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Josh Nyquist, Executive Director of Building OperationsApril28, 2022 <br />PACT Charter School | Traffic Impact Study tğŭĻЏ <br />Second, it is important to consider delay on the minor approach. Since mainline traffic does not stop, <br />most of thedelay is attributed to the side-street approaches. It is typical of intersections with higher <br />mainline traffic volumes to experience high levels of delay (i.e. poor levels of service) on the side- <br />street approaches, but an acceptable overall intersection level of service during peak hour conditions. <br />Table 2.Level of Service Criteria for Signalized and Unsignalized Intersections <br />Signalized IntersectionUnsignalized Intersection <br />LOS Designation <br />Average Delay/Vehicle (seconds)Average Delay/Vehicle (seconds) <br />A <br />> 10 -20> 10 -15 <br />B <br />> 20 -35> 15 -25 <br />C <br />> 35 -55> 25 -35 <br />D <br />>5580>3550 <br />E <br />>80>50 <br />F <br />Results of the existing weekday traffic operations analysis,shown in Table 3,indicate thatallstudy <br />intersections currently operate at an acceptable overall LOS Bor betterduring the a.m.commuter <br />(school arrival) peak hour(7:30-8:30a.m.), school dismissal peak hour(2:30-3:30 p.m.) and p.m. <br />commuter peak hour (4:00-5:00 p.m.), underexisting traffic control and intersection geometrics.No <br />significant queuing or delay issues were identified, except forthe Armstrong Boulevard/Alpine Drive <br />intersection where the westbound approach is operating at a LOS E during the p.m. peak hour. <br />Table 3.Existing Weekday Conditions Peak Hour Traffic Operations/Capacity Analysis <br />DismissalPeak HourP.M. Peak Hour <br />A.M.Peak Hour <br />Study Intersection <br />LOSDelayQueueLOSDelayQueueLOSDelayQueue <br />(1) <br />A/A9 sec.NB/1A/A9 sec.NB/1A/A10 sec.NB/1 <br />Variolite Street/173rd Avenue <br />(1) <br />A/A10 sec.WB/1A/A10 sec.EB/1A/A10 sec.EB/1 <br />Variolite Street/161st Avenue <br />(1) <br />A/B11 sec.SB/1A/A10 sec.SB/1A/B11sec.SB/1 <br />Variolite Street/Alpine Drive <br />(1) <br />A/B11 sec.EB/1A/B12 sec.WB/1A/B15 sec.WB/1 <br />Armstrong Boulevard/161st Avenue <br />(1) <br />A/C18 sec.WB/2A/C16 sec.WB/2A/E45sec.WB/4 <br />Armstrong Boulevard/Alpine Drive <br />(2) <br />B/B12 sec.SB/2A/B11 sec.NB/1B/B13 sec.NB/2 <br />Ramsey Boulevard/Alpine Drive <br />(1) <br />A/B13 sec.EB/1A/B12 sec.EB/1A/B13 sec.EB/1 <br />175th Avenue/Nowthen Boulevard <br />(1)Indicates a side-street stop-controlled intersection, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the <br />worst side-street approach average delay per vehicle. The queue shown is the 95th percentile queue (in vehicles) for the worst approach at the intersection. <br />The 95th percentile queues shownin redboldfontspill back to and beyond the adjacent upstream intersection. <br />(2)Indicates anall-way stop-controlled intersection, where the overall LOS and average delay per vehicle are shown. The queue shown is the 95th percentile <br />queue (in vehicles) for the worst side-street approach at the intersection.The 95th percentile queues shown in redboldfontspill back to and beyond the <br />adjacent upstream intersection. <br />The existing Sunday a.m. church peak hour traffic operations analysis related to the adjacent future <br />proposed St. Katharine Drexel Churchwill be combined with year 2028 No-Build and Build scenario <br />Sunday a.m. church peak hour traffic operations analyses later in this memorandum. <br /> <br />