HomeMy WebLinkAboutStudies APPLICANT 8/10/2010 (3)
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MINOR TRAFFIC IMPACT STUDY
FOR
East Side Baptist Church
Springfield, Oregon
August 10, 2009
Prepared For:
East Side Baptist Church
4045 Commercial Avenue
Springfield, Oregon 97478
Prepared By:
BRANCH ENGINEERING, INC.
310 Fifth Street
Springfield, Oregon 97477
Phone (541) 746-0637
Fax (541) 746-0389
Project No. 09-077 A
Date Received:
AUG 1 0 2010
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MINOR TRAFFIC IMPACT STUDY
FOR
East Side Baptist Church
Springfield, Oregon
August10,2009
Prepared Bv:
EXPIRES: JUNE 30, 2011
BRANCH ENGINEERING, INC.
310 Fifth Street
Springfield, Oregon 97477
Phone (541) 746-0637
Fax (541) 746-0389
Date Received:
Project No. 09-077 A
AU6 1 0 2010
Original Submittal
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TABLE OF CONTENTS
1. INTRODUCTION...................................................................................1
2. PROJECT DESCRIPTION ....................................................................2
Parking Analysis......................... ........ ... ........ ........... ................. ......3
Site Access........................ ... ........ ..... ... ................ ... ...... ..................3
3. EXISTING CONDITIONS ......................................................................5
Roadway Network. ............... ........ .............. .............. .................... ...5
Intersections.... .......... .......... ... ........ ... ................... ... ... ... '" ...... .........5
Crash Analysis ....... ............. ............. ........... ........... ... ......................5
Transit Facilities ......... ........................ ... ................... ............ ...........6
Non-motorized Facilities.................................................................. 6
Existing Traffic Volumes .................................................................6
4. PROJECT TRAFFIC .............................................................................8
Trip Generation .......... ..... ... ................ ... ........ ... ... ... ...... '" ... ........ ....8
Traffic Assignment......... ................................... ... ... ............ ... ..........8
Trip Distribution .. ..... ............. ... ..... ... ... ........ ............... .,. '" ................8
5. OPERATIONAL ANALYSIS ...............................................................11
6. INTERSECTION SIGHT DISTANCE ..................................................13
7. RECOMMENDATIONS AND CONCLUSION .....................................14
Date Received:
\
AUG 1 0 2010
Original Submittal
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LIST OF FIGURES
Figure 1: Vicinity Map............................................................................ 2
Figure 2: Site Plan ................................................................................4
Figure 3: Existing Year 2009 Traffic Volumes (Sunday Peak Hour)...... 7
Figure 4: Assignment of Site Generated Traffic .................................... 9
Figure 5: Future Year 2009 'Build' (Sunday Peak Hour) .....................10
LIST OF TABLES
Table 1 :
Table 2:
Table 3:
Table 4:
Table 5:
Roadway Network .............. ..... ... ... ... ... ........... ... ... ...................5
Level of Service Criteria ........................................................ 11
Intersection Performance Calculations.................................. 12
Queuing Calculations ............................................................ 12
Intersection Sight Distance Evaluation.................................. 13
LIST OF APPENDICES
Appendix A: City of Springfield Traffic Impact Analysis Scoping Checklist
Appendix B: ODOT Crash Data
Appendix C: Traffic Count Summaries
Appendix D: Intersection Performance Calculations
Appendix E: Photograph of Studied Intersection and Intersection Sight
Distance Table
Date Received:
AUG 1 0 2010
Original Submittal
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 1 OF 14
1.
INTRODUCTION
Branch Engineering Inc. has been retained by East Side Baptist Church in Springfield to prepare this
Minor Traffic Impact Study as required in Springfield Development Code to meet the criteria of
Springfield Public Works Department policy S.O.P.P. #T-6.l and the Traffic Impact Study Scope of
Work, dated July 9, 2009 (see Appendix A), prepared by City of Springfield Transportation staff for
proposed East Side Baptist Church in Springfield, Oregon.
A reduced traffic study has been allowed for this project, as there will not be significant new traffic
generated by the improved worship center. The primary focus of this study is to summarize expected
changes to local traffic patterns.
Date Received:
AUG 1 0 2010
Original Submittal
i@ Branch Engineering, Inc.
August 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 2 OF 14
2.
PROJECT DESCRIPTION
The proposed East Side Baptist Church is located south of Commercial Avenue, north west of 41 st
Street in Springfield. The project consists of a proposed new building (Worship Center) and improved
parking facilities. The church currently has a total of 155 member families, and there is currently a total
of 125 regularly attending families.
The property is identified on Assessor's Map 17-02-31-1-4, Tax Lot 4000. The site is currently occupied
by East Side Baptist Church. The proposed new building size is 11,480 square feet and the new parking
area includes 102 spaces. Construction is expected to begin late in the year of 2009.
Figure I illustrates the location of the proposed development.
FIGURE 1: Vicinity Map
Date Received:
AUG 1 0 2010
=r@ Branch Enginccring, Inc.
Original Submittal
August 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 3 OF 14
Parking Analysis
There is a total of 68 parking spaces at the existing East Side Baptist Church in Springfield. Although
the site has adequate parking supply for the typical church demand during regular worships, there is a
nearby parking area across the street that is available for overflow parking during large events. No
vehicle activity was observed in the overflow parking area during regular Sunday services. No bicycle
traffic was observed at the church at the observed services.
A new parking area is proposed to be constructed for visitors and staff parking on the southeast portion
of the site. This new parking facility includes 102 spaces with four accessible spaces.
Site Access
There are two existing driveways on Commercial Avenue. As proposed, a new full-movement driveway
will be constructed on 41 5t Street to access the new parking area.
The proposed site plan is shown in Figure 2.
Date Received:
AUG 1 0 2010
-iQ~l-Braneh Engineering, Inc.
Original Submittal
August 10, 2009
k,
TAX MAP 17-<>2-31-1.... TAX LOT 4000
SITE ACCESSES
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SITE PLAN
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PROPOSED
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PROPOSED
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. . Date Received:
~ AUG 1 0 2010
" Original Submittal
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 5 OF 14
3.
EXISTING CONDITIONS
Roadway Network
The relevant roadways for this study are:
.:. Commercial Avenue
.:. 41st Street
The following table shows the characteristics of the roadways mentioned above:
-- -- -
TABLE 1: Roadway Network
,
,
.
Roadway Classification Travel Sidewalks Bike On-Street Posted Speed
Lanes Lanes parking
Commercial Minor arterial 2 None None None 35 MPH
A venue
41" Street Local Road 2 Yes None Yes 25 MPH
Intersections
With City concurrence, the following intersections were evaluated under the existing conditions
scenano:
.:. Commercial Avenue at 41st Street
.:. Proposed New Site Access at 41 sl Street
Both of the above intersections were evaluated as two-way stop controlled.
Crash Analysis
An analysis of crash history was performed for the relevant existing roadways. The most recent three
full years of accident data was evaluated (January 1, 2006 through December 31, 2008) as supplied by
the ODOT Crash Analysis and Reporting Unit. It should be noted, that Legislative changes to DMV's
vehicle crash reporting requirements, effective January I, 2004, resulted in fewer property damage only
crashes being eligible for inclusion in the statewide crash data file.
Date Received:
AUG 1 0 2010
[~I Branch EngillCcring, Inc.
~
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 6 OF 14
During the period of analysis, there were no crashes reported at the Commercial A venue/41 5t Street
intersection.
The ODOT accident data is included as Appendix B.
Transit Facilities
Currently, the nearest bus stops are located approximately one-quarter of one-mile south of the proposed
development at the Main Street and 42nd Street intersection, and are served frequently by route 11.
Non-Motorized Facilities
There are no existing bicycles lanes or sidewalks on Commercial A venue and it is not expected to have
exclusive pedestrianlbicycle facilities. 41 5t Street has intermittent sidewalks.
Existing Traffic Volumes
Existing Average Daily Traffic (ADT) volumes were obtained from the most recent City of Springfield
Traffic Flow Map. Traffic counts are based on typical weekday 24 hour counts. The ADT in the project
vicinity is as follows:
Roadwav
Commercial Avenue
41st Street
ACT
2,172
320
ADT for 41 5t Street was estimated to be ten times existing peak hour traffic volumes, as no existing
published ADT data was available. Existing peak hour traffic volumes were determined by manual
traffic counts conducted by Branch Engineering staff in July and August, 2009 (see Appendix C). The
counts were taken between 1 0:30AM and 12:30PM on a Sunday covering an entire peak service. The
observed traffic volumes are shown in Figure 3.
Date Received:
AUG 1 0 2010
Original Submittal
~ Branch Eng~neering, Inc.
~
August 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 7 OF 14
EXISTING YEAR 2009 TRAFFIC VOLUMES
(SUNDA Y PEAK HOUR OF GENERA TOR)
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AUG 1 0 2010
August 10, 2009
Original Submittal
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 8 OF 14
4.
PROJECT TRAFFIC
Trip Generation
Peak hour trip generation values will not change significantly as a result of the proposed development
and improved parking facilities. However, over time it is expected that membership will increase as a
result of the larger and improved facilities. Therefore, it was conservatively assumed that the proposed
parking lot was full, and all vehicles would enter and leave during the same peak hour, resulting in 102
entering and 102 vehicles exiting at the 4151 Street Access. This simultaneous arrival/departure is not
expected to occur; rather it was used as a simplified conservative operational analysis.
Trip Distribution
The site generated traffic is expected to continue to disburse onto the public roadway system in the same
proportion as the existing conditions. The existing attendees were observed to directionally distribute
to/from the north and south roughly equally. When reviewing church member addresses, it was
confirmed that roughly 50 percent of site generated traffic would have origins/destinations to the north
and 50 percent would be to/from the south.
Traffic Assignment
The site generated traffic was distributed to the adjacent road system and assigned to specific
movements at the relevant intersections based on the above trip distribution assumptions, and existing
operational characteristics in the project vicinity.
Figures 4 and 5 illustrate the assignment site generated traffic and the year 2009 'Build' traffic volumes,
respectively.
Date Received:
AUG 1 0 2010
Original Submittal
:~ Branch Engineering, Inc.
~
August 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 9 OF 14
COMMERCIAL A"
,ENUE
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ASSIGNMENT OF SITE GENERATED
TRAFFIC
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August 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 10 OF 14
FUTUNE TNAFFIC VOLUMES YEAR 2009 'BUILD'
(SUNDA Y PEAK HOUR OF GENERA TOR)
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Date Received:
S.T.S.
FIGURE [j
AUG t 0 2
Original Submittal
=~ Branch Engineering, Inc.
~
August 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 11 OF 14
5.
OPERATIONAL ANALYSIS
To satisfy the City of Springfield standards, intersection performance was evaluated to determine Level
of Service (LOS) based on delay. Calculations for the unsignalized intersections were performed with
the computer program SYNCHRO 7, by Trafficware.
Level of service, based on vehicle delay, is classified by a letter scale from 'A' to 'F'. LOS 'A'
represents optimum operating conditions and minimal delay. LOS 'F' indicates over capacity conditions
causing unacceptable delay. LOS 'D' is considered the minimum acceptable level of service by the City
of Springfield. Mitigation measures are often necessary when the level of service is reduced below 'D'
as a result of a development.
The LOS determined by average delay per vehicle as established in the Highwav Caoacitv Manual. 2000
(HCM) is as follows:
I TABLE 2: Level of Service Criteria
Level of Service Unsignalized
A < 10 see
B >10 and ~ 15 see
C >15 and~25 see
D >25 and ~ 35 see
E >35 and ~ 50 see
F > 50 see
Vehicle queue calculations were performed for the Commercial Avenue/41st Street and Proposed New
Site Access/4l st Street intersections.
The intersection performance analysis and queuing calculations are documented in Appendix D, and the
results are summarized in the following tables:
Date Received:
AUG 1 0 2010
:/'1i?'\~ranch Engincering, Inc.
~
Original Submittal
August 10, 2009
~ ---
II MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 12 OF 14
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-- - -
TABLE 3: Intersection Performance Calculations
(Sunday Peak Hour)
2009 2009
'Existing' 'Build'
INTERSECTION IMOVEMENT LOS LOS
Commercial Avenue at 41" Street
Northbound Approach A A
Westbound Left A A
Proposed New Site Access at 41" Street
Northbound Left nla A
Eastbound Approach nla A
- - I
TABLE 4: Queuing Calculations
I (Sunday Peak Hour)
2009 2009
'Existing' 'Build'
INTERSECTION IMOVEMENT Available 95% 95%
Storage (ft) Queue (ft) Queue (ft)
Commercial Avenue at 41" Street
Northbound Approach 100+ 2 10
Proposed New Site Access at 41" Street 2
Northbound Left 25 nla
Eastbound Approach 50 nla 11
All applicable 95th percentile queue lengths were calculated to be reasonable and the projected traffic
was not found to significantly increase queuing. Queues at the Commercial Avenue/41st Street
intersection will not exceed available storage area between the stop sign and the proposed driveway
location; therefore, the new proposed driveway at 41 sl Street is not expected to significantly interfere
with the Commercial A venue Intersection.
Date Received:
AUG 1 0 2010
-:@ Branch Engineering, Inc.
0, ;gil .8\ S\l~~~~~11 0, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 13 OF 14
6.
INTERSECTION SIGHT DISTANCE
Minimum safe intersection sight distance is the distance traversed by opposing vehicles at the design
speed of the major road in the travel time needed for a departing side street vehicle to perceive a gap in
traffic, accelerate from a stop, clear the opposing travel lane(s), and accelerate without being overtaken
by vehicles already on the major street.
As recommended by AASHTO, the vantage point for departure was considered to be 14.5 feet from the
edge of the vehicle travel way. The driver's eye and the object height were both assumed to be 3.5 feet
above the roadway surface. Site distances measured in the field were compared to the minimum
stopping sight distance recommended by the American Association of State Highway and
Transportation Official's manual, A Policv on Geometric Design of Highwavs and Street, 2004.
The proposed site access location is near a horizontal curve in 41 st Street, and therefore was evaluated to
determine if the existing available line of sight is adequate to serve vehicles entering the roadway at the
subject new driveway location. Per Exhibit 9-55 in the referenced document, the minimum
recommended intersection sight distance in a 25MPH zone for a passenger car to safely depart from this
intersection is 280 feet for an exiting left turn (when looking to the right). The measured available line
of sight exceeded the recommended distance when looking right.
The following table summarizes the available measured line of sight, and lists the recommended
minimum sight distance:
- - - - -
TABLE 5: Intersection Sight Distance
Evaluation
- - -
Intersection/Movement Available Distance Recommended Sight
Line of Sight Distance
41" Street/Site Access
Eastbound Left 300+ ft 280 ft
A photograph from the driver's vantage point at the studied intersection, demonstrating the existing
available line of sight, and the referenced AASHTO Intersection Sight Distance Table a[9ayscPf~BEflved:
information in Appendix E.
AUG 1 0 2010
\~~ancll Engir~cring, Inc.
~
Or~iR:il1 S'Ibmitt,,1
ugust 10, 2009
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MINOR TRAFFIC IMPACT STUDY: EAST SIDE BAPTIST CHURCH
PAGE 14 OF 14
7.
RECOMMENDATIONS AND CONCLUSION
Transit Facilities
The site is adequately served by public transit.
Non-Motorized Facilities
Due to the nature of travel modes utilizing churches, no special pedestrian or bicycle facilities (other
than code requirements) are necessary for the proposed expansion.
Crash Analysis
During the period of analysis, there were no crashes reported at the Commercial A venue/41 sl Street
intersection. No crash reducing measures are necessary to accommodate the proposed development.
Operational Analysis
All studied intersections are projected to operate at acceptable levels of service through the planned
build-out year of2009. All applicable 95th percentile queue lengths were calculated to be reasonable
and the new proposed development was not found to significantly increase queuing or cause vehicles to
significantly interfere with the operations of 41 st Street/Commercial A venue intersection.
Intersection Sight Distance
The left turn movement at the 41 sl Street and Site Access intersection was found to have adequate
available sight distance.
Site Access
As requested in the scope, access point design was considered. The proposed width, depth (throat) were
both considered reasonable and typical. Based on the sight distance, queuing, available gaps, and
considering the result of potentially forcing all exiting vehicles on to 41s1 Street (a local residential
roadway) a right-inlright-out only configuration of the proposed site access is not recommended.
Conclusion
In summary, the result ofthis analysis indicates, the proposed development will not cause significant
adverse impact on the operating characteristics of the existing adjacent roadway system.
Date Received:
AUG 1 0 2010
Original Submittal
-~, Branch Engineerill~, Inc.
~' 0 .
August 10, 2009
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APPENDIX
A
CITY OF SPRJNGFIELD TRAFFIC IMPACT
ANALYSIS SCOPING CHECKLIST
Date Received:
AUG 1 0 2010
Original Submittal
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TRAFFIC IMPACT STUDY SCOPE OF WORK
Date:
July 9, 2009
Consultant:
Branch Engineering
Proiect Description:
Project Name:
Location:
Land Uses:
Size:
Access:
Build Date:
East Side Baptist Church, lON2009-00015
4045 Commercial St.
ITE Code 560 - Church
I 1,480 square feet addition
Commercial St. and 4 I 51 Street
Assume 2009
Study Requirements:
General: Provide a Minor Traffic Impact Analysis (TlA) per Springfield Public Works
Department policy S.O.P.P. #T-6.I. This assumes that phase I is the focus of the analysis and
that future development, as depicted in latter phases will not occur within the next two years.
The future phases will require individual land use applications and therefore, traffic impact
analysis at that time.
Project Description: Provide description of project including building size, parking stalls
required, number of trips from ITE estimate, access points and any other transportation related
special features.
Existing Conditions: Include a description of the adjacent street network including lane
configurations, median types, sidewalks, bike lanes, road signs, bus stops, geometry and traffic
controls at the pertinent intersections; Commercial and 4 151 St. Also include any observations or
conclusions that are pertinent to this study.
Project Traffic: Project a worse case occupancy for the project after completion of the new
building by examining current occupancy and applying this density to the entire facility or the
ITE estimate, whichever is worse. With this data, extrapolate the trip distribution to the access
points of the facility and consider the following:
I) Sight distance at the proposed southerly driveway and with respect to CUOatH. if' ~~l\lj~d'
Determine if the location of the driveway is placed in the optimal location wllh re~pecl to .
the intersection on the east and curve in 4 I 51 to the west.
AUG 1 0 2010
Original Submittal
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2) Access point design:
a) Width, depth (throat), configuration of possible right-in/right-oul.
Include this Scope of Work in the appendix of the Tramc Impact Studv
Date Received:
AUG 1 0 2010
Original Submittal
C \DoaImems and Setnngs\cindyp\l..ocal Settings\Te:rnporvy Inl~ Files\Comml Oullook\CZ7HlIKNY\TIS SCOPE EI.Sl. SMle &ptist Church- Brltldl Engineering doc
Page 201"2
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APPENDIX
B
ODOT CRASH DATA
Date Received:
AUG 1 0 2010
Original Submittal
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1-
Cindy
From:
Sent:
To:
Subject:
Attachments:
VOGEL Sylvia M [Sylvia.MVOGEL@odOl.state.or.us]
Monday, July 27, 2009 7:32 PM
Cindy@branchengineenng.com
RE: Crash Data: East Springfield
sv.pulone-commercialand41 sl. yr0507 _ CDS150.pdf
Hi Cindy:
Allached is the information you requested for the intersection of Commercial Street and 41 st Street for the period of
January 1, 2005 through December 31, 2007. There were no crashes coded at that intersection for the requested time
period.
If you have any questions, please don't hesitate to contact me.
Sincerely,
SyMa
Sylvia M. Vogel
Crash Reporting Technician
Crash Analysis And Reporting Unit
Oregon Depl. of Transportation
Transportation Data Section
555 13th Street NE, Suite 2
Salem, OR 97301-4178
(503) 986-4240
Fax: (503) 986-4249
svlvia. m.voQel@odol.state.or.us
From: Cindy [mailto:Cindy@branchengineering.com]
Sent: Wednesday, July 15, 2009 8:25 AM
To: VOGEL Sylvia M; WARD Kimberlee S
Subject: Crash Data: East Springfield
Hello Sylvia/Kim,
Please supply a crash history and summary for the most recent three full
years at the following intersection in Springfield:
. Commercial SI. and 41" Street
Please do not hesitate to contact me with any questions.
Thank you
Date Received:
Cindy Pulone
Traffic Analyst
Branch Engineering, Inc.
310 Fifth Street
AUG 1 0 2010
Original Submittal
1
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CDS150 07/27/2009
COLLISION TYPE
YEAR:
TOTAL
FINAL TOTAL
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-
-
-
-
-
-
DAY
-
-
-
-
-
-
INTER-
DARK SECTION
Note: Legislative changes to DMVs vehide crash reporting requirements, effective 01/0112004, may result in fewer property damage only crashes being eligible for indusian in the
Statewide Crash Data File.
0
::!,
CO
5' 0
!!!. I>>
fI) >- -
<: c::: CD
r::T en ::0
3 -
g = CD
"-3 ~
= <'
CS CD
C.
OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT
CRASH SUMMARIES BY YEAR BY COLLISION TYPE
Commercial Street @ 41 st Street. City of Springfield
January I, 2005 Through December 31, 2007
NON-
FATAL FATAL
CRASHES CRASHES
PROPERTY
DAMAGE
ONLY
DRY
SURF
WET
SURF
TOTAL PEOPLE PEOPLE
CRASHES KILLED INJURED TRUCKS
-
-
PAGE: 1
INTER-
SECTION OFF-
RELATED ROAD
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APPENDIX
c
TRAFFIC COUNT SUMMAR.lEE
Date Received:
AUG 1 0 2010
Original Submittal
-
- -
- - --
Branch Engineering, Inc.
310 5th Street
Springfield, OR 97477
541-746-0637
Start Time
'--Factor
--'030-i'iM
10:45 AM
.---total
11:00AM
11:15AM
Grand Total
Apprch %
Total %
Vehicles
% ,{~!1j~~es
Heavy Vehides
~H..vyV.l'ltdel
Right
1.0
o
2
2
Southbound
Thru Left Peds
1.0 1.0 1.0
18 0 0
19 0 0
37 0- 0
2
1
5
7.2
3.4
5
100
o
o
19
8
64
92.8
43.8
63
98.4
1
1.6
o
o
o
o
o
o
o
o
o
App, Tot,l
o
o
o
o
o
-
-
- -
-
18
21
39
Right
1.0
o
o
o
Westbound
Thru Left Peds App. Tot.1
1.0 1.0 1.0
o 0 0 0
o 0 0 0
--0-.-0-----0----0
File Name
Site Code
Start Date
Page No
Grou 5 Printed- Vehicles - Hea Vehicles
-
- -
- --
-
: Commercial Avenue at 41 st Street (Sunday)
: 00906702
: 8/2/2009
: 1
19
Right
1.0
6
3
9
Eastbound
Thru Left Peds
1.0 1.0 1.0
o ., 0"
030
040
~~~o~: _.~~~I~.T:j_~nl~~
7 0 44 44
6 0 50 50
'-'3 -0 u94- -94
7
7
56
401 0
201 0
15 0 6 0
71.4 0 28.6 0
10.3 0 4.1 0 14.4
.'5-6----6--0---. 21
100 0 100 0 100
--0--- 0-.0-- 0- 0
o 0 0 0 0
5
3
21
o
o
o
33 33
19 19
146 146
~ -. - -~_. ------ __U~_ -.- .. -. - --- J- __,_u_ -- ---- ~. u_ -- -- ]
Southbound Westbound Northbound Eastbound
-start Time '-Rigiiflthru I Len I App Tolal' Ri9I1!T!.h!!'~L.J.ft:CP~dslApp. Tolal ~igllt.J_ Thru [::::Ce~1 Peds LAep, Tolal f!!ghtl Th:"niI:_J,,,ft CF'.eqs TApP~T~"_ -",fTo!'!']
Peak Hour Analysis From 1 0:30 AM to 11 :15 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 1 0:30 AM
10:30
10:45
11:00
11:15
-fotaIVo-
- % ~pp.
21
9
69
o 0 0 0
o 0 0 0
o 0 0 0
o 0 0 0
o 0 0 0
0-0-- -6----0.
o 0 0 0
--0-' '-0--0- -0
o 0 0 0
o
o
o
o
--'0
o
---ii"
o
Right
1.0
o
o
--6
o
o
o
o
o
--6
o
--6
o
o
---0
o
o
o
100
. -'-0
o
-6-
o
'--'45-
99.3
.-..u1.
0.7
47.3
68
98.6
1
1.4
App. Tot.1
7
6
50
89.3
34.2
--50
100
--6 -
o
o 0
1 0
6 0
10.7 0
4.1 0 38.4
--6---6---56
100 0 100
-0--- 0-- -0'-
o 0 0
AM 0 18 0 18 0 0 0 0 0 0 18 1 0 19 6 0 1
AM 2 19 0 21 0 0 0 0 0 0 19 4 0 23 3 0 3
AM 2 19 0 21 0 0 0 0 0 0 7 0 0 7 4 0 1
AM 1 8 0 9 0 0 0 0 0 0 6 1 0 7 2 0 1
lume --5 - 64---0-- --69 . 6 -. - 0 -6--- a .-- ---0 0 50 6 '--0.- 56 -15----6 6
Total 7.2 92.8 0 0 0 0 0 0 89.3 10.7 0 71.4 0 28.6
PHF .625 - .642 .000 .821 .000 .000 .000 .000 .000 .000 .658 .375 .000 .609 .625 .000 ,~.o .0
o
o
o
o
o
o
~9-=--=J~9-___-_- .73(
7
6
5
3
'21-
44
50
33
19
146
- --
-
- -
- --
- --
- -
-
- - --
Branch Engineering, Inc.
310 5th Street
Springfield, OR 97477
541-746-0637
Date Received:
Original Submittal
File Name
Site Code
Start Date
Page No
: Commercial Avenue at N Site Access Noon
: 00907701
: 7/26/2009
: 1
AUG 1 0 2010
----- - _ _ _t;3roup~ Prir.!~ed- V!-h!~e_s....:. .Hea~ Vehicles ----
Southbound Westbound Northbound Eastbound
Start Tim-e R!~~Jr T~r6J.~Je&f3~A;'~";' -R~~Pi~-F-.L-"~~!",, Right Thru Left Peds App. TOIII Right . - ped[p;-~.~~ E:~~~;~~:~I~~t. -~~~J
- - Factor . .1.Q.. ..1,Q.. _10 __LQ ___ 1.0 1.0 1.0 ---1,0 1.0 1.0
10:30 AM 0- ..---
0 0 0 0 0 3 0 1 0 4 0 0 0 0 0 0 5 0 9 9
, 0:45 AM o 0 0 0 0 4 0 1 0 5 0 0 0 o 0 0 0 6 o 11 11
- ..... 'Totar - --0--0--0- 0 0 -7 --'0---2 0 9 0 0 0 0-0 0 0 11 -O--20~
11:00AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15AM 0 0 0 0 0 1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 2 2
11:30AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
- Total 0 0 -0 0 0 1 0 1 C 2 -0- 6 0 0 C 0 --0- 6- 0 0 0 i i
12:00 PM 0 0 0 0 0 1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 2 2
12:15 PM 0 0 0 0 0 15 0 10 0 25 0 0 0 0 0 2 0 0 0 2 0 27 27
'2:30 PM 0 0 0 0 0 5 0 1 0 6 0 0 0 0 0 0 0 3 0 3 0 9 9
Grand Total 0 0 0 0 0 29 0 15 0 44 0 0 0 0 0 2 0 14 0 16 0 60 60
Apprch % 0 0 0 65.9 0 34.1 0 0 0 0 0 12.5 0 87.5 0
Total % 0 0 0 0 48.3 0 25 0 73.3 0 o 0 0 0 3.3 0 23.3 0 26.7 o 100
Vehicles 0 0 0 0 29 0 15- 6 -- 44 -0 -o--C---- 0 --C- 2 0 -'-'4--0- --'-6 -. -0----- 0 --60-
% Vehicles 0 0 0 0 0 100 0 100 0 100 0 0 o 0 0 100 0 100 0 100 0 0 100
Heavy Vehicles 0 0 --C- O "0 0 0 0 0 -0 0 --6----6 ----6 --0-0- 0---0 6 6 0 -- "0-
% HelVYVehicJe. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
I - - --b-----------J---. ---
Southbound Westbound
:__- J>!a{!~m~_ Righ!rJhr~:CJ_e~...L App. Total ':"Ri9t1!LThru I. .__Leftl_feds L Apl',!olal __~gh.!
Peak Hour Analysis From 10:30 AM to 11:15 AM.. Peak 1 of 1
Peak Hour for Entire Intersection Begins at 10:30 AM
10:30 A
10:45A
11:00A
11:15A
TOlalVolum
% App. Tot
.- 'PH
-------~~
Eastbound
Right I Thru C I~:J -Peds L;;.p,;:ro'al oint total I
M 0 0 0 0 3 0 1 0 4 0 0 0 0 0 0 0 5 0 5 9
M 0 0 0 0 4 0 1 0 6 0 0 0 0 0 0 0 6 0 6 11
M 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
M 0 0 0 0 1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 2
e 0 0 0 0 8 0 3 0 11 0 0 0 0 0 0 0 11 0 11 22
al 0 0 0 72.7 0 27.3 0 0 0 0 0 0 0 100 0
F ,---,000 __.000---,-000 .000 .500 ,000 .750 .000 .550 .000 .000 .000 .000 .000 .000 .000 .458 .Q9.9 __ .458 ~_500-
- --
-
- -
Branch Engineering, Inc.
310 5th Street
Springfield, OR 97477
541-746-0637
-
- -
- -
-
- -
-
-
Date Received:
File Name
Site Code
Start Date
Page No
: Copy of Commercial Avenue at S Site Access Noon
: 00907700
: 7/26/2009
: 1
AUG t 0 2010
Original Submittal
__9roup_sJ)rinted:. Y~~icJf;)s -.tieavy .'~e~.i~!es __ ___ __ ~_____ _ _~___
~ -~ -- --- - -- -- --- ----- - --
Southbound Westbound Northbound Eastbound
:~ta_rt T(f!1~ R_i9f\I r Thrur ceft-r!~~~ Tot~1 ~jg~~FT~~~T=I~~ffP~~d. 5 r~ Tot.l. ._ Rj~~~.J~T~r_u~.I~- Left [~.pedS_ ~ ~~p~ !o~.~ _~ig~. ~j_.!hru [ L_~~ -f-~!~_S- f!:P;Tot'.'.
Factor 1.0 ITLJ;:O 1.0 1.0 1.01 1.0 1.0 r .. 1.0 [1.0 1.0 1.0 1.0 1.0 1.0 1.01-
16:30-AM---.0---0- 6--0- 0 --2 ---0 -- 1--- O' 3 - -6 -6- -6---0- '0 -- 5- ---0 '2 -- 0 7
10:45 AM 0 0 0 0 0 1 0 3 0 4 0 0 0 0 0 4 0 2 0 6
Total 00- - "0"- --6 .-----0 3 0'- 4 0 7 0 0 0 0 0 9 -'0 4 0 13
11:00AM 0 0 0 0 0
11:15AM 0 0 0 0 0
11:30AM 0 0 0 0 0
11:45AM 0 0 0 0 0
Toial 0 6 0 0 ---0
12:00 PM 0 0 0 0 0
12:15 PM 0 0 0 0 0
12:30 PM 0 0 0 0 0
Grand Total 0 0 0 0 0
Apprch % 0 0 0
Total % 0 o 0 0
- Vehicles --6 --0- -0--- 0
_~~LVehi~~s 0 0 0 0 0
Heavy VehiCles 0 0 0 0
'l\, H..vyVellitle. 0 0 0 0 0
2
1
o
o
3
42.9
.000 __ .375
- --
~~-;-~~ l_~;~u. !~~F~!_o~.'~
o 10 10
o 10 10
o 20 26
0 0 0 0 0 0 0 0 -~--j~ 1 0 0 0 --.i ~- 0 1
0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 _h 0 0 0 0 0 0 000 0 0
6- 0 0 --0 '0 -0 0 -0 o 0 -, -0--0---0 -0' ----1-
0 0 0 0 0 0 0 0 0 0 0 0
0 9 0 0 0 0 0 0 0 0 0 0
0 2 0 0 0 0 0 0 0 0 0 0
0 18 0 0 0 0 0 10 0 4 0 14
0 0 0 0 0 71.4 0 28.6 0
o 56.2 o 0 0 0 o ~!l..._..J1.....J~_..Q... _ 43!l
--------c7.C -0"-.0 0 0 .
o 18 o 10 0 4 0 14
0 100 0 0 0 0 0 100 0 100 0 100
0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0
o 0 0
504
o 0 2
8 0 10
44.4 0 55.6
25 0 31.2
------s----o- TO
100 0 100
o 0 6
o 0 0
Northbound
. Total Right Thru Left Peds
~
Eastbound
Right __ Thru I - LeJtJyedu..A.!>_Tolal _Int. Iotal/
1 0 3 0 0 0 0 0 5 0
3 0 4 0 0 0 0 0 4 0
0 0 0 0 0 0 0 0 1 0
0 0 0 0 0 0 0 0 0 0
4 0 7 0 0 0 0 0 10 0
7.1 0 0 0 0 0 71.4 0 28.
~~3_..-.Q.00___..:!3~. _,QOO___J)OL~90L .0011...__ .000_ ~5QL__'OOO_ .50
o
o
o
o
o
o 5
.000 .
---
1
o
o
o
-T
o
o
o
o
o 0
9 9
2 2
32 32
I----~
Southbound Westbound
-~~-_Startrime Rig~ -_T.t!riJT- LeftIAPE::IO-'!1 --B!g!1tJ-thru ~-[e1t Peds
Peak Hour Analysis From 10:30 AM to 11:15 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 10:30 AM
10:30 AM 0 0 0 0
10:45AM 0 0 0 0
11:00AM 0 0 0 0
11:15AM 0 0 0 0
---tCiial VOiume 0 0 0 0
__ % !-R20 Total 0 0 0
_m__ _f'H~ _.o.09___~o.O_0_~Q<l.
o
--0
o
6
o
100
- --0---
o
o
o
32-
100
-00-0
o
2 0 7 10
2 0 6 10
o 0 1 1
o 0 0 0
4 0 14 21
6 0
-0 -~ObO-- ~~O:_-.525
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APPENDIX
o
INTERSECTION PERFORMANCE
CALCULATIONS
Date Received:
AUG t 0 2010
Original submittal
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Existing 2009 (Sunday Peak Hour)
3: Commercial Avenue & 41st Street
8/5/2009
lVIovemenl =. ..,>\,
Lane Configurations
Volume (vehlh)
Sign Control
Grade
Peak Hour Faclor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (IUs)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, plaloon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vC2, stage 2 coni vol
vCu, unblocked vol
IC, single (5)
tC, 2 stage (5)
tF (5)
pO queue free %
cM capacity (vehlh)
lSireCliOO,1W#- .
Volume Total
Volume Left
Volume Right
cSH
Volume 10 Capacity
Queue Length 95th (ft)
Control Delay (5)
Lane LOS
Approach Delay (5)
Approach LOS
-+ .....
-
~
~
~
EaT;-EB~BL""WBT:-NBL"""""i'rB'R.
1> 4' V
64 5 6 50 6 15
Free Free Stop
0% 0% 0%
0.92 0.92 0.92 0.92 0.92 0.92
70 5 7 54 7 16
.~
. _'~. {oO;..
::;;\, ;f~
J',;r,. ; ,
None
None
75
140 72
75
4.1
140 72
6.4 6.2
2.2
100
1524
'EB-j'.-WB-1~Bl .
" ..... ..--'-. _.'"C'_',_'
75 61 23
o 7 7
5 0 16
1700 1524 945
0.04 0.00 0.02
002
0.0 0.8 8.9
A A
0.0 0.8 8.9
A
3.5 3.3
99 98
850 990
,
.",...-.-:- - ,-.!........, ...... ~L
Intersecllon Summary ,: .
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
~Jf"....
"..
-,;
--wa tl. ""'"
I
1.6
18.3%
15
A
ICU Level of Service
Date Received:
AUG 1 0 2010
Original Submittal
Baseline
%user _name%
i
L-
Synchro 7 - Repcrt
Page 1
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Build 2009 (Sunday Peak Hour)
3: Commercial Avenue & 41st Street
8/5/2009
: EBI"'"'""'EBR~W8t'"f;
'''-F'~'',,_'..>_' .. .__
f>
64
Free
0%
0.92
70
tviovemen/l'~ '"
Lane Configurations
Volume (vehlh)
Sign Control
Grade
Peak Hour Factor
Hou~y flow rate (vph)
Pedestrians
Lane Width (It)
Walking Speed (ftIs)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (It)
pX, platoon unblocked
vC, conflicting volume
vC 1, stage 1 conI vol
vC2, stage 2 conI vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
pO queue free %
cM capacity (vehlh)
Direction, Iantti
Volume Total
Volume Lelt
Volume Right
cSH
Volume to Capacity
Queue Length 95th (It)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
;I\II'!~_.,
Intersection-Summary
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
- ').
25
0.92
27
0.92
62
None
of
-
....
WBf~{< NBL
<f V
50 26
Free Stop
0% 0%
0.92 0.92
54 28
57
None
97
97
4.1
2.2
96
1497
l:B-r:-:wEl''':--"N!l'"j- ... ....
97 116 100
o 62 28
27 0 72
1700 1497 877
0.06 0.04 0.11
o 3 10
0.0 4.2 9.6
A A
4.2 9.6
A
0.0
,;;;;j
__y,?,,~:t\."'
4.6
25.6%
15
261
261
6.4
3.5
96
697
-
..
".
"NBRIlI;'~/ij;q.~~,: N~~
_. ..
.,.
.'. _.~. "
'lZ~-e.
66
0.92
72
83
83
62
33
93
976
.(
~1
L..
~
..-.,
--..~. ,
ICU Level 01 Service
A
Date Received:
AUG 1 0 2010
Original submittal
Baseline
%user _name%
Synchro 7. Report
Page 1
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Existing 2009 (Sunday Peak Hour)
5: Site Access & 41st Street
815/2009
MOVement 0 .
Lane Configurations
Volume (vehlh)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (IUs)
Percent Blockage
Right turn nare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, connicting volume
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
pO queue free %
cM capacity (vehlh)
Dlrectl~ane#
Volume Total
Volume Len
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
intersecbOri'summary ."
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
.-J. l- ~ t ~ ./
....~BL . ~BR frBr--'NBT- "'SBT-= $1;: ., ---...-... J
,. ,.-. ... .::.6.>.'lC;")~:;;".-
V +f t-
O 0 0 21 11 0
Slop Free Free
0% 0% 0%
0.92 0.92 0.92 0.92 0.92 0.92
0 0 0 23 12 0
None None
r:\l
35 12 12
35 12 12
6.4 6.2 4.1
3.5 3.3 2.2
100 100 100
978 1069 1607
EBL . NS'-SB"f"- -
0 23 12
0 0 0
0 0 0
1700 1607 1700
0.00 0.00 0.01
0 0 0
0.0 0.0 0.0
A
0.0 0.0 00
A
- -~ -
'.,.'
... . .....1
~,"--'
--
o. ,,~"
. ,'-'-"'"",
~ .
0.0
6.7%
15
ICU Level of Service
A
Date Received:
AUG 1 0 2010
Original Submittal
Baseline
%user _name%
Synchro 7 - Report
Page 1
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Build 2009 (Sunday Peak Hour)
5: Site Access & 41st Street
8/5/2009
~
t
+
.;
..
'\
Movemen.t":~<~~~_,,:;.
Lane Configurations
Volume (vehlh)
Sign Control
Grade
Peak Hour Factor
Hourty flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (fils)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC 1, stage 1 cont vol
vC2, stage 2 cont vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
pO queue free %
cM capacity (vehlh)
Direcbbn, Eane#. .
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
inlersectioO:Summary''i':" . -.
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
'. ~c:EBr---EBR~'., NBL"'.~NBT~SBT-SB~...
V 4' t+
71 31 31 21 11
Stop Free Free
0% 0% 0%
0.92 0.92 0.92 0.92 0.92
n ~ ~ ~ 12
~~~
~
~
.~ -.'
-
;,
~".-
71
0.92
n
None
None
141
51
89
141
6.4
51
6.2
89
4.1
3.5 3.3 2.2
91 97 98
833 1018 1506
I:B'"'fJa"1-sB'l .
111 57 89
n ~ 0
~ 0 77
882 1506 1700
0.13 0.02 0.05
11 2 0
9.7 4.5 0.0
A A
9.7 4.5
A
--~- ~~ -
T
',,' -- . ~"'-'
0.0
-
Q
- ..
.l',I \;,~
"'\!l
-- ~~, ~ --'--~.
4:",,.
''"' - ",~-,;;:
5.2
22.7%
15
ICU Level ot Service
A
Date Received:
AUG 1 0 2010
Original submittal
Baseline
%user _name%
Synchro 7 - Report
Page 1
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APPENDIX
E
PHOTOGRAPH OF STUDIED
INTERSECTION AND INTERSECTION
SIGHT DISTANCE TABLE
Date Received:
AUG 1 0 2010
Original Submittal
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PHOTOGRAPH OF STUDIED INTERSECTION
AVAILABLE SIGHT DISTANCE
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07.26.
. 1IIa-
41" Street at Site Access (Looking Right)
Date Received:
AUG 1 0 2010
Original Submittal
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Intersections
US Customa
Intersection sight
Stopping distance for
Design sight assen er cars
speed distance Calculated Design
m h (ft ft ft
15 80 165.4 170
20 115 220.5 225
25 155 275.6 280
30 200 330.8 335
35 250 385.9 390
40 305 441.0 445
45 360 496.1 500
50 425 551.3 555
55 495 606.4 610
60 570 661.5 665
65 645 716.6 720
70 730 771.8 775
75 820 826.9 830
80 910 882.0 885
Intersection sight distance shown is for a stopped passenger car to turn left onto a
two-lane highway with no median and grades 3 percent or less. For other conditions,
the time gap must be adjusted and required sight distance recalculated.
Design
speed
km/h
20
30
40
50
60
70
80
90
100
110
120
130
Note:
Stopping
sight
distance
(m)
20
35
50
65
85
105
130
160
185
220
250
285
Metric
Intersection sight
distance for
assen er cars
Calculated Design
m m
41.7 45
62.6 65
83.4 85
104.3 105
125.1 130
146.0 150
166.8 170
187.7 190
208.5 210
229.4 230
250.2 255
271.1 275
Exhibit 9-55. Design Intersection Sight Distance-Case BI-Left Turn from Stop
Sight distance design for left turns at divided-highway intersections should consider multiple
design vehicles and median width. If the design vehicle used to determine sight distance for a
divided-highway intersection is larger than a passenger car, then sight distance for left turns will
need to be checked for that selected design vehicle and for smaller design vehicles as well. If the
divided-highway median is wide enough to store the design vehicle with a clearance to the
through lanes of approximately I m [3 ft] at both ends of the vehicle, no separate analysis for the
departure sight triangle for left turns is needed on' the minor-road approach for the near roadway
to the left. In most cases, the departure sight triangle for right turns (Case B2) will provide
sufficient sight distance for a passenger car to cross the near roadway to reach the median.
Possible exceptions are addressed in the discussion of Case B3.
If the design vehicle can be stored in the median with adequate clearance to the through
lanes, a departure sight triangle to the right for left turns should be provided for that design
vehicle turning left from the median roadway. Where the median is not wide enough to store the
design vehicle, a departure sight triangle should be provided for that design vehicle to turn left
from the minor-road approach.
The median width should be considered in determining the number of lanes to be crossed.
The median width should be converted to equivalent lanes. For example, a 7.2-m [24-ft] median
should be considered as two additional lanes to be crossed in applying the multilane highway
adjustment for time gaps in Exhibit 9-54. Furthermore, a departure sight triangle for left turns
Date Received:
661
AUG 1 0 2010
Original Submittal
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