CCP 09-22-1997 - Laserfiche WebLink

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I ..__..... w. ......_., ................... ....... .~, "-"-" .... . .--..........-. -'-- -~- .--' , - 'lIp Messrs, Zehring and Ringwald .3- Augusl S, 1997 I METHODOLOGY t- To determine the amount of development occupancy which the current traffic system can accommodate without special traffic management measures, a five step procedure has I been followed: 1. Data collection. Detennine Ihe currenl delay experienced by motorists at the I Round Lake Road and Highway 96 interseclion during Ihe weekday p,m. peak hour. Collect current p"m. peak hour turn movements simultaneously at this intersection, I 2, Software ealibration. Calibrale the Highway Capacity Software (HCS) computer model so that Ihe delay estimates computed using the current turn movemen15 are I similar to the observed delay results of step }, 3, Establish a delay threshold. Select a maximum tolerable delay for motorists at I Ihe stop controlled inlersection of Round Lake Road and Highway 96, 4, Determine traffic system limitations. Using the RCS as calibraled in step 2, I estimate the traffic delay resulting from additional traffic, The amounl of additional traffic that can be accommodated on the currenl traffic system is limited by the delay threshold of step 3. 'e 5, Determine occupancy limitations. The amount of occupied floor space that the current traffic system can accommodate is determined by the traffic limitations of I step 4 and the proposed development land use trip generation characteristics. I ANALYSIS . The critical movement at the Round Lake Road and Highway 96 intersection is the I northbound left turn. This movement must yield right of way to cross traffic and westbound left turns. Our staff observed the delay experienced by the northbound left turn motorists while collecting Ihe turn movement data of Figure 1 on Wednesday, July I 23. The average delay for northbound left turning motorists was observed 10 be 20.6 seconds during the peak hour of 4:30-5:30 p,m. The turn movements of Figure 1 were then entered inlo the RCS, The parameters which detennine intersection delay were I adjusted until Ihe RCS estimale of Ihe northbound left turn delay closely approximated Ihat observed. I There are many signalized intersections in the Twin Cities metropolitan area that run on signal cycle lengths of 120 to 180 seconds during the p.m, peak hour, It is not uncommon for a motorist on the minor street to encounter a delay of about 90 seconds at such I signalized intersections. This level of delay will likely be experienced on Round Lake Road after completion of the traffic signal illStallation at Highway 96, Therefore, we t' I