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1 <br />1 <br />l <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />1 <br />11 <br />1 <br />11 <br />d <br />1 <br />H <br />1 <br />1 <br />Projected Traffic 1Ynpact <br />Using the 1989 P.M. peak -hour traffic projections, a capacity and level of <br />service analysis was performed. The capacity analysis was in accordance <br />with the the 1985 Highway opacity Manual. the calculations were based on <br />existing stop sign control and also assuming a two-phase signalized <br />intersection with green times proportionate to critical demand volumes. <br />The capacity analysis for the 1989 traffic volumes indicate that the left - <br />turn from the site to southbound Dale Street at the "new road" intersection <br />will irxmr minor delays during the P.M. peak hour. Zhe maximum queue length <br />calculated at the 90th percentile (i.e., to be exceeded only 10 percent of <br />the time), is below two vehicles. Zhere is sufficient storage on site for <br />this queue. Zhe analysis also determined that no significant delay or <br />interference would occur on Dale Street or on CR B-2, due to traffic <br />entering or exiting the site. Table 3 shows the level of service (IDS) and <br />delays anticipated for the 1989 coaxiitions. <br />A capacity analysis was also performed at the intersection of Dale Street at <br />CR B-2 and Dale Street at ZH 36/Minnesorta Street for 1989 with and without <br />site traffic. The analysis was cmpared to the capacity analysis for the <br />existing conditions, it was determined that no significant change in level <br />of service or delay would occur with the proposed site development traffic <br />added to the street system. Table 3 illustrates the project IDS and delay <br />for these intersections. me capacity analysis worksheets are in the <br />15 <br />