment length from the stop bar to the entrance intersection. The calculated 32 feet would correspond to a queue not to extend past 2 vehicle lengths. No queuing or LOS issues were noted for the Belfair Street/Entrance intersection. As such,parking maneuvers at the proposed perpendicular parking stalls would have very little effect on operations at the entrance intersection. The fact that Belfair Street is a dead-end with total street length of only 600 feet also results in very low through volumes (only 20 two-way PM peak hour trips)beyond the entrance, with very little resulting disruption from the perpendicular parking maneuvers. 9 V. SUMMARY The Belfair Home Center proposes to modify the parking configuration, which includes extending the existing perpendicular parking along NE Belfair Street. The results of this analysis indicates the anticipated future volumes at the key intersections of SR-3 &NE Belfair Street, and NE Belfair Street&the project entrance would not result in queue problems at any of the intersection approaches. Low volumes and negligible queues would result in little effect from perpendicular parking maneuvers on NE Belfair Street. Therefore,the proposed perpendicular parking layout should be acceptable in lieu of the 8 foot landscape buffer typically required. 10 BELFAIR HOME CENTER TRAFFIC ASSESSMENT APPENDIX i 11 LEVEL OF SERVICE The following are excerpts from the 2000 Highway Capacity Manual- Transportation Research Board Special Report 209. Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service(LOS)is a quality measure describing operational conditions within a traffic stream,generally in terms of such service measures as speed and travel time,freedom to maneuver, traffic interruptions, and comfort and convenience. Six LOS are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Level-of-Service definitions The following definitions generally define the various levels of service for arterials. Level of service A represents primarily free-flow operations at average travel speeds, usually about 90 percent of the free-flow speed for the arterial classification. Vehicles are seldom impeded in their ability to maneuver in the traffic stream. Delay at signalized intersections is minimal. Level of service B represents reasonably unimpeded operations at average travel speeds, usually about 70 percent of the free-flow speed for the arterial classification. The ability to maneuver in the traffic stream is only slightly restricted and delays are not bothersome. Level of service C represents stable operations;however, ability to maneuver and change lanes in midblock locations may be more restricted than in LOS B, and longer queues, adverse signal coordination, or both may contribute to lower average travel speeds of about 50 percent of the average free-flow speed for the arterial classification. Level of service D borders on a range in which small increases in flow may cause substantial increases in approach delay and hence decreases in arterial speed. LOS D may be due to adverse signal progression,inappropriate signal timing,high volumes, or some combination of these. Average travel speeds are about 40 percent of free-flow speed. Level of service E is characterized by significant delays and average travel speeds of one- third the free-flow speed or less. Such operations are caused by some combination of adverse progression,high signal density,high volumes, extensive delays at critical intersections, and inappropriate signal timing. 12 Level of service F characterizes arterial flow at extremely low speeds, from less than one- third to one-quarter of the free-flow speed. Intersection congestion is likely at critical signalized locations, with long delays and extensive queuing. These definitions are general and conceptual in nature, and they apply primarily to uninterrupted flow. Levels of service for interrupted flow facilities vary widely in terms of both the user's perception of service quality and the operational variables used to describe them. For each type of facility,levels of service are defined based on one or more operational parameters that best describe operating quality for the subject facility type. While the concept of level of service attempts to address a wide range of operating conditions, limitations on data collection and availability make it impractical to treat the full range of operational parameters for every type of facility. The parameters selected to define levels of service for each facility type are called "measures of effectiveness" or"MOE's", and represent available measures that best describe the quality of operation on the subject facility type. Each level of service represents a range of conditions, as defined by a range in the parameters given. Thus, a level of service is not a discrete condition,but rather a range of conditions for which boundaries are established. The following tables describe levels of service for signalized and unsignalized intersections. Level of service for signalized intersections is defined in terms of average control delay. Delay is a measure of driver discomfort, frustration,fuel consumption and lost travel time, as well as time from movements at slower speeds and stops on intersection approaches as vehicles move up in queue position or slow down upstream of an intersection. Level of service for unsignalized intersections is determined by the computed or measured control delay and is determined for each minor movement. Signalized Intersections-Level of Service Control Delay per Level of Service Vehicle(sec) A <10 B >10 and :520 C >20 and <_35 D >35 and <_55 E >55 and :580 F >80 13 Unsignalized Intersections-Level of Service Average Total Delay Level of Service per Vehicle(sect A <10 B >10 and <15 C >15 and <_25 D >25 and :535 E >35 and <_50 F >50 As described in the 2000 Highway Capacity Manual,level of service breakpoints for all- way stop controlled(AWSC)intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from distinct kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection. Thus a higher level gh of control delay is acceptable at a signalized intersection for the same level of service. AWSC Intersections-Level of Service Average Total Delay Level of Service per Vehicle(sec) A 510 B >10 and <_15 C >15 and 525 D >25 and <35 E >35 and :550 F >50 14 Heath Li: Associates, Il1C. 2214 Tacoma Road Puyallup, WA 98371 File Name : 3353b Site Code%a U : UUUU3353 Start Date : 08/30/2012 Page No : 1 Groups Printed-Unshifted SR-3 BELFAIR ST NE SR-3 BELFAIR ST NE Southbound Westbound Northbound Eastbound Start Time Right I Thru I Left Right I Thru I Left Right I eft Ri ht Thru I Left Int.Total Factor --1.01 1.01 1.0 1.01 1.01 1.0 1.01 1.01 1.0 1.01 1.01 1.0 04:00 PM 8 221 0 0 0 0 0 161 11 12 0 3 416 04:15 PM 12 198 0 0 0 0 0 139 10 15 0 1 375 04:30 PM 8 235 0 0 0 0 0 187 11 14 0 5 460 04:45 PM 9 270 01 0 0 0 0 169 141 13 0 41 479 Total 37 924 01 0 0 0 0 656 461 54 0 131 1730 05:00 PM 3 245 0 0 0 0 0 171 7 18 0 0 444 05:15 PM 4 228 0 0 0 0 0 163 8 9 0 2 414 05:30 PM 1 219 0 0 0 0 0 165 9 10 0 1 405 05:45 PM 3 262 0 0 0 0 0 146 2 10 0 1 424 Total 11 954 0 0 0 0 0 645 261 47 0 4 1687 Grand Total 48 1878 0 0 0 0 0 1301 72 101 0 17 3417 0. prch A 4.4 Total%0 5.6 1.4 55.0 0.0 0.0 0.0 0.0 I 0.0 38.11 2.1 I 83.0 0.0 10.5 -3 Out In Total 1318 1926 3244 481 1876 0 Right Thru Left 0 N H W C Q z J North o rr o -o 2 30/2012 4:00:00 PM —? W 30/2012 5:45:00 PM o 0 J W O O t Co o a ¢� Unshifted r 0 0 I Left Thru Ri ht 72 1301 0 1979 1373 3352 Out In Total SR-3 15 Heath & Associates, Inc. 2214 Tacoma Road Puyallup, WA 98371 File Name : 3353b SItG COLIC : UUVV3J53 Start Date : 08/30/2012 Page No : 2 SR-3 BELFAIR ST NE SR-3 BELFAIR ST NE Southbound Westbound Northbound Eastbound Start Time Right Thru I Left App' Right Thru Leff App' Righi Thru Left App' Right Thru Left App. Int. Total Total Total Total Total Peak Hour From 04:00 PM to 05:45 PM-Peak 1 of 1 Intersection 04:30 PM Volume 24 978 0 1002 0 0 0 0 0 690 40 730 54 0 11 65 1797 Percent 2.4 97.6 0.0 0.0 0.0 0.0 0.0 94.5 5.5 83.1 0.0 16.9 04:45 9 270 0 279 0 0 0 0 0 169 14 183 13 0 4 17 479 Volume Peak Factor 0.938 High Int. 04:45 PM 3:45:00 PM 04:30 PM 04:30 PM Volume 9 270 0 279 0 0 0 0 0 187 11 198 14 0 5 19 Peak Factor 0.898 0.922 0.855 3 Out In Total 701 10021 L 1703 24J 978 0 Right hru eft rI 1 'I--/ N H D� D o Z -j North 0 5 f n =orr V) C(D p 30/2012 4:30:00 PM -� LL ~ 30/2012 5:15:00 PM 2 0 0 J W � N CoLo.-� 0� ¢ i Unshifted rs Z'rr o �Z I r+ Left Thru Ri ht 40 690 0 1032 730 F 1762 Out In Total SR-3 16 CV CO r v (ov U') hr OOO CD U11) O ', V V - NMMrO o0 co N l— N M co coCJ O c L0 C:) (c - M C:) O r N tV Z _(:3 (, z we `O W N --ln NNo - LO om(D z () ¢ v M Out In Total N (U C) LL Ca 117 113 230 _ (15 -j w LL (j) CO d m L0000oo O0000 000 87 B 18 0 o Right Thru Left 0 0 0 0 0 0 0 0 0 J ~ N O w a U C 70 V OI-M'ct Olf)� OQ1 MAN Z Q L N 6 06 U cc CD r I- C Ww Z O co N L O � .-- M� O r.- r N LO00 co (ll CM m CO M �N � ♦ �m U � Q � ~ �� �~ O O ¢ V O �0� VCnNN N NrcO M (7)V _ L oui Z U .= J T ... C^ ^t_� O O V 2N M CQ ((Y ~ Z v ui —F -¢ N z ZV- A � N O S (� O(n 0 LONONrtI> .- ,- rOM CO 00 �m id CV (3¢�� I�N N t ll Cy CL LL i LU 7 J 3 m LOVCO CV ON CD 00 t` V N 1l- 00 N tD N c0 n~ ¢ ~ r,co ~0N2 V u1 .2 W OtoN J'- ' r r� V OCD-IT 00 M� r 1 w a 41 I Z iON �NO(J� oo N roiC6 11l n� W I ¢-0 e yl d 0 Zl Ol 0 Z o w cn t 0 0 0 0.- - O N O m V cD SE ZZ E l OC of" 1e1o1 ul !no 3N 1S FiIV�l38 Egaaawo aanaa ~ rtio`Tc?i r~ o-Cl)vr 1�- o V~wj o000 0000 TQ~ C7 Heath $; Associates, in-1. 2214 Tacoma Road Puyallup, VISA 98371 File Name : 3353a Site Code : UUUU3353 Start Date : 08/30/2012 Page No : 2 ENTRANCE BELFAIR ST NE ENTRANCE BELFAIR ST NE Southbound Westbound Northbound Ap Eastbound App. Int. Start Time Right Thru Left Total Right Thru Left Total Right Thru Left Total Right Thru Left Total Total Peak Hour From 04:00 PM to 05:45 PM- Peak 1 of 1 Intersection 04:00 PM Volume 1 9 55 65 62 5 12 79 6 14 0 20 0 5 6 11 175 Percent 1.5 13.8 84.6 78.5 6.3 15.2 30.0 70.0 0.0 0.0 45.5 54.5 04:30 0 2 14 16 12 2 5 19 3 7 0 10 0 1 0 1 46 Volume Peak Factor 0.951 High Int. 04:15 PM 04:45 PM 04:30 PM 04:00 PM Volume 0 5 15 20 20 1 2 23 3 7 0 10 0 1 4 5 Peak Factor 0.813 0.859 0.500 0.550 ENTRANCE Out In Total 82 65 147 11 91 55 Ri9nt rnr, Left ��� T � w North �' zm rr c^ N L-1 30/2012 4:00:00 PM —? g ~ 30/2012 4:45:00 PM J W Co o� ¢� Unshifted 1rr N N Ot T r Left Thru Ri ht 01 14 6 21 20 41 Out In Total ENTRANCE 18 L STATE OF WASHINGTON - DEPARTMENT OF TRANSPORTATION T R I P S S Y S T E M ANNUAL TRAFF=C REPORT STATE AVERAGE DAILY TRAFFIC VOLUME ROUTE ---------------------------------- STATE ROUTE MILEPOST LOCATION FUNCT TRUCK PERCENTAGES 2008 2009 2010 2C11 COUPLET CLASS SNGL DBL TRIPLE TOTAL UNITS UNITS UNITS UNITS 003 002.71 BEFORE JOT RAILROAD AVE*S FIRST ST 1 16000 16000 15000* 15000 003 002.93 AFTER JOT PINE ST-FRONT S- 1 9400 9600 9600* 9400 003 006.52 BEFORE JOT BAYSHORE DR 1 9100 9400 910C* 8900 003 006.57 P,FTER JOT JOHNS PRAIRIE RD 1 13000 19000 1400C* 13000 003 008.98 BEFORE JOT AGATE RD WYE CONN 1 13000 13000 13000* 13000 003 008.99 At'PER JCT AGATE RD 1 9200 9600 8900* 8600 003 010.76 AFTER JCT PICKERING RD 1 7100 7400 7000* 6800 003 020-32 BEFORE JC^_ GRAPEVIEW LOOP RD 1 6900 7100 6800* 6600 003 02C.32 AFTER JCT GRAPEVIEW LOOP RC 1 8000 0900 8800* 8400 003 021.24 BEFORE JCT E NORTH BAY RD WYE CONN 1 10000 10000 10000* 9800 003 023.26 BEFORE JCT SR 302-VICTOR CUTOFF RD 1 8500 8800* 8700* 8500 003 023.26 AFTER JCT SR 302-VICTOR CUTOFF RD 1 9800 11000* 10000* 10000 003 024.91 BEFORE JCT SR 106 1 - 12000 :3000 12000* 11000 003 024.91 AFTER JCT SR 106 1 17000 17000 16300* 16000 OC3 026.34 BEFORE JCT BELFAIR ST 1 18000 19000* 19000* 18000 F� 003 026.38 AFTER JCT SR 300 1 13000 19000* 14000* 19000 003 027.56 BEFO.RE JCT NE PENINSULA PL WYE CONN 1 16000 17000* 17000* 17000 003 028.68 AT PTR LOCATION R089 1 06 02 08 17000* 17000* 17000* 16000+ 003 030.51 BEFORE JCT IMPERIAL WAY 1 15000 16000* 16000* 15000 003 030.51 AFTER JCT IMPERIAL WAY 1 16000 16000* 16000* 16000 003 032.60 AFTER JCT SUNNYSLOPE RD 1 19000 19000* 19000* 19000 003 034.18 BEFORE RAMP SR 16 SPGORST (SPUR) 1 20000* 20000 003 036.07 BEFORE RAMP SR 304 1 68000 71000 69000* 69000 003 036.39 AT SR 304 WB 1 92000 43000 99000* 44000 003 036.68 AFTER RAMP SR 304 1 93000 45000 45000* 45000 003 037.31 AT W WERNER RD 1 34000 35000 36000* 36000 003 037.78 AFTER RAMP LOXIE EAGANS BLVD 1 41000 93000 93000* 43000 003 038.29 AT SR 310-KITSAP WY BRIDGE 1 37000 38000 3900u* 3ecoo * BASED ON ACTUAL COUNT + SOURCE OF TRUCK PERCENTAGES 63 HCK/i Unsignallzed Intersection Capacity Analysis 2017 PIS Peak Hour `volumes 2: NE Belfair St & SR-3 9/13/2012 --.* -'t' -*\ P§Nm ?t .,`. `{` `" %�y# Lane Configurations > T k Xt .::.:.... c ..-. iE3 ...%...........%.:::::::: :::::::: .:::::::::::is »::::::: > .>:::>:,3::::::::::::;::.,;.;:::::::::;;.:;::;::.:.:::.;:;:.1?tit?.::::::.:::::.:V.::::::.-:..:.:: ::.::.::.:::::::::.::::..::.:..::::.:.:: .:: % Grade 0% 0% 0% ... ......1 :.::::::.::: ..::.:..:..:.:::.:::.::.:::::.:::::::.::::::.::.;:.:::::::.:::::::::::::.::::::.::.:•:•;;:.:.;..:.:::: Peak Hour Factor 0.86 0.86 0.92 0.92 0.90 0.90 Flu:' fl....:.: :: v: ::::::::::>:::.%:::::::: :::::::«::<::«>:.<:<::::......- :<>caw ram :::>:: . ::>::»::• . .>: »: ::::>:;:.;:;;.;;;:.;:.;:.;:.::.;:.;.-.-.:;.;:;.>::.:;.;:.:;;.;;:.:;...:::.::::.:::::::::::......:::::.:........:.:.... :,,...: .:..::::.: ......::..:: :.::.::::::::.:.:.:: .4..:::.:.:. ..... ....................................: .....: edestrians .......::::::::::::::::..................:::.:.::::.:.::::. .....................::.:::::::::::::::::...............................:::.::.::.:.::: :......................::::::::::::::.:.::................ 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";:.: :.: 1#me Tota! ; 14 70 48 828 1229 ::: Volume Left 14 0 __..48 0 0 ;; ..:......... cSH 50 223 574 1700 1700 :..:.;..:.:;;.:.::; .:.;. . :>,: .:.::;I%,,:.--. -� # ... . . �2$ 0:31.. ..fl 08 .. ::::::::`>`»<::.:::<>.::<::>:°>:::::::><<::::<:: :::.:::.:: :.:...Y.. .....:. ..;.;::;.:;.. .:.::.. ©49 t3 72 Queue Length 95th (ft) 24 32 7 0 0 ......:.:::. :.....::..;:..:.:::;::.:.:.: . ontrestt..< :?>? ''>> t327::::: ::2 Lane LOS F D B rQa fat... 4 >::>::>::; ;:<;::«; "M— .........:.::.:.::.:::.:::.:.;:.....:...::::::.:. ......... ::::::.:::::::::.:::.:: Approach LOS E "SBCt ---1.':i i3:s::..:',',," :: ::i::::f. :#; :• :o:.•s?:' :o c Average Delay 1.8 ktf o.....t'�.:...:;.i.:: '. n:;:;:::;::;::..':. ... :. . . .. .. :.........:::.:.::::::.:::.:::.::....:...:::::..:::.::::::::.:::::::.:................ Analysis Period(min) 15 Baseline Synchro 6 Report Heath & Associates. Inc. 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