05-19-16 Regular Meeting of the Planning and Zoning Commission

Browse Search

EXHIBIT C intersection for the study peak hours. These peak hour factors are shown on the turning movement count sheets and vary depending on the peak hour of interest. ranged from 0.88 to 0.94, indicating a fairly evenly divided travel demand during the peak hour. M. Pedestrian Facilities There are no existing sidewalks on South 16 Street along the site frontage on either th the east or west sides of the roadway. The newer Ferguson Distribution site does have a sidewalk along its South 16 Street frontage. According to PICM, Section 6, th construction of a sidewalk along the site frontage would be required. During the site visits, no pedestrian activity was noted. N. Existing Level of Service of Roadway Sections and Intersections This traffic impact analysis employed the macroscopic traffic simulation model Synchro, as well as the microscopic model SimTraffic, both part of the Synchro Pro 8.0 Simulation Suite. Synchro was used to input the roadway network geometry and signal timing parameters. If a signal timing optimization was completed, Synchro was used to optimize the signal timings. Most simulations were undertaken with Synchro, but some using SimTraffic to verify the Synchro findings. In some cases, microscopic traffic simulation models have advantages when simulating networks of mixed traffic control (signalized and unsignalized intersections adjacent in a network). Some of these advantages include much more robust simulation of actuated signal operations, more realistic gap acceptance simulation at unsignalized intersections, and more realistic arrival and departure sequences through arterial networks. All simulations in this study represent the peak 15 minute time periods within any peak hour. In general, the simulation results for the weekday peak periods could be generalized to represent almost an hour of traffic volumes since the volumes are relatively flat over the weekday peaks. For each of the critical peak hours identified for the development and adjacent roadway network, existing LOS were determined using the manual traffic counts taken in March 2016. Table 2 presents the per-vehicle delay thresholds that define each level of service. An explanation of the concept of level of service is that it is similar to grades in school A is the best, F the worst. Level of service (LOS) for signalized intersections is defined in terms of delay. Delay is a measure of driver discomfort, frustration, fuel consumption, and lost travel time. Delay is a complex measure, and is dependent Page 8 Voigt Associates, Inc. Project 30605 GCP 16 Street Traffic Impact Analysis th March 2016 Prepared for Generational Commercial