Laserfiche WebLink
Based on the expected growth in the area, and the generated trips from the proposed <br />development, the study area is anticipated to have unacceptable operations at multiple <br />intersections. Three of the signalized intersections have an overall LOS of E or worse in <br />all of the alternative scenarios. The other signalized intersection, T.H. 10 South Ramp, is <br />projected to have an acceptable overall LOS in Alternative 1A, 1B, and 3. The <br />alternative 2 scenario shows the T.H. 10 South Ramp intersection having a LOS F during <br />the AM peak hour. All signalized intersections have at least one movement with a LOS <br />of D or worse in all of the scenarios. The unsignalized intersections are projected to <br />operate adequately with the exception of Armstrong Boulevard & Alpine Drive. The <br />eastbound and westbound approaches are experiencing excessive delays at this <br />intersection for all alternatives. Alternative 2 will be used to determine what mitigation <br />is necessary in the study area because it generated the most traffic out of the four <br />alternatives. Overall, the operations can be improved, but are still considered <br />unacceptable at many of the intersections. This is due to the large amount of traffic <br />entering and exiting on Bunker Lake Boulevard and Armstrong Boulevard. <br />2. Additional Analysis <br />Additional operations analysis was completed to determine what intersection control <br />would be adequate for the first development entrance west of Armstrong Boulevard on <br />Bunker Lake Boulevard. Because of the heavy traffic along Bunker Lake Boulevard, it <br />was assumed that stop control would not be suitable for this intersection. A roundabout <br />and signal were modeled for the 2040 PM Build Alternative 2 scenario and the results are <br />shown below. <br />Table 12: Development Intersection Operations Analysis <br />Traffic Control Scenario <br />Peak Hour <br />Intersection <br />Delay*- LOS <br />Maximum <br />Delay -LOS** <br />Limiting <br />Movement <br />Max Approach Queue <br />Direction <br />Average <br />Queue (ft) <br />Max <br />Queue (ft) <br />**** <br />First Development Entrance on Bunker Lake Road (West of Armstrong Boulevard) <br />Signal <br />Lanes: (BB/AB: L, T, T, R. NB/SB: L/T,R) <br />PM <br />30 <br />C <br />58 <br />E <br />WBL <br />SBT <br />152 <br />310 <br />Roundabout <br />Lanes: (BB/AB: L/T, T/R. NB/SB: L/T/R) <br />PM <br />27 <br />D <br />46 <br />E <br />EB <br />EBT/R <br />150 <br />300 <br />*Delay in seconds per vehicle <br />**Maximum delay and LOS on any approach and/or movement <br />***Limiting Movement is the highest delay movement. <br />****Max Queue refers to the 95% Queue (Passenger car stored length = 25 ft, Heavy vehicle stored length = 45 ft) <br />The signal or roundabout options both operate with an adequate overall level of service if <br />the lanes shown are constructed. There will be at least one movement that has a LOS E <br />or worse in both of the options. <br />Analysis was also completed to model the intersections if a river crossing was <br />constructed along Armstrong Boulevard. It was assumed that the largest change in traffic <br />due to the addition of the river crossing would be on T.H. 10. Therefore, the T.H. 10 <br />ramp intersections were evaluated for operations. Intersections north of T.H. 10 were <br />assumed to operate similarly to the scenarios without the river crossing. <br />Prepared by: Bolton & Menk, Inc. — R16.109828 <br />Future Business Park <br />Build Conditions <br />Page 24 <br />