Agenda - Planning Commission - 05/04/2017 - Special

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4. Analyses a. Intersection Vehicular Analysis The scenarios analyzed in this study for both the a.m. and p.m. peak hours were the existing, 2040 No -Build, and 2040 Build scenarios. Capacity analyses are performed for the study intersections to determine if they need improvements such as turn lanes or an upgrade in traffic control. It should be noted that for the No -Build and Build scenarios it is assumed Puma Street will be realigned on the north end to line up with Okapai Street as shown in the site plan in the Appendix. The existing and forecasted turning movement volumes along with the existing intersection configurations and traffic control were used to develop the average delay per intersection in each study scenario. The delay calculations were done in accordance with the Highway Capacity Manual 6th Edition using the Vistro software package. The full calculations for each study scenario, including Level of Service (LOS) grades and queue lengths, are included in the Appendix. Also, included in the Appendix is a guide explaining the Level of Service grade concept. Chart 1 (a.m. peak hour) and Chart 2 (p.m. peak hour) show the 95th percentile queue lengths on the busiest stop sign controlled approach at intersections with side street stop sign control. Average delays are not calculated for intersections with side street stop sign control because the vast majority of vehicles going through the intersection are on the main roadway and have zero delay, which leads to low overall average delays. At side street stop sign controlled approaches to busy roadways, the average delay for all the vehicles on the approach often exceeds 60 seconds. This can be the case for a few vehicles waiting at the stop sign where improvements would not be justified for the low traffic volume. In general, vehicle queuing of five cars or more is considered unreasonable and could warrant mitigation. Traffic Impact Study 5 Pearson Farm Residential Development CONSULTING