===== PAGE 1 ===== TIMMONS GROUP
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CITY OF HARRISONBURG PUBLIC WORKS Prepared for: City of Harrisonburg Department of Public Works Thomas Ruff, PE, PTOE, AI CP Senior Project Manager
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(804) 200-6430 Thomas.Ruff@Timmons.com 608 Preston Ave, Suite 200 Charlottesville, VA 22903 Chicago Avenue & Waterman Drive Corridor Study May 2025
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===== PAGE 2 ===== ## Corridor Study ## Chicago Avenue & Waterman Drive City of Harrisonburg, Virginia Prepared For: City of Harrisonburg Department of Public Works 320 East Mosby Road Harrisonburg, VA 22801 Project Manager – Jakob zum Felde
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Prepared By: Timmons Group 608 Preston Avenue Suite 200 Charlottesville, Virginia 22903 TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS.
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Project Manager – Thomas Ruff, PE, PTOE, AICP Analyst – Rachel Moon May 2025 ===== PAGE 3 ===== ## TABLE OF CONTENTS 1 EXECUTIVE SUMMARY ..... 1-1 1.1 PROJECT OVERVIEW ..... 1-1 1.2 PRINCIPAL FINDINGS ..... 1-1 2 INTRODUCTION ..... 2-1 2.1 PROJECT SCOPE ..... 2-1 3 DATA COLLECTION ..... 3-1 3.1 7-DAY VOLUME/CLASS/SPEED TUBE COUNTS ..... 3-1 3.2 PEAK-HOUR TURNING-MOVEMENT COUNTS ..... 3-1 3.3 7-DAY BICYCLE & PEDESTRIAN COUNTS & OBSERVATIONS ..... 3-1 3.4 SPEED DATA ASSESSMENT ..... 3-3 3.5 HEAVY VEHICLE TRAFFIC ..... 3-5 4 EXISTING DATA REVIEW ..... 4-1 4.1 CITY OF HARRISONBURG PLANS ..... 4-1 4.2 EXISTING CONDITIONS ASSESSMENT ..... 4-2 5 CRASH ANALYSIS ..... 5-1 5.1 CHICAGO AVENUE CRASH ANALYSIS ..... 5-2 5.2 WATERMAN DRIVE CRASH ANALYSIS ..... 5-4 5.3 W MARKET STREET CRASH ANALYSIS ..... 5-6 6 OPERATIONAL ANALYSIS ..... 6-1 6.1 OPERATIONAL ANALYSIS METHODOLOGIES ..... 6-2 6.2 2024 EXISTING CONDITIONS ANALYSIS ..... 6-3 6.3 2034 BACKGROUND ANALYSIS ..... 6-6 7 COMMUNITY ENGAGEMENT ..... 7-1 8 CONCLUSION & RECOMMENDATIONS ..... 8-1 9 APPENDIX ..... 9-1 ===== PAGE 4 ===== ## APPENDI CES Appendix A – Traffic Counts Appendix B – Capacity Analysis Worksheets for Existing Conditions Appendix C – Capacity Analysis Worksheets for 2034 Background Conditions Appendix D – Proposed Improvements and Cost Estimates: Chicago Avenue Corridor Exhibits, Chicago Avenue and Waterman Drive Intersection Exhibits, Planning Level Cost Estimates ## LI ST OF TABLES Table 3-1 – Chicago Avenue Speed Data Table 3-2 – Waterman Drive Speed Data Table 3-3 – College Avenue Speed Data Table 3-4 – Greystone Street Speed Data Table 3-5 – Chicago Avenue Heavy Vehicle Traffic Data Table 3-6 – Waterman Drive Heavy Vehicle Traffic Data Table 3-7 – College Avenue Heavy Vehicle Traffic Data Table 3-8 – Greystone Street Heavy Vehicle Traffic Data Table 4-1 – Existing Conditions Table 6-1 – Level of Service Criteria Table 6-2 – LOS, Delay and Queue Length Summary – 2024 Existing Conditions Table 6-3 – LOS, Delay and Queue Length Summary – 2034 Background Conditions Table 6-4 – LOS, Delay and Queue Length Summary – 2034 Background Conditions – Roundabout ## LI ST OF FI GURES Figure 1 – Overview Figure 2 & 3 – Existing Land Use and Traffic Control Figure 4 – 2024 Existing Pedestrian Traffic Volumes (Total) Figure 5 – 2024 Existing Bicycle Traffic Volumes (Total) Figure 6 – 2024 Bike/Pedestrian Traffic Volumes Summary (Total) Figure 7 – Chicago Avenue and Waterman Drive Corridor – Crash Heat Map Figure 8 – Chicago Avenue – Crash Summary by Collision Type Figure 9 – Chicago Avenue – Crash Summary by Roadway Surface Conditions Figure 10 – Chicago Avenue – Crash Summary by Light Conditions Figure 11 – Waterman Drive – Crash Summary by Collision Type Figure 12 – Waterman Drive – Crash Summary by Roadway Surface Conditions Figure 13 – Waterman Drive – Crash Summary by Light Conditions Figure 14 – W Market Street – Crash Summary by Year Figure 15 – W Market Street – Crash Summary by Collision Type Figure 16 – W Market Street – Crash Summary by Roadway Surface Conditions Figure 17 – W Market Street – Crash Summary by Light Conditions Figure 18 & 19 – 2024 Existing Peak Hour Traffic Volumes Figure 20 & 21 – 2034 Background Peak Hour Traffic Volumes Figure 22 – Northend Greenway to Friendly City Trail Alignments ===== PAGE 5 ===== ## 1 EXECUTIVE SUMMARY ### 1.1 PROJECT OVERVIEW At the request of the City of Harrisonburg Department of Public Works, a transportation study was conducted for the Chicago Avenue and Waterman Drive corridors. The study area extends to the Harrisonburg City limit to the west, Dogwood Drive to the east, Westover Park to the south, and Mt Clinton Pike to the north. The intent of the study was to establish existing conditions of vehicular and active transportation movements, perform operational and safety assessments, and ultimately provide recommendations for (1) the overall corridor, (2) the Chicago Avenue and Waterman Drive intersection, and (3) potential alignments for a bicycle and pedestrian connection between the Northend Greenway to the north and the Friendly City Trail to the south. A list of the tasks associated with the corridor study are included below. • Collection of 7-day directional traffic volume/class/speed counts at four (4) locations • Collection of peak-hour turning movement counts at four (4) locations • Collection of 7-day bicycle/pedestrian counts and observations at seven (7) locations • Assessment of the existing roadway conditions - Analysis of the crash history in the study area over five (5) years Operational analysis of existing conditions with existing geometry Operational analysis of 2034 background conditions with existing geometry and with a roundabout at the Chicago Avenue and Waterman Drive intersection Community engagement with City residents to better understand bicycle and pedestrian experiences in the area and to gather feedback on possible improvements to bicycle and pedestrian facilities and the Chicago Avenue/Waterman Drive intersection - Identification of proposed improvements for the study area, the Chicago Avenue/Waterman Drive intersection, and potential trail alignments between the Northend Greenway and the Friendly City Trail ### 1.2 PRINCIPAL FINDINGS Alignment between the Northend Greenway and the Friendly City Trail Three potential alignments between the Northend Greenway and the Friendly City Trail were developed as part of this study, along with variations of these alignments. Each alignment would provide a significant north-south connection for those biking and walking. Pursuing any of these three alignments would not only provide improved access to the Northend Greenway and the Friendly City Trail, but other primary destinations such as Eastern Mennonite University, City public schools, commercial and retail services, and many nearby residences. With the approved rezoning and special-use permit applications of the Quarry Heights property, the City may consider tying the alignment through the development, as conditions of approval included the completion of a shared-use path by the developer, from Waterman Drive to the development's frontage on W Market Street. ===== PAGE 6 ===== ## Chicago Avenue Corridor The Chicago Avenue corridor should be improved with continuous bicycle-pedestrian facilities from Mt Clinton Pike to Waterman Drive and from Waterman Drive to the shared-use path at the Quarry Heights development. Due to the presence of large concrete utility poles on the NB side of Chicago Avenue, the larger path facility is recommended for the SB portion of Chicago Avenue. The NB side of Chicago Avenue is recommended to be improved with a narrower facility to accommodate the large concrete utility poles that are adjacent to the roadway. The recommended improvements to Chicago Avenue may be pursued in phases as indicated by the phased planning-level cost estimates in Appendix D. ## Chicago Avenue and Waterman Drive Intersection Two primary recommendations are provided for the Chicago Avenue and Waterman Drive intersection. To address the skewed intersection geometry and the pattern of angle crashes at this location, an offset intersection could be installed; curb extensions would modify both Waterman Drive approaches to meet Chicago Avenue at a perpendicular (90-degree) angle and improve a driver's field-of-vision from Waterman Drive onto Chicago Avenue. Improving the intersection with curb and gutter would also 'harden' the intersection edges and provide a traffic-calming effect. Moreover, the NB bike lane that ends at Rockingham Drive could be extended to Waterman Drive, where marked crossings could be installed at the time of the intersection improvement. Alternatively, a peanut roundabout could be pursued at the Chicago Avenue and Waterman Drive intersection. Similarly to the offset intersection, a peanut roundabout would address the visibility issues currently present with the skewed approaches. The peanut roundabout would provide traffic calming as well, forcing drivers to slow down as they approach the roundabout. Compared to the offset intersection, the peanut roundabout would have better capacity for future peak-hour projections, however, the offset intersection would still provide adequate service for the future peak hour. ## W Market Street Crossing A new crossing of W Market Street adjacent to Thomas Harrison Middle School is needed, along with a trail connection between the crossing and the Friendly City Trail. At this location, W Market Street is a four-lane divided roadway with a posted speed limit of 35 miles per hour and serves approximately 7,800 vehicles per day. It is recommended that a Rectangular Rapid-Flashing Beacon (RRFB) is installed at this midblock crossing to improve motorist yielding and pedestrian safety. ===== PAGE 7 ===== ## LEGEND VEHICLE/BIKE/PED COUNTS BIKE/PED COUNTS CHICAGO AVENUE & SHENANDOAH STREET CHICAGO AVENUE & GREYSTONE STREET CHICAGO AVENUE & WATERMAN DRIVE CHICAGO AVENUE & ROCKINGHAM DRIVE CHICAGO AVENUE & W GAY STREET W MARKET STREET & N DOGWOOD DRIVE WESTOVER PARK ENTRANCE & FRIENDLY CITY TRAIL ENTRANCE W MARKET STREET & TRAIL ENTRANCE GREYSTONE STREET & COLLEGE AVENUE WOODLEIGH COURT & STUART STREET EASTERN MENNONITE UNIVERSITY
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WOODLEIGH COURT SHENANDOAH STREET COLLEGE AVENUE STUART STREET NORTHEND GREENWAY THOMAS HARRISON MIDDLE SCHOOL
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TIMMONS GROUP Overview Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 1 ===== PAGE 8 ===== ## 2 INTRODUCTION At the request of the City of Harrisonburg Department of Public Works, a corridor study was performed for the Chicago Avenue and Waterman Drive project area in the City of Harrisonburg, VA. The project area is bounded by Mt Clinton Pike, the Harrisonburg City limit, Westover Park, and Dogwood Drive. ### 2.1 PROJECT SCOPE Per the scope of services, the following steps were taken to determine the existing conditions of the roadway segments, to identify where safety and operational improvements may occur, and to assess possible alignments for the Northend Greenway/Friendly City Trail multimodal connector: - Data Collection – 7-day volume/class/speed tube counts were completed at four (4) locations the week of April 14, 2024. Peak hour (7-9 AM, 11-1 PM, and 4-6 PM) weekday directional turning movement counts performed at four (4) locations. 7-day bicycle and pedestrian counts and observations (5 AM-9 PM) were collected at seven (7) locations. • Existing Conditions Assessment – Timmons Group evaluated the existing roadway infrastructure to understand the constraints for future improvements. - Crash Analysis – Using publicly available crash data from VDOT, Timmons Group reviewed and compiled the relevant data within the study area for the period of 2019-2023. - Operational Analysis – Timmons Group evaluated Chicago Avenue at three (3) intersections and W Market Street at one (1) intersection during the morning (7-9 AM), midday (11-1 PM), and evening (4-6 PM) peak periods under existing conditions (with existing geometry) and 2034 background conditions (with existing geometry and with a roundabout at the Chicago Avenue/Waterman Drive intersection). Background Traffic Growth – Per Virginia Department of Transportation (VDOT) Pathways for Planning Route Analysis Network, the volume on Chicago Avenue and Waterman Drive have experienced a growth rate of approximately 0.5% from 2021-2023. For conservative estimates, an annual growth rate of 2% was applied to analyze future conditions. 2034 traffic volumes were determined using the adjusted existing traffic counts as well as a 2% background growth rate on all existing intersection movements. - Conceptual Design – Timmons Group prepared four alternatives for corridor improvements, five alternatives for intersection improvements, and three alignments for the Northend Greenway/Friendly City Trail Connector. The alternatives were narrowed down to the final recommendations following community engagement and ongoing discussion with City Staff. ## ○ Alternative Corridor Improvements i. Improving SB Chicago Avenue only with a shared-use path ii. Improving SB Chicago Avenue only with a sidewalk iii. I'm proving both sides of Chicago Avenue with a shared-use path and a sidewalk ===== PAGE 9 ===== iv. Improving both sides of Chicago Avenue with a sidewalk and a NB on-road, climbing bike lane ## ○ Alternative Intersection Improvements i. Peanut Roundabout ii. Mini Roundabout iii. Offset Intersection iv. Curb Extensions v. Curb Extensions (Removing the EB Slip Lane) o Alternative Northend Greenway/Friendly City Trail Connector Alignments i. Alignment A – Along College Avenue and through private property ii. Alignment B – Along Chicago Avenue and Waterman Drive iii. Alignment C – Along Woodleigh Court, Stuart Street, and Dogwood Drive ===== PAGE 10 =====
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Legend S' Existing Road Effective Storage (Feet) STOP Stop Controlled Intersection Stop Controlled Approach Channelization Lane Configuration *Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
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TIMMONS GROUP Existing Lane Use and Traffic Control Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 2 ===== PAGE 11 =====
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W Market Street Legend Existing Road Effective Storage (Feet) Signalized Intersection Channelization Lane Configuration *Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
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TIMMONS GROUP Existing Lane Use and Traffic Control Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 3 ===== PAGE 12 ===== ## 3 DATA COLLECTIVE ON ### 3.1 7-DAY VOLUME/CLASS/SPEED TUBE COUNTS Data collection was completed with 7-day tube counts at 4 locations during the week of April 14, 2024. This data collection effort included vehicle classification, direction, speed, and volume, and within the study area: 1. Chicago Avenue – From Mt Clinton Pike to Waterman Drive 2. Waterman Drive – From Chicago Avenue to US Route 33 Market Street 3. Greystone Street – From Chicago Avenue to College Avenue 4. College Avenue – From Shenandoah Street to Mt Clinton Pike ### 3.2 PEAK-HOUR TURNING-MOVEMENT COUNTS Data collection was completed with peak-hour (7-9 AM, 11-1 PM, and 4-6 PM) directional turning-movement counts at four (4) locations on Tuesday, April 16, 2024. This data collection effort included vehicle classification, direction, and pedestrian/bicycle counts: ○ Chicago Avenue at Greystone Street ○ US Route 33 Market Street at Dogwood Drive ○ Chicago Avenue at Shenandoah Street ○ Chicago Avenue at Waterman Drive A copy of the collected traffic data is contained in Appendix A. ### 3.3 7-DAY BICYCLE & PEDESTRIAN COUNTS & OBSERVATIONS Data collection was completed with 7-day counts and observations (from 5 AM-9 PM) during the week of April 14, 2024. This data collection effort included vehicle classification, direction, and pedestrian/bicycle counts at seven (7) locations: 1. Chicago Avenue at Shenandoah Street 2. Chicago Avenue at Rockingham Drive 3. Chicago Avenue at Gay Street 4. Market Street at the Westover Park Entrance 5. Market Street near Thomas Harrison Middle School 6. Greystone Street at College Avenue 7. Woodleigh Court at Stuart Street ===== PAGE 13 =====
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NOTE: Figure shows day of highest total volume for each intersection. See Figure 6 for volume averages NOT TO SCALE
[F2]L2024 Existing Pedestrian Traffic Volumes (Total) Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, VirginiaFigure 4
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[F2] TIMMONS GROUP2024 Existing Bicycle Traffic Volumes (Total) Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, VirginiaFigure 5
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Pedestrian
Max DailyWeekday Daily AvgWeekend Daily AvgOverall Daily Avg
AChicago and Shenandoah84637667
BChicago and Rockingham160131151137
CChicago and Gay198174154168
DMarket and Westover Park102779582
EMarket near Thomas Harrison MS89665863
FGreystone and College151135122131
GWoodleigh and Stuart69554352
Bikes
Max DailyWeekday Daily AvgWeekend Daily AvgOverall Daily Avg
AChicago and Shenandoah95714363
BChicago and Rockingham136117100108
CChicago and Gay1277611086
DMarket and Westover Park1364910264
EMarket near Thomas Harrison MS68523447
FGreystone and College72515151
GWoodleigh and Stuart47192421
Weekend
Weekday
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TIMMONS GROUP 2024 Bike/Pedestrian Traffic Volumes Summary (Total) Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 6 ===== PAGE 16 ===== ### 3.4 SPEED DATA ASSESSMENT The collected tube count data was assessed to determine whether drivers are speeding in the study area and to what extent they are speeding. Speed data was collected at the following four (4) locations: Chicago Avenue, with a posted speed limit of 25 mph, Waterman Drive, with a posted speed limit of 35 MPH, Greystone Street, with a posted speed limit of 25 mph, and College Avenue, with a posted speed limit of 25 mph. A summary of the vehicle speeds is shown in Table 3-1, Table 3-2, Table 3-3, and Table 3-4. The VDOT Road Design Manual classifies roadways with speeds of 45 MPH or less as low-speed roadways that are typically designed for speeds equal to the posted speed limit.
Table 3-1: Chicago Avenue Speed Data
Chicago Avenue25 MPH
LocationMt. Clinton Pike to Waterman Drive
DirectionNBSB
85th Percentile Speed3332
95th Percentile Speed3535
Average Speed28.328
10 MPH Pace Speed25-3425-34
Percent of Vehicles in Pace72.3%67.5%
Percent of Vehicles > 25 MPH78.8%74.7%
Table 3-2: Waterman Drive Speed Data
Waterman Drive35 MPH
LocationW Market Street to Chicago Avenue
DirectionWBEB
85th Percentile Speed4142
95th Percentile Speed4545
Average Speed36.636.8
10 MPH Pace Speed30-3930-39
Percent of Vehicles in Pace66.3%66.0%
Percent of Vehicles > 35 MPH62.4%65.1%
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Table 3-3: College Avenue Speed Data
College Avenue25 MPH
LocationMt. Clinton Pike to Shenandoah Street
DirectionNBSB
85th Percentile Speed2829
95th Percentile Speed3132
Average Speed22.622.5
10 MPH Pace Speed20-2920-29
Percent of Vehicles in Pace64.1%60.6%
Percent of Vehicles > 25 MPH34.5%35.5%
Table 3-4: Greystone Street Speed Data
Greystone Street25 MPH
LocationCollege Avenue to Chicago Avenue
DirectionWBEB
85th Percentile Speed3332
95th Percentile Speed3636
Average Speed26.526.1
10 MPH Pace Speed20-2920-29
Percent of Vehicles in Pace57.4%60.9%
Percent of Vehicles > 25 MPH62.5%58.6%
===== PAGE 18 ===== ### 3.5 HEAVY VEHICLE TRAFFIC The collected tube count data was assessed to determine the proportion of heavy vehicle traffic on Chicago Avenue, Waterman Drive, College Avenue, and Greystone Street. A summary of heavy vehicle traffic is shown in Table 3-5, Table 3-6, Table 3-7, and Table 3-8.
Table 3-5: Chicago Avenue Heavy Vehicle Traffic Data
Chicago AvenueNumber of HV% of HV
Mt. Clinton Pike to Waterman Drive
NB HV Weekday Average834%
SB HV Weekday Average723%
NB HV Weekend Average141%
SB HV Weekend Average171%
Table 3-6: Waterman Drive Heavy Vehicle Traffic Data
Waterman DriveNumber of HV% of HV
W Market Street to Chicago Avenue
EB HV Weekday Average744%
WB HV Weekday Average774%
EB HV Weekend Average101%
WB HV Weekend Average131%
Table 3-7: College Avenue Heavy Vehicle Traffic Data
College AvenueNumber of HV% of HV
Mt. Clinton Pike to Shenadoah Street
NB HV Weekday Average31%
SB HV Weekday Average62%
NB HV Weekend Average10.3%
SB HV Weekend Average52%
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Table 3-8: Greystone Street Heavy Vehicle Traffic Data
Greystone StreetNumber of HV% of HV
College Avenue to Chicago Avenue
EB HV Weekday Average142%
WB HV Weekday Average41%
EB HV Weekend Average10.2%
WB HV Weekend Average00%
===== PAGE 20 ===== ## 4 EXI STI NG DATA REVI EW Existing conditions and historical count data were assessed to determine suitable alignments for a bicycle and pedestrian connection between the Northend Greenway along Mt. Clinton Pike and the Friendly City Trail at Westover Park to the south. ### 4.1 CITY OF HARRISONBURG PLANS With their Comprehensive Plan (2018, amended 2022) and Bicycle & Pedestrian Plan (2017), the City of Harrisonburg has formally incorporated multimodal transportation goals into their City plans. The Comprehensive Plan seeks to serve all modes of traveling. The Plan acknowledges that although the Downtown area has established pedestrian infrastructure, network improvements to the surrounding area should be pursued to connect new walking and cycling facilities. Chicago Avenue, and the Chicago Avenue & Waterman Drive intersection are specifically identified within the Street Improvement Plan (SIP). The SIP identifies locations with safety, congestion, operational, bicycle-pedestrian, and land use needs. For Chicago Avenue, the SIP describes a need to address safety, congestion mitigation or alternative routes, and bicycle-pedestrian infrastructure; the SIP suggests widening Chicago Avenue to three lanes with sidewalk on one side and a shared-use path on the other side, from Mt Clinton Pike to West Gay Street. For Chicago Avenue & Waterman Drive, the SIP specifies a safety issue, with the recommendation to construct a roundabout. The Bicycle & Pedestrian Plan provides a focused analysis on and priorities for improving active transportation in the City. The Bicycle & Pedestrian Plan describes that the ability to walk and bike increases quality of life, expands commuting choices and recreational activities, provides a sense of community and place, and encourages independence for both younger and older residents, those with disabilities, and other individuals that do not drive. Furthermore, bicycle tourism is a major economic driver for the Central Shenandoah Valley. Through the Bicycle & Pedestrian Plan, a prioritization methodology was applied, following data collection, community and stakeholder engagement, and connectivity and equity analysis. Identified priorities for pedestrian segments that may be applicable to this corridor study are as follows (order of priority): • Chicago Avenue (from Mt Clinton Pike to Rockingham Drive) • Mt Clinton Pike (from College Avenue to Virginia Avenue) – recently completed Hillside Avenue (from Greystone Street to its terminus) - S Dogwood Drive (from W Market Street to Hidden Creek Lane) • Waterman Drive (from Chicago Avenue to W Market Street) • Greystone Street (from Smith Avenue to Chicago Avenue) • 3rd Street (from Stuart Street to N Dogwood Drive) • Smith Avenue (from existing sidewalk to Mt Clinton Pike) • Greystone Street (entire length) • Shenandoah Street (from College Avenue to Chicago Avenue) • Stuart Street (from Taliaferro Drive to 3rd Street) ===== PAGE 21 ===== Identified priorities for pedestrian intersections that may be applicable to this corridor study are as follows (order of priority): • Chicago Avenue & Waterman Drive Mt Clinton Pike & College Avenue Mt Clinton Pike & Chicago Avenue Mt Clinton Pike & Summit Avenue Identified priorities for bicycle segments that may be applicable to this corridor study are as follows (order of priority): • Waterman Drive (from Chicago Avenue to W Market Street) - W Market Street (from West City Limits to Market Street) • Chicago Avenue (from Mt Clinton Pike to Rockingham Drive) Mt Clinton Pike (from West City Limits to Chicago Avenue/Park Road) Identified priorities for shared-use paths that may be applicable to this corridor study are as follows (order of priority): - W Market Street (from Dogwood Drive to Westover Park Entrance) • Trail Connection: Woodleigh Court Terminus (to Mt Clinton Pike) ### 4.2 EXISTING CONDITIONS ASSESSMENT The roadway segments in the study area were assessed in the field to understand various design constraints inclusive of existing geometry, speed limits, parking allowances, and presence of bus stops or bicycle accommodations. Chicago Avenue is a two-lane, undivided facility with a posted speed limit of 25 MPH and is classified as a major collector road, as defined by the 2022 VDOT Approved Functional Classification Map. According to 2022 VDOT ADT, Chicago Avenue has a volume of approximately 4,700 vehicles per day. There is an existing Harrisonburg Department of Public Transportation route through the corridor between Mt. Clinton Pike and Waterman Drive, with three bus stops northbound. Chicago Avenue primarily has a grass ditch section without curb and gutter and on-street parking is prohibited. This roadway primarily serves residential and commercial uses and provides access to Waterman Elementary School and Morrison Park. There are frequent driveway and commercial entrances along both sides of the street. Additionally, there are large utility poles present along the eastern side of Chicago Avenue. Chicago Avenue has varied, incomplete bicycle and pedestrian facilities through the corridor. There is a short length of a 5' asphalt path, a short length of a 5' concrete sidewalk, and a 10' shared-use path between Greystone Street and Waterman Drive, approximately 280 linear feet, all on the west side. Notably, there is an on-street two-way bike lane with a painted buffer south of the Chicago Avenue/Waterman Drive intersection. There is an existing 10' shared-use path to the west, initially along the north side of Rockingham Drive and continuing along the Rockingham Drive right-of-way or "paper street" to Dogwood Drive and 3rd Street. ===== PAGE 22 ===== Waterman Drive is a two-lane, undivided facility with a posted speed limit of 35 MPH and is classified as a major collector road, as defined by the 2022 VDOT Approved Functional Classification Map. From its intersection with W Market Street to its northern terminus, Waterman Drive serves approximately 3,400 vehicles per day, per 2022 VDOT ADT data. The study area limits are between West Market Street and Chicago Avenue, where on-street parking is not permitted, and the roadway is mostly a grass ditch section without curb and gutter. This segment of Waterman Drive primarily serves a commercial corridor, with businesses largely located on the eastern side of the street. There are several commercial entrances along this eastern side of Waterman with occasional curb and gutter or paved shoulder. There are large utility poles present along the east side of Waterman Drive. College Avenue is a local, two-lane undivided facility with a posted speed limit of 25 MPH. On-street parking is permitted on both sides of the street. The segment of College Avenue from Mt. Clinton Pike to Shenandoah Street features curb and gutter on both sides and sidewalk and planting buffer on the western side; the sidewalk terminates approximately 60' north of its intersection with Shenandoah Street. Between Shenandoah Street and Greystone Street, the road features a primarily a rural grass ditch section, without sidewalks. College Avenue serves as local access for residents and the street features driveways on both sides of the street. Greystone Street is a local, two-lane undivided facility with a posted speed limit of 25 MPH. On-street parking is permitted on both sides of the street. From College Avenue to Chicago Avenue, there is some curb and gutter present, but primarily features a rural grass ditch section. There are a mix of residential and commercial uses on Greystone Street; the roadway serves a few residential driveways, several commercial entrances, and access to other local residential streets, such as College Avenue. There are utility poles along the southern side and one short segment of sidewalk along a commercial frontage on the southern side; otherwise, the roadway does not have active transportation facilities. A summary of the existing conditions on each of the four roadway typical sections is shown in Table 4-1. ===== PAGE 23 =====
Roadway Typical SectionParkingBus StopsSidewalkBicycle AccommodationsApproximate ROW
Chicago Avenue Mt. Clinton Pike to Waterman DriveNoYes; 3 HDPT Route 5 northbound stops325 LF of 5' asphalt path (west side) 75 LF of 5' sidewalk (west side) 280 LF of 10' multituse path (west side)325 LF of 5' asphalt path (west side) 280 LF of 10' multituse path (west side)36' Large utility poles present along east side of Chicago Avenue
Waterman Drive Chicago Avenue to W Market StreetNoNo100 LF of 5' sidewalk (both sides around W Market Street intersection)No52' Large utility poles present along south side of Waterman Drive
College Avenue Mt. Clinton Pike to Greystone StreetYes, both sidesNoYes (west side), ends 60' north of Shenandoah Street intersectionNo42'
Greystone Street College Avenue to Chicago AvenueYes, both sidesNo270 LF of 5' sidewalk (south side)No; signage present to share road with cyclists40'
Roadway Typical SectionNumber of LanesPosted Speed Limit (mph)Minimum Pavement Width (ft)Gutter Pan Width (ft)Median
Chicago Avenue Mt. Clinton Pike to Waterman Drive225 mph26'NoNo
Waterman Drive Chicago Avenue to W Market Street235 mph28'NoNo
College Avenue Mt. Clinton Pike to Greystone Street225 mph29'2'No
Greystone Street College Avenue to Chicago Avenue225 mph20'2', infrequentNo
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Figure 7: Chicago Avenue and Waterman Drive Corridor – Crash Heat Map A crash analysis was completed using publicly available VDOT crash data for a five-year period from 2019 to 2023. A summary of the crash data for Chicago Avenue, Waterman Drive, and W Market Street is presented herein. Crashes were summarized by collision type, surface conditions, and light condition to analyze suitable paths and accommodations for a bicycle and pedestrian connection. CRASH ANALYSIS ===== PAGE 25 ===== ### 5.1 CHICAGO AVENUE CRASH ANALYSIS The VDOT crash data set indicates that 16 crashes occurred on Chicago Avenue, from Mt. Clinton Pike to Waterman Drive, during the five-year study period. None of the crashes along Chicago Avenue struck pedestrians or bicyclists, however, bicycle crashes did occur at the Chicago Avenue/Waterman Drive intersection. It appears that there are about four crashes per year on Chicago Avenue, except for in 2022, which had only two crashes. Angle crashes were the most common crash type during the study period, approximately 38% of all reported crashes. Following the angle crashes, rear end crashes comprised of approximately 19% of all reported crashes. It should be noted that 12 crashes of the combined 26 crashes on Chicago Avenue and Waterman Drive took place within 250' of the Chicago Avenue/Waterman Drive intersection, including two collisions with bicyclists. Compared to the statewide percentages, the proportion of angle crashes is similar for other major collector roadways in Virginia, whereas the proportion of rear ends is lower.
Figure 8: Chicago Avenue – Crash Summary by Collision Type
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===== PAGE 26 ===== When observing the driving conditions of the reported crashes, approximately 69% of crashes occurred in the daylight and on a dry roadway surface. Four crashes occurred at dark; however, it is noted that there is existing lighting along the roadway. Figures 9 and 10 show the summary of crashes by surface and lighting conditions.
Figure 9: Chicago Avenue – Crash Summary by Roadway Surface Conditions
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Figure 10: Chicago Avenue – Crash Summary by Light Conditions
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===== PAGE 27 ===== ### 5.2 WATERMAN DRIVE CRASH ANALYSIS The VDOT crash data set indicates that 10 crashes occurred on Waterman Drive, from Chicago Avenue to W Market Street, during the five-year study period. Again, it should be noted that 12 of the combined 26 crashes on Chicago Avenue and Waterman Drive took place within 250' of the Chicago Avenue/Waterman Drive intersection, including two collisions with bicyclists. The crash reports for these incidents are coded as angle or other; if the two collisions had been coded as a bicyclist crash, these would consist of 20% of all crashes on Waterman Drive. None of the crashes on Waterman Drive struck pedestrians. Crash rate seems to vary from year-to-year, with no crashes taking place in 2019, two crashes in 2020, two crashes in 2021, four crashes in 2022, and two crashes in 2023. The most common crash type during the study period were fixed object, off-road collisions, consisting of 50% of total crashes. The rate of fixed object – off-road crashes is significantly higher compared to the statewide average for this crash type.
Figure 11: Waterman Drive – Crash Summary by Collision Type
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===== PAGE 28 ===== Approximately 60% of crashes occurred in the daylight and on a dry roadway surface, although of those six daylight crashes, only four of these crashes occurred on a dry surface. Of the total ten crashes, 50% of the collisions occurred on a wet surface. Three crashes occurred at dark; however, it is noted that there is existing lighting along the roadway. Figures 12 and 13 show the summary of crashes by surface and lighting conditions.
Figure 12: Waterman Drive – Crash Summary by Roadway Surface Conditions
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Figure 13: Waterman Drive – Crash Summary by Light Conditions
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===== PAGE 29 ===== ### 5.3 W MARKET STREET CRASH ANALYSIS According to the VDOT crash data set, 34 crashes occurred on W Market Street, from Westfield Court (Thomas Harrison Middle School entrance) to Dogwood Drive, during the five-year study period. One of these crashes struck a bicyclist; this crash occurred at the entrance of the Harrisonburg 24/7 Family Fitness Center, with the driver making a left-out onto W Market Street. There were no crashes from 2019-2023 that involved pedestrians along this corridor. Crash rate seems to vary from year-to-year, with five crashes occurring in 2019, seven crashes in 2020, three crashes in 2021, ten crashes in 2022, and nine crashes in 2023. The most common crash type during the study period were angle collisions, comprising approximately 38% of crashes, about 5% more than the statewide average.
Figure 14: W Market Street – Crash Summary by Year
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Figure 15: W Market Street – Crash Summary by Collision Type
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===== PAGE 30 =====
Image
Figure 17: W Market Street – Crash Summary by Light Conditions
Image
Figure 16: W Market Street – Crash Summary by Roadway Surface Conditions
Most crashes occurred during the day, approximately 79%. Seven of the crashes occurred when it was dark, however, the road is lighted through this segment of W Market Street. Most crashes occurred on dry surfaces (94%). ===== PAGE 31 ===== ## 6 OPERATI ONAL ANALYSIS The operations within the study-area network were analyzed for 2024 Existing Conditions (with existing geometry) and 2034 Background Conditions. Future traffic volumes were determined using the adjusted existing traffic counts and a 2% background growth rate on all existing intersection movements. Additionally, a roundabout improvement is evaluated at the Chicago Avenue and Waterman Drive intersection. This process allowed for capacity and queuing comparison between the scenarios to determine alignments and accommodations for bicycle and pedestrian movement through the corridor, as well as analyzing roundabout operations at a future time. At the time of this analysis, the rezoning and special-use permit applications to redevelop the former quarry property, tax parcel 36-T-1, 36-T-5, 37-C-3, 37-C-2, and 37-G-9, are now approved. These parcels are located on the western side of Waterman Drive. At full buildout, the development Quarry Heights could provide a residential density of 6 units per acre, or over 900 units. These units would be a mixture of townhomes and multifamily units. The traffic impact analysis (TIA) accompanying the approved application indicates that utilizing an overall background growth rate of 2% for this operational analysis would generally capture the traffic impacts of the development's full build-out. To be additionally conservative in our estimates, trip generation of specific movements from Quarry Heights' full build-out was incorporated into the analysis of the Chicago Avenue and Waterman Drive intersection, specifically the EB Waterman Drive left and right movements and the SB Chicago Avenue right movement. It should be noted that the midday peak does not incorporate any Quarry Heights' trip generation as this data was not provided with the TIA. ===== PAGE 32 ===== ### 6.1 OPERATIONAL ANALYSIS METHODOLOGIES ## Capacity Analyses Capacity analyses allow traffic engineers to determine the impacts of traffic on the surrounding roadway network. The Transportation Research Board's (TRB) Highway Capacity Manual (HCM) methodologies govern how the capacity analyses are conducted and how the results are interpreted. There are six letter grades of Levels of Service (LOS) from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions. For signalized and unsignalized intersections, LOS is defined in terms of delay, a measure of driver discomfort, frustration, fuel consumption, and lost travel time. Table 6-1 summarizes the delay associated with each LOS category:
Table 6-1: Level of Service Criteria
Signalized IntersectionsUnsignalized Intersections
Level of ServiceControl Delay per Vehicle (sec/veh)Level of ServiceAverage Control Delay (sec/veh)
A≤ 10A0 to 10
B> 10 to ≤ 20B> 10 to ≤ 15
C> 20 to ≤ 35C> 15 to ≤ 25
D> 35 to ≤ 55D> 25 to ≤ 35
E> 55 to ≤ 80E> 35 to ≤ 50
F> 80F> 50
Source: Exhibit 16-2 and Exhibit 17-2 from TRB's "Highway Capacity Manual 2000" Generally, the standard acceptable minimum for the overall intersection is LOS D, while the standard acceptable minimum for an individual traffic movement is LOS E. I he Chicago Avenue and Waterman Drive corridor was analyzed using both the existing geometry and with proposed intersection improvements. The intersections were analyzed using SYNCHRO based on Highway Capacity Manual 2000 methodologies. Capacity analysis was performed with the following assumptions: Level terrain; • 12-foot lane widths; No parking activity or bus stops; Existing peak-hour factor as determined by the traffic counts (by intersection) for existing scenario; ===== PAGE 33 ===== - The higher of the existing peak-hour factor as determined by traffic counts or a peak-hour factor of 0.92 for future scenarios; Heavy-vehicle percentage as determined by the traffic counts (by movement) ## Queuing Analysis Queuing analysis allows traffic engineers to identify where vehicles queue are not adequately accommodated by existing storage bays and impact adjacent travel lanes. Queuing analyses were conducted using both the HCM 2000 methodology (as calculated by SYNCHRO) and SimTraffic simulations. The Synchro 95th percentile queue is the maximum back of queue for a particular lane within a lane group considering 95th percentile traffic volumes. The SimTraffic maximum queues are the average maximum queues after 10 runs of 60 minutes each. Note that it is possible for the 95th percentile queue to be higher than the SimTraffic maximum queue due to the method in which each software calculates its respective value. The 95th percentile queue is based on an HCM formula while the SimTraffic maximum queue varies based on simulation results. ### 6.2 2024 EXISTING CONDITIONS ANALYSIS Table 6-2 summarizes the 2024 existing intersection LOS, delay, 95th percentile queue lengths (Synchro), and maximum queue lengths (SimTraffic) based on the 2024 existing intersection geometry, signal timings, and peak hour traffic volumes. The corresponding SYNCHRO and SimTraffic reports are included in Appendix E. Note that the intersection numbers shown on the LOS, delay, and queue length summary tables correspond to the intersection numbers used in the SYNCHRO models. As indicated in Table 6-2, there are no major existing queueing or operational challenges along the Chicago Avenue and Waterman Drive corridor. The signalized intersection of W Market Street and Dogwood Drive carry the highest overall intersection volumes in comparison with the other study area intersections. As shown in Table 6-2, the analysis results of 2024 existing conditions indicate: - At the unsignalized intersections of (1) Chicago Avenue/Shenandoah Street and (2) Chicago Avenue/Greystone Street, all movements operate at a LOS B or better during all peak hours (AM/PM/midday). - At the unsignalized intersection of (3) Chicago Avenue/Waterman Drive, all movements operate at a LOS C or better during all peak hours. During the midday peak hour, the EB right exceeds the available storage length. Due to the length of the EB right storage (50'), queuing for the EB left/thru movement may prohibit EB right movements during the peak hours. - At the signalized intersection of (4) W Market Street/Dogwood Drive, the overall intersection operates at a LOS C or better during AM, PM, and midday peak hours. ===== PAGE 34 =====
Table 6-2: LOS, Delay and Queue Length Summary 2024 Existing Conditions
SYNCHRO CAPACITY ANALYSES - Delay, LOS, and Maximum Queue Length Summary Existing Weekday 2024
Intersection and Type of ControlMovement and ApproachTurn Lane Storage (ft)AM PEAK HOURPM PEAK HOURMIDDAY PEAK HOUR
Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Simulated Maximum Queue Length (ft)Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Simulated Maximum Queue Length (ft)Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Simulated Maximum Queue Length (ft)
1. Chicago Avenue (N-S) at Shenandoah Street (E-W) UnsignalizedEB Left/Thru/Right10.1B24511.1B33010.0B328
EB Approach10.1B2-11.1B3-10.0B3-
WB Left/Thru/Right0.0A0013.2B23511.9B135
WB Approach0.0A0-13.2B2-11.9B1-
NB Left/Thru/Right0.5A1261.1A2510.6A136
NB Approach0.5-1-1.1-2-0.6-1-
SB Left/Thru/Right0.2A0260.2A0160.00-
SB Approach0.2-0-0.2-0-0.0-0-
2. Chicago Avenue (N-S) at Greystone Street (E-W) UnsignalizedEB Left/Thru/Right9.7A74211.5B94810.0B642
EB Approach9.7A7-11.5B9-10.0B6-
NB Left/Thru/Right1.6A2532.8A7792.1A454
NB Approach1.62-2.87-2.14-
SB Left/Thru/Right0.0000.0020.00-
SB Approach0.00-0.00-0.00-
3. Chicago Avenue (N-S) at Waterman Drive UnsignalizedEB Left/Thru12.9B157519.8C4912113.0B2172
EB Right5012.9B154319.8C494913.0B2160
EB Approach12.9B15-19.8C49-13.0B21-
WB Left/Thru/Right11.4B44614.8B85710.1B231
WB Approach11.4B4-14.8B8-10.1B2-
NB Left/Thru/Right2.1A2491.0A2751.3A242
NB Approach2.12-1.02-1.32-
SB Left/Thru/Right0.2A0120.6A1400.5A124
SB Approach0.20-0.61-0.51-
4. W Market Street (E-W) at Dogwood Drive (N-S) SignalizedEB Left/Thru8.3A8213010.0B621289.3A41113
EB Thru/Right8.3A829810.0B621039.3A4186
EB Approach8.3A82-10.0B62-9.3A41-
WB Left/Thru7.7A5912010.7B811539.3A42118
WB Thru/Right7.7A595810.7B811219.3A4261
WB Approach7.7A59-10.7B81-9.3A42-
NB Left/Thru24.3C549110.2B55949.0A3291
NB Approach23.6C54-9.8A55-8.8A32-
NB Right10021.9C0468.2A12548.2A45
SB Left/Thru/Right27.5C25608.4A17618.3A1348
SB Approach27.5C25-8.4A17-8.3A13-
===== PAGE 35 =====
Image
Legend 00 (00) [00] AM (PM) [Midday] Peak Hour Existing Road S' Effective Storage (Feet) STOP Stop Controlled Intersection Stop Controlled Approach Channelization Lane Configuration *Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper NOT TO SCALE
Image
2024 Existing Peak Hour Traffic Volumes Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia TIMMONS GROUP Figure 18 ===== PAGE 36 =====
Image
Legend 00 (00) [00] AM (PM) [Midday] Peak Hour Existing Road S' Effective Storage (Feet) Signalized Intersection Channelization Lane Configuration *Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE
Image
Image
TIMMONS GROUP 2024 Existing Peak Hour Traffic Volumes Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 19 ===== PAGE 37 ===== ### 6.3 2034 BACKGROUND ANALYSIS Table 6-3 summarizes the 2034 background conditions intersection LOS, delay, 95th percentile queue lengths (Synchro), and maximum queue lengths (SimTraffic) based on the 2024 existing intersection geometry, signal timings, and peak hour traffic volumes. The corresponding SYNCHRO and SimTraffic reports are included in Appendix E. Note that the intersection numbers shown on the LOS, delay, and queue length summary tables correspond to the intersection numbers used in the SYNCHRO models. Per VDOT Pathways for Planning Route Analysis Network, the volumes on Chicago Avenue and Waterman Drive have experienced a growth rate of approximately 0.5% from 2021-2023. For conservative estimates, an annual growth rate of 2% was applied in the background projects. The 2% annual growth rate was compounded annually for the ten-year period from 2024 to 2034 and applied to all movements at the study intersections. As noted above, to be additionally conservative in our estimates, trip generation of specific movements from Quarry Heights' full build-out was incorporated into the analysis of the Chicago Avenue and Waterman Drive intersection, specifically the EB Waterman Drive left and right movements and the SB Chicago Avenue right movement. It should be noted that the midday peak does not incorporate any Quarry Heights' trip generation as this data was not provided with the TIA. As shown in Table 6-3, the 2034 background traffic is anticipated to continue operating at somewhat similar service operations: - At the unsignalized intersections of (1) Chicago Avenue/Shenandoah Street and (2) Chicago Avenue/Greystone Street, all movements operate at a LOS B or better during all peak hours (AM/PM/midday). - At the unsignalized intersection of (3) Chicago Avenue/Waterman Drive, all movements operate at a LOS E or better during all peak hours. During the PM peak hour, the EB left/thru and EB right movements operate at a LOS E. During the midday peak hour, the EB right exceeds the available storage length (50'). Due to the length of the EB right storage (50'), queuing for the EB left/thru movement may prohibit EB right movements during the peak hours. - At the signalized intersection of (4) W Market Street/Dogwood Drive, the overall intersection operates at a LOS C or better during AM, PM, and midday peak hours. ===== PAGE 38 =====
Table 6-3: LOS, Delay and Queue Length Summary 2034 Background Conditions
SYNCHRO CAPACITY ANALYSES - Delay, LOS, and Maximum Queue Length Summary Background Weekday 2034
Intersection and Type of ControlMovement and ApproachTurn Lane Storage (ft)AM PEAK HOURPM PEAK HOURMIDDAY PEAK HOUR
Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Simulated Maximum Queue Length (ft)Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Simulated Maximum Queue Length (ft)Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Simulated Maximum Queue Length (ft)
1. Chicago Avenue (N-S) at Shenandoah Street (E-W) UnsignalizedEB Left/Thru/Right10.5B34811.8B43810.2B331
EB Approach10.5B3-11.8B4-10.2B3-
WB Left/Thru/Right0.0A0014.4B33812.2B131
WB Approach0.0A0-14.4B3-12.2B1-
NB Left/Thru/Right0.5A1361.2A2700.6A137
NB Approach0.5-1-1.2-2-0.6-1-
SB Left/Thru/Right0.2A0420.2A0330.003
SB Approach0.2-0-0.2-0-0.0-0-
2. Chicago Avenue (N-S) at Greystone Street (E-W) UnsignalizedEB Left/Thru/Right10.0B95512.6B125110.2B740
EB Approach10.0B9-12.6B12-10.2B7-
NB Left/Thru/Right1.6A3613.1A8872.1A466
NB Approach1.63-3.18-2.14-
SB Left/Thru/Right0.0000.0060.002
SB Approach0.00-0.00-0.00-
3. Chicago Avenue (N-S) at Waterman Drive UnsignalizedEB Left/Thru16.1C4310039.4E14616914.3B2886
EB Right5016.1C434439.4E1465014.3B2855
EB Approach16.1C43-39.4E146-14.3B28-
WB Left/Thru/Right12.7B64917.8C125810.7B337
WB Approach12.7B6-17.8C12-10.7B3-
NB Left/Thru/Right2.2A3631.2A2741.3A252
NB Approach2.23-1.22-1.32-
SB Left/Thru/Right0.2A0250.6A2640.5A144
SB Approach0.20-0.62-0.51-
4. W Market Street (E-W) at Dogwood Drive (N-S) SignalizedEB Left/Thru7.2A10112110.7B781469.6A50123
EB Thru/Right7.2A1019410.7B781219.6A5094
EB Approach7.2A101-10.7B78-9.6A50-
WB Left/Thru6.6A7110311.6B1022039.7A51137
WB Thru/Right6.6A714911.6B1021619.7A5172
WB Approach6.6A71-11.6B102-9.7A51-
NB Left/Thru21.6C609511.0B681189.3A3896
NB Approach20.7C60-10.4B68-9.0A38-
NB Right10018.4B4518.3A13708.2A50
SB Left/Thru/Right24.5C29578.5A19608.3A1546
SB Approach24.5C29-8.5A19-8.3A15-
===== PAGE 39 =====
Image
Legend 00 (00) [00] AM (PM) [Midday] Peak Hour Existing Road S' Effective Storage (Feet) STOP Stop Controlled Intersection → Stop Controlled Approach Channelization Lane Configuration *Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper NOT TO SCALE
Image
TIMMONS GROUP 2034 Background Peak Hour Traffic Volumes Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 20 ===== PAGE 40 =====
Image
Legend 00 (00) [00] AM (PM) [Midday] Peak Hour Existing Road S' Effective Storage (Feet) Signalized Intersection Channelization Lane Configuration *Per TOSAM, Effective Storage is the length of the full width lane plus 1/2 the length of the taper
NOT TO SCALE
Image
Image
TIMMONS GROUP 2034 Background Peak Hour Traffic Volumes Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 21 ===== PAGE 41 ===== For the Chicago Avenue and Waterman Drive intersection, further analysis was performed, considering that (1) the EB left/thru movements on Waterman Drive are expected to increase; (2) the stacking of the EB left/thru movement on Waterman Drive prohibits the EB right turning movement; and (3) two cyclist crashes have occurred at this intersection in 2022, or 20% of all crashes on Waterman Drive during the crash study period. A roundabout analysis was completed in SIDRA 9 to evaluate roundabout operations at the Chicago Avenue and Waterman Drive intersection. As shown in Table 6-4, the suboptimal queueing conditions of the EB movements in Table 6-3 is resolved with a proposed roundabout. Moreover, a roundabout would provide a safer condition for all transportation modes, considering the two crashes with bicyclists in 2022.
Table 6-4: LOS, Delay and Queue Length Summary 2034 Background Conditions Chicago Avenue/ Waterman Drive Roundabout
SIDRA CAPACITY ANALYSES - Delay, LOS, and Maximum Queue Length Summary Background Weekday 2034 Chicago Avenue/Waterman Drive Roundabout
Intersection and Type of ControlMovement and ApproachTurn Lane Storage (ft)AM PEAK HOURPM PEAK HOURMIDDAY PEAK HOUR
Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)Delay1 (sec/veh)LOS1HCS 95th Percentile Queue Length (ft)
1. Chicago Avenue (N-S)EB Approach6.4A37.37.2A45.44.9A19.6
Waterman Drive (E-W)WB Approach4.7A5.45.3A8.14.0A2.2
RoundaboutNB Approach5.7A29.77.6A59.25.0A24.2
SB Approach6.4A50.97.9A85.24.9A32.3
Overall5.0A50.97.6A85.24.9A32.3
===== PAGE 42 ===== ## 7 COMMUNITY ENGAGEMENT To inform residents about this corridor study and to provide an opportunity to ask questions and encourage discussion about walking and biking in the area, the City hosted a community meeting on October 15, 2024 at the Price Rotary Senior Center. Participants were also asked to complete a paper or online survey about being a cyclist, pedestrian, or both in Harrisonburg; for those unable to attend the meeting, information about the corridor study and survey was posted on the City website and publicized through social media and local news. 61 responses were submitted at the close of survey on November 12, 2024. Of the 61 responses, respondents primarily (1) drive, (2) walk, (3) bike, or (4) ride as a passenger in a vehicle through the City. Few utilize other wheeling (scooter, skateboard, etc.), ride a City bus, or ride a school bus. Notably, 21 respondents bike as their primary mode of transportation and 29 respondents drive as their primary mode of transportation. A majority of the survey responses expressed a desire to walk, bike, drive/ride a passenger car; over a third of the responses expressed that they would like to ride a City bus, indicating a desire for expanded public transportation service. For those that currently walk, they usually walk with others. For those that currently bike, they sometimes bike with others, sometimes bike with children, and sometimes transport cargo. In both bicycle and pedestrian scenarios, the responses indicate that a separated facility may be needed for adequate accommodations. Nearly all survey participants that walk or bike do so for recreation and exercise and the majority of respondents walk or bike as part of their commute to school or work. Others noted that they walk or bike to run errands or go shopping, go to a 'third place' destination (such as breweries, restaurants, downtown, or public amenities like libraries), to supervise children to school, to create a sense of place to connect with neighbors, to avoid traffic and parking, and to reduce carbon emissions. When asked what kind of pedestrian facility is the most comfortable, respondents overwhelmingly chose a separated path with a buffer, shared with people walking and biking (97%). Survey takers also felt comfortable walking on a sidewalk, shared with people walking and biking (79%) and on a separated path without a buffer, shared with people walking and biking (69%). 61% of respondents would feel comfortable walking on a low-traffic residential street, without a sidewalk. Two free responses would prefer bicycles to utilize a separate, protected bike lane if a sidewalk was only provided and one free response noted that while they would be comfortable with any of the options, that they would like to see a speed limit reduction to 25 mph. When asked what kind of bicycle facility is the most comfortable, respondents similarly selected as separated path with a buffer, shared with people walking and biking (93%). Bicyclists also felt comfortable biking on a low-traffic neighborhood street (75%), or on a connector road in a bike lane (69%). Fewer bicyclists would feel comfortable riding on a separated path without a buffer, shared with people walking or biking (61%) and even fewer felt comfortable riding on a sidewalk with others walking and biking (46%). Only 26% of bicyclists would feel comfortable riding in a shared lane with vehicles. All three free responses noted that they would be comfortable in an on-road bike lane, only if there was a buffer with a physical barrier and separation from vehicles. Participants noted that they would like to walk or bike along Mt Clinton Pike, Waterman Drive, and Chicago Avenue but currently do not. Many described that the lack of shoulder, existing truck traffic, and speeding vehicles create an unpleasant walking experience. A few responses specifically noted that they would like to bike on Chicago Avenue with their children, however, they currently do ===== PAGE 43 ===== not due to children being “wobbly on bikes and tend[ing] to veer when they look over their shoulders [for oncoming traffic].” A few responses also identified Gift and Thrift, schools, the Eastern Mennonite University campus, Downtown Harrisonburg, and other retail and service businesses as other destinations they hope to walk or bike to in the future. When asked for their recommendations on other transportation improvements, many responses called for additional traffic calming (such as speed bumps, enforcement, lane narrowing, and lowering speed limits) as they've experienced close calls with speeding drivers and 'rolling stop' drivers at intersections, violating right-of-way of oncoming bicycle traffic. Several responses supported bike lanes that are physically protected or separated from vehicle traffic. One free response noted that if a west-side improvement on Chicago Avenue is pursued, there needs to be a safe way for NB bicyclists on Chicago Avenue (south of Rockingham Drive) to cross over to the improvement on the west-side of Chicago, north of Waterman Drive. Participants were additionally asked to review and rank five intersection improvements to the Chicago Avenue and Waterman Drive intersection or if the intersection should remain in its existing condition. Results indicate a strong preference for the peanut roundabout, followed closely by a mini roundabout, or an offset intersection improvement as a third selection. ===== PAGE 44 ===== ## 8 CONCLUSION ON S & PROPOSED IMPROVEMENTS Improvements were proposed based on the analyses performed for the 2024 existing volumes and the 2034 background volumes, community engagement with City residents, and ongoing collaboration with the Department of Public Works. ## Alignment between the Northend Greenway and the Friendly City Trail Three potential alignments between the Northend Greenway along Mount Clinton Pike and the Friendly City Trail in Westover Park were developed as part of this study. These three overall alignments, along with variations, are shown in Figure 22. Alignment A follows Mount Clinton Pike to College Avenue, then proceeds through the Quarry Heights property, and crosses W Market Street at a new crossing and follows the eastern boundary of Thomas Harrison Middle School to the Friendly City Trail at the rear of the school property. Alignment B follows Chicago Avenue to Waterman Drive, crosses W Market Street at the existing signalized intersection at Waterman Drive and through the Westover Park property to the Friendly City Trail. Alignment C connects Mount Clinton Pike to Woodleigh Court and jogs along Stuart Street Waterman Drive, and Chicago Avenue, then follows N Dogwood Drive to the signalized intersection at W Market Street, connecting to the Friendly City Trail through the Westover Park grounds. Proposed variations include utilizing Smith Avenue and Hillside Avenue with Alignment A or Willow Street with Alignment C. These alignments demonstrate many options for connectivity in this area and can be combined in a variety of ways. Each alignment would provide a significant north-south connection for those biking and walking. Pursuing any or all of these alignments would not only provide improved access to the Northend Greenway and the Friendly City Trail, but other primary destinations such as Eastern Mennonite University, City public schools, commercial and retail services, and many nearby residences. With the approved rezoning and special-use permit applications of the Quarry Heights property, the City may consider tying the alignment through the development, as conditions of approval included the completion of a shared-use path by the developer, from Waterman Drive to the development's frontage on W Market Street. Furthermore, funding and design of the Chicago Avenue corridor improvements should also be a consideration; if the timing of corridor improvements coincides well with establishing the connection, a variation of Alignment B would likely be appropriate. ## Chicago Avenue Corridor The Chicago Avenue corridor should be improved with continuous bicycle-pedestrian facilities from Mt. Clinton Pike to Waterman Drive, including the existing substandard SB facility between Waterman Drive and Rockingham Drive. Improvements should continue along Waterman Drive and connect to the shared-use path to be included in the Quarry Heights development, with details of that connection to be determined in the future. Due to the presence of large concrete utility poles on the NB side of Chicago Avenue, the larger path facility is recommended for the SB portion of Chicago Avenue. This path will likely be asphalt, intended to serve as an off-road facility for both bicyclists and pedestrians. The path should feature grass buffers along the length, however, the path and buffer width may vary, or the buffer may be omitted in certain locations. This may be due to constraints such as the location of existing buildings. The NB side of Chicago Avenue is recommended to be improved with a narrower facility to accommodate the large concrete utility poles that are adjacent to the roadway. As relocation of these ===== PAGE 45 ===== poles is not feasible, the facility and buffer width will be adjusted, or the buffer may be omitted, at the time of preliminary engineering and design. While it is currently envisioned as a NB sidewalk to serve pedestrians, the facility material may take shape as asphalt or concrete, to be determined at a future time. The recommended improvements to Chicago Avenue may be pursued in phases as indicated by the phased planning-level cost estimates in Appendix D. ## Chicago Avenue and Waterman Drive Intersection Two primary recommendations are provided for the Chicago Avenue and Waterman Drive intersection. To address the skewed intersection geometry and the pattern of angle crashes at this location, an offset intersection could be installed; curb extensions would modify both Waterman Drive approaches to meet Chicago Avenue at a perpendicular (90-degree) angle and improve a driver's field-of-vision from Waterman Drive onto Chicago Avenue. Improving the intersection with curb and gutter would also 'harden' the intersection edges and provide a traffic-calming effect. Moreover, the NB bike lane that ends at Rockingham Drive could be extended to Waterman Drive, where marked crossings could be installed at the time of the intersection improvement. Alternatively, a peanut roundabout could be pursued at the Chicago Avenue and Waterman Drive intersection. Similarly to the offset intersection, a peanut roundabout would address the visibility issues currently present with the skewed approaches. The peanut roundabout would provide traffic calming as well, forcing drivers to slow down as they approach the roundabout. Compared to the offset intersection, the peanut roundabout would have better capacity for future peak-hour projections, however, the offset intersection would still provide adequate service for the future peak hour. Whether an offset intersection or a peanut roundabout is pursued, it is recommended that the improvement is designed for a WB-40 vehicle. Due to the constraints of existing structures, utilities, and right-of-way, the urban context surrounding the intersection, and the desire for traffic calming while facilitating bike-pedestrian traffic, an improvement that accommodates a WB-40 vehicle would be best suited for the Chicago Avenue and Waterman Drive intersection. For a comprehensive analysis, exhibits and cost estimates for each scenario, accommodating WB-40 or WB-62 design vehicles, are included in Appendix D. ## W Market Street Crossing A new crossing of W Market Street adjacent to Thomas Harrison Middle School is needed, along with a trail connection between the crossing and the Friendly City Trail. To determine the appropriate crossing treatment, two guidelines were used: (1) the Virginia Department of Transportation (VDOT) Traffic Engineering Instructional and Informational Memorandum Pedestrian Crossing Accommodations at Unsignalized Locations (IIM-TE-384.1) and (2) the Federal Highway Administration (FHWA) Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations. W Market Street has an existing AADT of 7,800 and a speed limit of 35 miles per hour, with a four-lane divided roadway cross section. Based on this existing cross section, the guides recommend a Rectangular Rapid-Flashing Beacon (RRFB) and/or roadway reconfiguration, also known as a “road diet” to reduce the travel lanes from two lanes in each direction to one lane in each direction. Though the roadway reconfiguration is feasible based on the recent traffic data, implementation would require changes beyond the limits of the crossing. Thus, a RRFB was selected as the appropriate ===== PAGE 46 ===== countermeasure for the midblock crossing of W Market Street for the concept design and cost estimate. ===== PAGE 47 =====
Image
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TIMMONS GROUP Northend Greenway to Friendly City Trail Alignments Chicago Avenue & Waterman Drive Corridor Study City of Harrisonburg, Virginia Figure 22 ===== PAGE 48 ===== ## 9 APPENDIX ===== PAGE 49 ===== APPENDIX A – TRAFFIC COUNTS ===== PAGE 50 =====
Chicago AveGroupingGrouping PercentGrouping Total
From NorthDriveway From EastDrivewayFrom NorthDrivewayFrom East
Start TimeUTmLeftThruRightApp. TotalUTmLeftThruRightApp. TotalUTmLeftThruRightApp. TotalUTmLeftThruRightApp. Total
07:00 AM00371380000005250300100414
07:15 AM004224400000002202202079
07:30 AM003223400000023103300099
07:45 AM003803800000024504701067
Total0014951540000009123013201302639
08:00 AM003403400000013303401045
08:15 AM014704800000033213602024
08:30 AM013914100000023033501023
08:45 AM023814100000034635200077
Total041582164000000914171570401519
11:00 AM013303400000012923201023
11:15 AM003503500000052803302024
11:30 AM013403500011013203302002
11:45 AM023534000000013003101135
Total04137314400011081192129061714
12:00 PM005826003003034414800033
12:15 PM003123300000023703901067
12:30 PM002823001012073904601067
12:45 PM003513600101004624803047
Total0015271590411601216631810501924
04:00 PM00435480201301066480070310
04:15 PM005355800011074905604048
04:30 PM006036300000095206100055
04:45 PM035515901001042813302046
Total032111422803025030195523001301629
05:00 PM017588407029054605103025
05:15 PM015906000011076607300066
05:30 PM0042042020240348152040610
05:45 PM0039342030030932142030811
Total02215112280120517024192221801002232
Grand Total013102242107701919290929361910470511105157
Approx %01.294.93.9065.53.43108.889.41.8032.50.666.9
Total %00.644.21.846.600.800.41.30440.50.845.302.204.56.8
Passenger Veh0139664110200191929088890199970441101146
% Passenger Veh010094.597.694.70100100100100095.795.110095.2086.310096.293
Trucks0056157000000446050070411
118
File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 1 ===== PAGE 51 =====
Data Collection Group LSmith@DataCollectionGroup.net
% Trucks005.52.45.30000004.34.904.8013.703.875.1
===== PAGE 52 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 3
Chicago AveDrivewayChicago AveShenandoah St
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalInt. Total
Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM00340340000001330340104573
08:15 AM01470480000003321360202488
08:30 AM01391410000002303350102379
08:45 AM023814100000034635200077100
Total Volume041582164000000914171570401519340
% App. Total02.496.31.2000005.789.84.5021.1078.9
PHF.000.500.840.500.854.000.000.000.000.000.000.750.766.583.755.000.500.000.536.679.850
Passenger Veh041471152000000813071450201315312
% Passenger Veh010093.050.092.700000088.992.210092.4050.0086.778.991.8
Trucks00111120000001110120202428
% Trucks007.050.07.300000011.17.807.6050.0013.321.18.2
===== PAGE 53 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 4 ===== PAGE 54 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 5
Chicago AveDrivewayChicago AveShenandoah St
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalInt. Total
Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM005826003003034414800033114
12:15 PM00312330000002370390106779
12:30 PM00282300101207390460106785
12:45 PM00351360010100462480304792
Total Volume0015271590411601216631810501924370
% App. Total0095.64.4066.716.716.706.691.71.7020.8079.2
PHF.000.000.655.875.663.000.333.250.250.500.000.429.902.375.943.000.417.000.792.857.811
Passenger Veh0014271490411601215831730501924352
% Passenger Veh0093.410093.70100100100100010095.210095.60100010010095.1
Trucks001001000000008080000018
% Trucks006.606.300000004.804.4000004.9
===== PAGE 55 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 6 ===== PAGE 56 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 7
Chicago AveDrivewayChicago AveShenandoah St
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalInt. Total
Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM006036300000095206100055129
04:45 PM03551590100104281330204699
05:00 PM017588407029054605103025149
05:15 PM015906000011076607300066140
Total Volume052491226608031102519212180501722517
% App. Total01.993.64.5072.7027.3011.588.10.5022.7077.3
PHF.000.417.830.375.792.000.286.000.375.306.000.694.727.250.747.000.417.000.708.917.867
Passenger Veh052431226008031102418512100501621502
% Passenger Veh010097.610097.701000100100096.096.410096.30100094.195.597.1
Trucks0060600000017080001115
% Trucks002.402.30000004.03.603.70005.94.52.9
===== PAGE 57 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 8 ===== PAGE 58 ===== File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 1
Groups Printed-Bikes - Peds
Chicago Ave From NorthDriveway From EastChicago Ave From SouthShenandosh St From WestExcl. TotalIncl. TotalInt. Total
Start TimeUTmLeftThruRightPedsApp. TotalUTmLeftThruRightPedsApp. TotalUTmLeftThruRightPedsApp. TotalUTmLeftThruRightPedsApp. Total
07:00 AM0000000000000010010000001
07:15 AM0000000000000010010000001
07:45 AM0000000000000000000100002
Total0000000000000020020100004
08:00 AM0000000000000000000000000
08:15 AM0000000000000000000000000
08:30 AM0000000000000000000000000
08:45 AM0010010000000000000000000
Total0010010000000000000000000
11:00 AM0000000000000000000000000
11:15 AM0000000000000000000000000
11:30 AM0010010000000000000000000
11:45 AM0010010000000000000000000
Total0020020000000020020000000
12:00 PM0000000000000000000000000
12:15 PM0000000000000000000000000
12:30 PM0000000000000000000000000
12:45 PM0000000000000000000000000
Total0000000000000000000000000
04:00 PM0021030000100000000000000
04:15 PM0000000000000000000000000
04:30 PM0000000000000000000000000
04:45 PM0010010000100000000000000
Total0031040000200000000000000
05:00 PM0030030000000000000000000
05:15 PM0010010000000000000000000
05:30 PM0020020000000000000000000
05:45 PM0010010000000000000000000
Total0070070000000000000000000
Grand Total0013101400002004150119020224427
Apprch %0092.97.10000021.178.90005005064
Total %0035.12.737.80000010.840.5051.405.405.457.8
Bikes001311400000415019020237
% Bikes0010010001000000000100100009501000100014.30
===== PAGE 59 =====
File Name : Chicago and Shenandoah Site Code : Start Date : 4/16/2024 Page No : 2
Groups Printed- Bikes - Peds
Chicago Ave From NorthDriveway From EastChicago Ave From SouthShenandoah St From West
UTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalExcl. TotalIncl. TotalInt. Total27
Peds00000000020000010000024000000
% Peds000000000100000001005000010085.700042.2
===== PAGE 60 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 1
Groups Printed- Passenger Veh - Trucks
Chicago AveFrom NorthChicago AveGreystone St
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalInt. Total
07:00 AM004524701001043003401091092
07:15 AM00500500000006240300102021101
07:30 AM003723900000012320440102627110
07:45 AM00481490000008390470201719115
Total0018051850100103012501550507277418
08:00 AM004014100000010350450001919105
08:15 AM00461470000009310400201214101
08:30 AM0039443000000732039000171799
08:45 AM00491500000008570650001818133
Total0017471810000003415501890206668438
11:00 AM00322340000004270310105671
11:15 AM00360360000006341410005582
11:30 AM0034034000000932041010101186
11:45 AM004124300000013330460007796
Total0014341470000003212611590202729335
12:00 PM006316400000013510640001010138
12:15 PM003613700000018360540101415106
12:30 PM0030232000000945054010111298
12:45 PM00454490000001249061020810120
Total0017481820000005218102330404347462
04:00 PM004804800000014741890301518155
04:15 PM005826000000015540690001111140
04:30 PM006827000000021650860301013169
04:45 PM006726900000019330520101415136
Total0024162470000006922612960705057600
05:00 PM008328500000029640930001111189
05:15 PM006716800000021720930401317178
05:30 PM005625800000016480640401923145
05:45 PM004835100000014390530001818122
Total0025482620000008022303030806169634
Grand Total00116638120401001029710362133502803193472887
Approx %0096.83.2010000022.277.60.108.1091.9
Total %0040.41.341.700000010.335.90.146.20101112
Passenger Veh0011053511400100102889832127302603143402754
% Passenger Veh0094.892.194.701000010009794.910095.4092.9098.49895.4
Trucks006136400000095306202057133
===== PAGE 61 =====
Data Collection GroupLSmith@DataCollectionGroup.net
% Trucks005.27.95.300000035.104.607.101.624.6
===== PAGE 62 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 3
Chicago AveFrom EastChicago AveGreystone StInt. Total
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. Total
Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM004014100000010350450001919105
08:15 AM00461470000009310400201214101
08:30 AM0039443000000732039000171799
08:45 AM00491500000008570650001818133
Total Volume0017471810000003415501890206668438
% App. Total0096.13.9000001882002.9097.1
PHF.000.000.888.438.905.000.000.000.000.000.000.850.680.000.727.000.250.000.868.895.823
Passenger Veh0016151660000003114101720206567405
% Passenger Veh0092.571.491.700000091.291.0091.00100098.598.592.5
Trucks00132150000003140170001133
% Trucks007.528.68.30000008.89.009.00001.51.57.5
===== PAGE 63 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 4 ===== PAGE 64 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Greystone Site Code : Page No : 5 Start Date : 4/7/2024
Chicago AveFrom EastChicago AveGreystone St
From NorthUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalInt. Total
Start TimeUTrnLeftThruRightApp. Total
Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM006316400000013510640001010138
12:15 PM003613700000018360540101415106
12:30 PM0030232000000945054010111298
12:45 PM00454490000001249061020810120
Total Volume0017481820000005218102330404347462
% App. Total0095.64.400000022.377.7008.5091.5
PHF.000.000.690.500.711.000.000.000.000.000.000.722.887.000.910.000.500.000.768.783.837
Passenger Veh0016581730000005117102220404246441
% Passenger Veh0094.810095.100000098.194.5095.30100097.797.995.5
Trucks009090000001100110001121
% Trucks005.204.90000001.95.504.70002.32.14.5
===== PAGE 65 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 6 ===== PAGE 66 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No :7
Chicago AveFrom EastChicago AveGreystone StInt. Total
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. Total
Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM006827000000021650860301013169
04:45 PM006726900000019330520101415136
05:00 PM008328500000029640930001111189
05:15 PM006716800000021720930401317178
Total Volume0028572920000009023403240804856672
% App. Total0097.62.40000027.872.20014.3085.7
PHF.000.000.858.875.859.000.000.000.000.000.000.776.813.000.871.000.500.000.857.824.889
Passenger Veh0027672830000009022703170804755655
% Passenger Veh0096.810096.900000010097.0097.80100097.998.297.5
Trucks0090900000007070001117
% Trucks003.203.100000003.002.20002.11.82.5
===== PAGE 67 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 8 ===== PAGE 68 ===== # Data Collection Group LSmith@DataCollectionGroup.net
Groups Printed- Bikes - Peds
File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 1
Groups Printed- Bikes - Peds
Chicago AveFrom EastChicago AveGreystone St
Start TimeUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalExcl. TotalIncl. TotalInt. Total
07:00 AM000000000000000000000000000011
07:15 AM000000000000000000000000000011
07:30 AM000000000000000000000000000101
07:45 AM001000100000001000100000000022
Total00100100000001100020001111145
08:00 AM00002000002000000000000000404
08:15 AM00001000000000000000000000404
08:30 AM00000000000000100010003000044
08:45 AM00000000000001100020000000022
Total00003000002001200300033338614
11:00 AM0000000000000000000000040404
11:15 AM00000000000001000100000000011
11:30 AM00010100000000000000000000011
11:45 AM00000000000001100200002000224
Total0001010000000210030000606410
12:00 PM0000000000000010010000000011
12:15 PM0000000000000000000000100011
12:30 PM0000000000000020120000200325
12:45 PM0000000000000000000001010011
Total000000000000003013000222358
04:00 PM0010010000000000000000100112
04:15 PM0000000000000100010000100112
04:30 PM0000000000000000000000300303
04:45 PM0000100000000110020000000123
Total0010110000000210030000506410
05:00 PM003003000000001001000111156
05:15 PM000020000000012003000000235
05:30 PM001001000000001001000010122
05:45 PM001001000000010001000020224
Total00502500000002400600014161218
Grand Total007168000020081201200007217303565
Approach %0087.512.50000040600000100
Total %00202.922.90000022.934.3057.1000202046.253.8
Bikes0071800000812020000770035
% Bikes00100100057.100000001001000095.20001000250053.8
===== PAGE 69 =====
File Name : Chicago and Greystone Site Code : Start Date : 4/7/2024 Page No : 2
Groups Printed- Bikes - Peds
Chicago Ave From NorthFrom EastChicago Ave From SouthGreystone St From West
UTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalUTrnLeftThruRightPedsApp. TotalExcl. TotalIncl. TotalInt. Total30
Peds0000600002000001000002100000
% Peds000010042.900010010000001004.80000100750046.2
===== PAGE 70 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 1
Groups Printed- Passenger Veh - Trucks
Groups Printed- Passenger Veh - Trucks
Chicago AveWaterman DrChicago AveWaterman Dr
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. Total
07:00 AM022626540314804131180161320
07:15 AM0133377101641101080180141621
07:30 AM004323660124707170240273636
07:45 AM003825630054903291330180422
Total03140111254051416350246729307551999
08:00 AM0133215502327016240400170623
08:15 AM023623610133707150220231529
08:30 AM023319540213605252320131620
08:45 AM003626620241706393480231428
Total051388923207119270341035142076321100
11:00 AM011620370112408132230174324
11:15 AM052019440114607233330133723
11:30 AM012614410120302244300162725
11:45 AM0126224902024010251360200222
Total088875171054817027851012206691994
12:00 PM092940780002206341410221932
12:15 PM012620470110202330350221730
12:30 PM012419440122506323410232934
12:45 PM0034185200077083324302211235
Total0111139722102311160221326160089537131
04:00 PM0434226000213010525670414853
04:15 PM043634740402604444520243734
04:30 PM0544267506331208485610332944
04:45 PM0442297502316044034701731030
Total01715611128401287270261841722701151234161
05:00 PM07543798042410056087302631544
05:15 PM034834850134809634760314439
05:30 PM0142337601023053834602521138
05:45 PM034523710002205332400212730
Total01418912733006512230241941723501031137151
Grand Total05882461014920374563145015776557979052445167736
Approx %03.955.240.9025.53143.401678.15.8071.26.122.7
Total %01.724.618.244.501.11.31.94.304.722.81.729.2015.61.3522
Passenger Veh05779657214250364460140014573955939049245163700
% Passenger Veh098.396.693.895.5097.397.895.296.6092.496.696.595.9093.910097.695.1
Trucks0128386701135012262400320436
148
===== PAGE 71 =====
Data Collection Group LSmith@DataCollectionGroup.net
% Trucks01.73.46.24.502.72.24.83.407.63.43.54.106.102.44.94.4
===== PAGE 72 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 3
Chicago AveWaterman DrChicago AveWaterman Dr
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. Total
Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM0133377101641101080180141621
07:30 AM004323660124707170240273636
07:45 AM003825630054903291330180422
08:00 AM0133215502327016240400170623
Total Volume0214710625504161434036781115076422102
% App. Total00.857.641.6011.847.141.2031.367.80.9074.53.921.6
PHF.000.500.855.716.898.000.500.667.875.773.000.563.672.250.719.000.704.333.917.708
Passenger Veh021451002470415143303375110907142095
% Passenger Veh010098.694.396.9010093.810097.1091.796.210094.8093.410090.993.1
Trucks00268001010330605027
% Trucks001.45.73.1006.302.908.33.805.206.609.16.9
===== PAGE 73 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 4 ===== PAGE 74 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Waterman Site Code : Page No : 5 Start Date : 4/16/2024
Chicago AveWaterman DrChicago AveWaterman Dr
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. Total
Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM092940780002206341410221932
12:15 PM012620470110202330350221730
12:30 PM012419440122506323410232934
12:45 PM0034185200077083324302211235
Total Volume0111139722102311160221326160089537131
% App. Total0551.143.9012.518.868.8013.882.53.8067.93.828.2
PHF.000.306.831.606.708.000.500.375.393.571.000.688.971.500.930.000.967.625.771.936
Passenger Veh0101109121102311160191286153083535123
% Passenger Veh090.997.393.895.50100100100100086.497.010095.6093.310094.693.9
Trucks013610000000340706028
% Trucks09.12.76.24.500000013.63.004.406.705.46.1
===== PAGE 75 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 6 ===== PAGE 76 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Chicago and Waterman Site Code : Page No : 7 Start Date : 4/16/2024
Chicago AveWaterman DrChicago AveWaterman Dr
From NorthFrom EastFrom SouthFrom West
Start TimeUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. TotalUTrnLeftThruRightApp. Total
Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM0544267506331208485610332944
04:45 PM0442297502316044034701731030
05:00 PM07543798042410056087302631544
05:15 PM034834850134809634760314439
Total Volume0191881263330131112360262112025701071238157
% App. Total05.756.537.8036.130.633.3010.182.17.8068.27.624.2
PHF.000.679.870.851.849.000.542.917.750.750.000.722.837.625.845.000.811.750.633.892
Passenger Veh0191841223250131112360262062025201031238153
% Passenger Veh010097.996.897.60100100100100010097.610098.1096.310010097.5
Trucks00448000000050504004
% Trucks002.13.22.400000002.401.903.7002.5
===== PAGE 77 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 8 ===== PAGE 78 ===== # Data Collection Group LSmith@DataCollectionGroup.net
Groups Printed- Bikes - Peds
File Name : Chicago and Waterman Site Code : Start Date : 4/16/2024 Page No : 1
Groups Printed- Bikes - Peds
Chicago AveWaterman DrChicago AveWaterman Dr
From NorthFrom EastFrom SouthFrom West
Start TimeUTmLeftThruRightPedsApp. TotalUTmLeftThruRightPedsApp. TotalUTmLeftThruRightPedsApp. TotalUTmLeftThruRightPedsApp. TotalExcl. TotalIncl. TotalInt. Total
07:00 AM000010000000000000000000102023
07:15 AM001001000000000100000001012023
07:30 AM000000000010000000000000102023
07:45 AM000000000000000100000000303144
Total001011000010002000200006083311
08:00 AM00010100001000000000000001112
08:15 AM00000000000000000000000040404
08:30 AM00101100000000000000000506174
08:45 AM00100100000000020120100213474
Total002113000010002012010011114620244444
11:00 AM000000000000000000000040404044444
11:15 AM000000000000001000100020213344444
11:30 AM000000000000000000000010101011111
11:45 AM000000000000002000200020202244444
Total0000000000000030003000909312121212121212
12:00 PM000000000000001001100001021313131
12:15 PM000010000000000000000010020202020
12:30 PM001001000010003000300010024644444
12:45 PM001001000010000000000020314444444
Total0020120000200040140000509615151515151515
04:00 PM000000000000000000000060606066666
04:15 PM000000000000001000000010011111111
04:30 PM001001000000000000000000000000000
04:45 PM000000000010002000200030426444444
Total001001000010003000300010011415151515151515
05:00 PM002002000000001000100020235555555
05:15 PM000000000000000000000020213333333
05:30 PM000000000000000000000030325555555
05:45 PM000000000000000000000030303333333
Total002002000000004000400010010616161616161616
Grand Total008139000050001802180100511612889898989898989
Approx %0088.911.132.10000001000010000
Total %0028.63.60000064.3064.303.6003.668.531.5
Bikes0081900000018018010010028
% Bikes0010010007500000000100009001000001.90031.5
===== PAGE 79 =====
File Name: Chicago and Waterma
Site Code:
Start Date: 4/16/2024
Page No: 2
===== PAGE 80 =====
Chicago Ave and Rockingham Dr 4/14/2024
LOCATION DATE
PEDESTRIANSBIKES
SB ChicagoEB RockinghamNB ChicagoWB RockinghamSB ChicagoEB RockinghamNB ChicagoWB RockinghamLeftLeftLeftLeft
LeftThruRightLeftThruRightLeftLeftThruRightLeftLeftThruRightLeftLeftLeftLeftLeftLeft
5-6 AM2
6-7 AM1
7-8 AM112
8-9 AM3231111
9-10 AM24231121
10-11 AM41111121111
11-12 PM432353
12-1 PM322121414
1-2 PM41611134
2-3 PM22141431111
3-4 PM513112111121
4-5 PM343223567
5-6 PM112133321
6-7 PM52113111242121
7-8 PM22133122
8-9 PM311111211
Total2402115716356872150281822400110
===== PAGE 81 =====
Chicago Ave and Rockingham Dr 4/15/2024
LOCATION DATE
SB ChicagoEB RockinghamNB ChicagoWB RockinghamSB ChicagoEB RockinghamNB ChicagoWB Rockingham
===== PAGE 82 =====
Chicago Ave and Rockingham Dr 4/16/2024
LOCATION DATE
SB ChicagoPEDESTRIANSBIKES
LeftThruRightEB RockinghamNB ChicagoWB RockinghamSB ChicagoEB RockinghamNB ChicagoWB Rockingham
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRight
5-6 AM1111
6-7 AM142
7-8 AM11112131
8-9 AM513121322
9-10 AM331111112
10-11 AM51411
11-12 PM21151113
12-1 PM11113214
1-2 PM314123153
2-3 PM212311111
3-4 PM22111211413
4-5 PM525111212
5-6 PM314543141
6-7 PM13115225
7-8 PM211211221
8-9 PM43951234537373103311110013750
Total43951234537373103311110013750
===== PAGE 83 =====
Chicago Ave and Rockingham Dr 4/17/2024
LOCATION DATE
SB ChicagoPEDESTRIANSBIKES
LeftThruRightEB RockinghamNB ChicagoWB RockinghamSB ChicagoEB RockinghamNB ChicagoWB Rockingham
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRight
5-6 AM22
6-7 AM21311
7-8 AM31131131
8-9 AM11322131
9-10 AM412133113
10-11 AM1311
11-12 PM2112
12-1 PM11121514
1-2 PM21113222
2-3 PM3112211141
3-4 PM12115121112
4-5 PM21312131
5-6 PM15111511526
6-7 PM1215142
7-8 PM211121131
8-9 PM2111112
Total234755413532542321314330017
===== PAGE 84 =====
Chicago Ave and Rockingham Dr 4/18/2024
LOCATION DATE
SB ChicagoPEDESTRIANSBIKES
SB ChicagoSB ChicagoSB ChicagoEB RockinghamNB ChicagoWB Rockingham
LeftThruRightLeftThruRightLeftNB ChicagoWB RockinghamSB ChicagoSB ChicagoSB ChicagoWB Rockingham
LeftThruRightLeftLeftThruRightLeftLeftLeftLeftThruRightLeft
5-6 AM111
6-7 AM1241121
7-8 AM22111131
8-9 AM10122231141
9-10 AM521132
10-11 AM6212321
11-12 PM15211131213
12-1 PM1121322
1-2 PM32113311
2-3 PM221412121
3-4 PM141221314
4-5 PM161411182219
5-6 PM6112221234245
6-7 PM21151115161
7-8 PM6114133
8-9 PM11111
Total3611012446328587443712634710
===== PAGE 85 =====
Chicago Ave and Rockingham Dr 4/19/2024
LOCATION DATE
SB ChicagoPEDESTRIANSBIKES
LeftThruRightSB ChicagoNB ChicagoWB RockinghamSB ChicagoEB RockinghamNB ChicagoWB RockinghamLeftRightLeftThru
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftRightLeftLeftLeftRight
5-6 AM12
6-7 AM
7-8 AM11121221
8-9 AM312111211221
9-10 AM1521112112
10-11 AM12112212
11-12 PM541512
12-1 PM311311111
1-2 PM412212
2-3 PM22211112
3-4 PM131122
4-5 PM21315214
5-6 PM62121115144
6-7 PM2125111441
7-8 PM431411131
8-9 PM3222
Total5441012434374664228510200332
===== PAGE 86 =====
Chicago Ave and Rockingham Dr 4/20/2024
LOCATION DATE
SB ChicagoPB RockinghamNB ChicagoWB RockinghamSB ChicagoEB RockinghamNB ChicagoWB RockinghamLeftThruRightLeftThruRightLeftThruLeftRightLeftThruRightLeftSB ChicagoNB ChicagoWB RockinghamLeftThruRightLeftThruRightLeftNB ChicagoLeftTh
===== PAGE 87 =====
Chicago Ave and Gay St 4/14/2024
LOCATION DATE
Image
===== PAGE 88 =====
Chicago Ave and Gay St 4/15/2024
LOCATION DATE
Image
===== PAGE 89 =====
Chicago Ave and Gay St 4/16/2024
LOCATION DATE
Image
===== PAGE 90 =====
Chicago Ave and Gay St 4/17/2024
LOCATION DATE
DATE7/27/2024PEDESTRIANSBIKES
WB GaySB ChicagoEB GayNB ChicagoWB GaySB ChicagoEB GayNB Chicago
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftRight
5-6 AM1121
6-7 AM111
7-8 AM121211
8-9AM15131814
9-10 AM11223312
10-11 AM1121111
11-12 PM1112
12-1 PM1211212
1-2 PM212111221
2-3 PM
3-4 PM1
4-5 PM353112112124
5-6 PM414131321441
6-7 PM3321244
7-8 PM1231222113
8-9 PM22211511411116
9-10 PM111135169341426259445181024116666
===== PAGE 91 =====
Chicago Ave and Gay St 4/18/2024
LOCATION DATE
Image
198 ===== PAGE 92 =====
Chicago Ave and Gay St 4/19/2024
LOCATION DATE
DAILWB GayPEDESTRIANSBIKES
LeftThruRightSB ChicagoEB GayNB ChicagoWB GaySB ChicagoEB GayNB Chicago
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeft
5-6 AM11111
6-7 AM11
7-8 AM121111
8-9 AM410341211011
9-10 AM42113111412
10-11 AM3311121
11-12 PM31111114
12-1 PM112
1-2 PM12112
2-3 PM271112111
3-4 PM32129242221
4-5 PM11121131212
5-6 PM21123111211
6-7 PM41411253
7-8 PM111218122112
8-9 PM11211
12162630235822292771468205040111
===== PAGE 93 =====
Chicago Ave and Gay St 4/20/2024
BIKES
PEDESTRIANS
LOCATION DATE
WB GaySB ChicagoEB GayNB ChicagoWB GaySB ChicagoEB GayNB Chicago
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRight
5-6 AM1
6-7 AM1111
7-8 AM4113111
8-9AM1411111
9-10 AM331
10-11 AM1111411218
11-12 PM151122111131
12-1 PM111111124
1-2 PM234212
2-3 PM1551119142
3-4 PM214412431012
4-5 PM1121421222111
5-6 PM14115221111
6-7 PM11123112512
7-8 PM221114
8-9 PM112314
1026251418811820159513152030
===== PAGE 94 ===== File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No : 1
Dogwood Dr From NorthGroups Printed-Passenger Veh - Trucks
Market St From EastDogwood Dr From SouthMarket St From West
Start TimeLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. Total
07:00 AM065011349005215220191498058140
07:15 AM1280111790080261202935213068188
07:30 AM21407765107318250255117140136241
07:45 AM248014267207118111030297210120235
Total51325043132603027677620010311315560382804
08:00 AM25501219300942627035192160109250
08:15 AM03407648005411680253107150125211
08:30 AM13601025120557060133698080158
08:45 AM01304263106616280263675075171
Total31218033112553026960102909910335440389790
11:00 AM62201025320579150153567066148
11:15 AM4130835400579360181557063146
11:30 AM13408453606314130183657075164
11:45 AM022044721077314083516060149
Total1181103013232902543561805910227270264607
12:00 PM312064634071148602836113077182
12:15 PM117094484056117502316012073161
12:30 PM34108574108015330212668076185
12:45 PM131055602067163802725515072171
Total8911028182451102745621220998242480298699
04:00 PM132062105301102243029387180108253
04:15 PM5560168125301363352040587150107299
04:30 PM2190129116201273565046289270118303
04:45 PM014054114201201957031283180103259
Total810210392346010049310920170146123467804361114
05:00 PM24501151124012127107044391230117293
05:15 PM27601541346014432517054189160106319
05:30 PM1260979110992358036387190109253
05:45 PM33107485409319411034390170110244
Total816180422042215045710124430168103577504421109
Grand Total436810402159818745102023438871490674611822328022115123
Approx %2031.648.402154.892.62.5039.56512.922.1013.22.882.414.8043.2
Total %0.81.3204.21.936.61039.58.51.72.9013.21.235.66.4043.2
Passenger Veh426810202129517975001942431811460658531741321021154927
% Passenger Veh97.710098.1098.696.995.99809698.493.198097.686.995.697.9095.796.2
Trucks1020337710817630168817096196
===== PAGE 95 =====
Data Collection Group LSmith@DataCollectionGroup.net
% Trucks2.301.901.43.14.12041.66.9202.413.14.42.104.33.8
===== PAGE 96 ===== ## Data Collection Group ### LSmith@DataCollectionGroup.net File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No : 3
Dogwood Dr From NorthMarket St From EastDogwood Dr From SouthMarket St From West
Start TimeLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalInt. Total
Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM21407765107318250255117140136241
07:45 AM248014267207118111030297210120235
08:00 AM25501219300942627035192160109250
08:15 AM03407648005411680253107150125211
Total Volume613210401627330292731131011511413660490937
% App. Total1532.552.505.593.51063.59.62702.284.313.50
PHF.750.650.656.000.714.571.734.375.000.777.702.458.705.000.821.550.882.786.000.901.937
Passenger Veh61320039152543027272103101137385640456880
% Passenger Veh10010095.2097.593.893.0100093.298.690.9100098.363.693.297.0093.193.9
Trucks00101119002011002428203457
% Trucks004.802.56.37.0006.81.49.1001.736.46.83.006.96.1
===== PAGE 97 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Market St Out In 456 346 21 3677 4 11 385 28 413 64 2 66 U-TurnLeft Right Left Left U-TurnPeak Hour Data North Peak Hour Begins at 07:30 AM Passenger Veh TrucksOut Total Right Left U-Turn 3 3 273 19 15 Left 254 16 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 0 0 0 0 0 0 0 0 0
File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No : 4 ===== PAGE 98 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No : 5
Dogwood Dr From NorthMarket St From EastDogwood Dr From SouthMarket St From West
Start TimeLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalInt. Total
Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM312064634071148602836113077182
12:15 PM117094484056117502316012073161
12:30 PM34108574108015330212668076185
12:45 PM131055602067163802725515072171
Total Volume % App. Total8911028182451102745621220998242480298699
PHF28.632.139.306.689.44056.621.222.202.781.216.10
Passenger Veh % Passenger Veh.667.563.393.000.778.900.828.688.000.856.875.656.688.000.884.667.917.800.000.968.945
Trucks % Trucks8911028172291102575420220968229470284665
Passenger Veh % Passenger Veh100100100010094.493.5100093.896.495.2100097.010094.697.9095.395.1
Trucks % Trucks00000116001721003013101434
Passenger Veh % Passenger Veh000005.66.5006.23.64.8003.005.42.104.74.9
===== PAGE 99 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Image
File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No : 6 ===== PAGE 100 ===== # Data Collection Group LSmith@DataCollectionGroup.net File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No :7
Dogwood Dr From NorthMarket St From EastDogwood Dr From SouthMarket St From West
Start TimeLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalLeftThruRightU-TurnApp. TotalInt. Total
Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM2190129116201273565046289270118303
04:45 PM014054114201201957031283180103259
05:00 PM24501151124012127107044391230117293
05:15 PM27601541346014432517054189160106319
Total Volume % App. Total61324043224761405121132636017583528404441174
PHF1430.255.804.3932.7064.614.920.601.879.318.90
Passenger Veh % Passenger Veh.750.464.667.000.717.611.888.583.000.889.807.650.529.000.810.667.967.778.000.941.920
Trucks % Trucks51323041224761405121132536017483478404391166
% Trucks83.310095.8095.3100100100010010096.2100099.410098.6100098.999.3
Passenger Veh % Passenger Veh101020000001001050058
% Trucks16.704.204.70000003.8000.601.4001.10.7
===== PAGE 101 ===== ### Data Collection Group LSmith@DataCollectionGroup.net
Market St Out In 612 1 613Out In 47 1 48 23 13 24 13 23 13 24 13 23 13 24 13Out In 41 2 43 3 47 1 48 23 13 24 13 23 13Out In 388 6 512 0 900 6 906 0 394 14 476 22 22 0 Left U-Turn Left U-Turn Left Left
File Name : Market and Dogwood Site Code : Start Date : 4/16/2024 Page No : 8 ===== PAGE 102 =====
Dogwood Dr From NorthGroup 1: Market St From EastGroup 2: Dogwood Dr From SouthMarket St From West
Start TimeLeftThruRightPedsApp. TotalLeftThruRightPedsApp. TotalLeftThruRightPedsApp. TotalLeftThruRightPedsApp. TotalInt. Total
07:00 AM000000000000000000001
07:15 AM000110000000000000002
07:45 AM000000200200000000013
Total000110200200000010236
08:00 AM010010000000011000002
08:15 AM000000000000000010001
08:30 AM000110012300022010017
Total0101200123000330200210
11:00 AM000000001100000000112
11:15 AM000000100100000001012
11:30 AM000110000000000000001
11:45 AM000110000000011000002
Total000220101200011001127
12:00 PM000000000000011000001
12:15 PM000000000000000002022
12:30 PM000000000000000010011
Total000000000000011012034
04:00 PM000000310400000000115
04:15 PM000000103400011100016
04:30 PM000000001100011000113
04:45 PM010010201300011000005
Total01001061512000331002319
05:00 PM021140000002002002028
05:15 PM010010000002002000225
05:30 PM01012000000907160002220
05:45 PM000110002200000020136
Total041380002201307200225939
Grand Total061714092102101301528165102285
Approx %042.97.150042.99.547.6046.4053.64.527.322.745.5
Total %07.11.28.216.5010.62.411.824.7015.3017.632.91.27.15.911.825.9
Bikes06107092011013001316501243
% Bikes01001000500100100052.401000046.4100100100054.550.6
Peds0007700010100001515000101042
===== PAGE 103 =====
Data Collection Group LSmith@DataCollectionGroup.net
% Peds0001005000010047.600010053.600010045.549.4
===== PAGE 104 ===== (see graphic for description of Area A and Area B)
NB Park RdSB Park RdEB Park RdAreaNB Park RdSB Park RdEB Park RdAreaArea
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftLeft
5-6 AM
6-7 AM11
7-8 AM11121
8-9AM11411
9-10 AM21132114
10-11 AM1231341112
11-12 PM15221012112
12-1 PM1225415
1-2 PM71101412112
2-3 PM112226243212
3-4 PM23121321223
4-5 PM1152221224
5-6 PM1641224
6-7 PM232313112
7-8 PM132132221
8-9 PM54
1613000241126012838311501791300
10268
===== PAGE 105 ===== LOCATION Market St at Westover Park DATE 4/15/2024 (see graphic for description of Area A and Area B)
NB Park RdSB Park RdEB Park RdAreaNB Park RdSB Park RdEB Park RdAreaArea
LeftThruRightLeftThruRightLeftThruRightAreaLeftThruRightLeftThruRightLeftThruRightAreaLeft
5-6 AM1
6-7 AM11111
7-8 AM22113411
8-9AM31
9-10 AM31411
10-11 AM1215211
11-12 PM21432
12-1 PM22345112
1-2 PM112414
2-3 PM124252
3-4 PM12112221
4-5 PM14115411
5-6 PM31110101
6-7 PM51212
7-8 PM47262112
8-9 PM111
211100013560224144101008260140
13560224144101008260140
===== PAGE 106 =====
LOCATION Market St at Westover Park DATE 4/16/2024 (see graphic for description of Area A and Area B)
PEDESTRIANS
Image
===== PAGE 107 =====
LOCATION Market St at Westover Park DATE 4/17/2024 (see graphic for description of Area A and Area B)
PEDESTRIANS
BIKES
Image
===== PAGE 108 =====
LOCATION Market St at Westover Park DATE 4/18/2024 (see graphic for description of Area A and Area B)
PEDESTRIANS
BIKES
Image
===== PAGE 109 ===== (see graphic for description of Area A and Area B)
NB Park RdSB Park RdEB Park RdAreaNB Park RdSB Park RdEB Park RdAreaArea
LeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftThruRightLeftLeftThru
5-6 AM1
6-7 AM312211
7-8 AM1112151
8-9AM31111
9-10 AM1111211
10-11 AM211211211
11-12 PM13111212
12-1 PM19101
1-2 PM1761
2-3 PM213222
3-4 PM2910151
4-5 PM16323312
5-6 PM1551111
6-7 PM31114635
7-8 PM2233112
8-9 PM12
111100117901644531520011770120
54
===== PAGE 110 ===== LOCATION Market St at Westover Park DATE#### (see graphic for description of Area A and Area B)
NB Park RdPEDESTRIANSBIKES
LeftThruRightSB Park RdEB Park RdAreaNB Park RdSB Park RdEB Park RdAreaArea
LeftThruRightLeftThruRightABLeftThruRightLeftThruRightLeftThruRightA
5-6 AM1
6-7 AM213221
7-8 AM4111991
8-9AM3122
9-10 AM41310151
10-11 AM111218171
11-12 PM111010111
12-1 PM132211
1-2 PM2331514
2-3 PM11415112
3-4 PM221012113
4-5 PM11112231115
5-6 PM1222213
6-7 PM133
7-8 PM27222111
8-9 PM1221
131300233140218891111300366070
0
136
===== PAGE 111 =====
Image
There was considerable use of the areas labeled "Area A" and "Area B". These bicyclists / ped's cut thru the grass areas and did not stay on the roads. ===== PAGE 112 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
Image
===== PAGE 113 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
Image
===== PAGE 114 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
Image
===== PAGE 115 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
Image
===== PAGE 116 =====
Market St near Thomas Harrison Middle School 4/18/2024
LOCATION DATE
PEDESTRIANS WB Market Left | Thru | Right | EB Market 2 | 5 | 2 | 2 7-8 AM | 1 | 1 | 1 8-9 AM | 1 | 3 | 1 9-10 AM | 10-11 AM | 3 | 1 11-12 PM | 12-1 PM | 3 | 1 1-2 PM | 2-3 PM | 1 | 4 3-4 PM | 4-5 PM | 1 | 1 5-6 PM | 6-7 PM | 1 | 2 7-8 PM | 8-9 PM | 1 | 2 WB Market Left | Thru | Right | EB Market 1 | 1 | 1 | 1 2 | 3 | 1 | 1 3 | 4 | 2 | 1 4 | 5 | 1 | 1 5-6 PM | 6-7 PM | 2 | 1 7-8 PM | 8-9 PM | 2 | 1 ===== PAGE 117 =====
Market St near Thomas Harrison Middle School
LOCATION DATE
Image
===== PAGE 118 =====
LOCATION Market St near Thomas Harrison Middle School DATE 4/20/2024
WB MarketPEDESTRIANSBIKES
LeftThruRightLeftEB MarketNB TrailWB MarketEB MarketNB Trail
5-6 AM3
6-7 AM
7-8 AM2111
8-9AM21
9-10 AM112
10-11 AM111
11-12 PM112
12-1 PM1211
1-2 PM1331
2-3 PM312
3-4 PM212
4-5 PM22231
5-6 PM21111
6-7 PM12
7-8 PM12111
8-9 PM11
===== PAGE 119 ===== APPENDIX B – CAPACI TY ANALYSIS WORKSHEETS FOR EXISTING CONDI TIONS ===== PAGE 120 =====
[F2] Image
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)40150009141741582
Future Volume (Veh/h)40150009141741582
Sign ControlStopStopFreeFree
Grade0%0%0%0%
Peak Hour Factor0.920.920.920.920.920.920.920.920.920.920.920.92
Hourly flow rate (vph)401600010153841722
Pedestrians77
Lane Width (ft)12.012.0
Walking Speed (ft/s)3.53.5
Percent Blockage11
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume372369180374366164181161
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol372369180374366164181161
tC, single (s)7.66.56.37.16.56.24.24.1
tC, 2 stage (s)
tF (s)4.04.03.43.54.03.32.32.2
p0 queue free %991009810010010099100
cM capacity (veh/h)49355483056855688013331430
Direction, Lane #EB 1WB 1NB 1SB 1
Volume Total200171178
Volume Left40104
Volume Right16082
cSH730170013331430
Volume to Capacity0.030.010.010.00
Queue Length 95th (ft)2010
Control Delay (s)10.10.00.50.2
Lane LOSBAAA
Approach Delay (s)10.10.00.50.2
Approach LOSBA
Intersection Summary
Average Delay0.9
Intersection Capacity Utilization22.2%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 121 =====
Image
MovementEBLEBRNBLNBTSBTSBR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)266341551747
Future Volume (Veh/h)266341551747
Sign ControlStopFreeFree
Grade0%0%0%
Peak Hour Factor0.950.950.950.950.950.95
Hourly flow rate (vph)269361631837
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume422186190
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol422186190
tC, single (s)6.46.24.2
tC, 2 stage (s)
tF (s)3.53.32.3
p0 queue free %1009297
cM capacity (veh/h)5778561343
Direction, Lane #EB 1NB 1SB 1
Volume Total71199190
Volume Left2360
Volume Right6907
cSH84413431700
Volume to Capacity0.080.030.11
Queue Length 95th (ft)720
Control Delay (s)9.71.60.0
Lane LOSAA
Approach Delay (s)9.71.60.0
Approach LOSA
Intersection Summary
Average Delay2.2
Intersection Capacity Utilization33.8%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 122 =====
uparrowuparrowuparrowdownarrowdownarrowdownarrowuparrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementNBLNBTNBRSBLSBTSBRNELNETNERSWLSWTSWR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)341035513889763217119
Future Volume (Veh/h)341035513889763217119
Sign ControlFreeFreeStopStop
Grade0%0%0%0%
Peak Hour Factor0.940.940.940.940.940.940.940.940.940.940.940.94
Hourly flow rate (vph)3611055147958132271210
Pedestrians11
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage1
Right turn flare (veh)2
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume253115416402206402448112
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol253115416402206402448112
tC, single (s)4.24.17.26.56.27.16.56.3
tC, 2 stage (s)
tF (s)2.32.23.64.03.33.54.03.4
p0 queue free %97100849997999899
cM capacity (veh/h)12591487494517831528488922
Direction, Lane #NB 1SB 1NE 1SW 1
Volume Total15124710629
Volume Left365817
Volume Right5952210
cSH12591487625595
Volume to Capacity0.030.000.170.05
Queue Length 95th (ft)20154
Control Delay (s)2.10.212.911.4
Lane LOSAABB
Approach Delay (s)2.10.212.911.4
Approach LOSBB
Intersection Summary
Average Delay3.8
Intersection Capacity Utilization42.0%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 123 =====
Image
Lane GroupEBTWBTNBTNBRSBT
Lane Group Flow (vph)493341893742
v/c Ratio0.270.180.310.100.16
Control Delay9.19.023.40.615.6
Queue Delay0.00.00.00.00.0
Total Delay9.19.023.40.615.6
Queue Length 50th (ft)29201904
Queue Length 95th (ft)825954025
Internal Link Dist (ft)1315467445637
Turn Bay Length (ft)100
Base Capacity (vph)18291873669693682
Starvation Cap Reductn00000
Spillback Cap Reductn00000
Storage Cap Reductn00000
Reduced v/c Ratio0.270.180.130.050.06
Intersection Summary
===== PAGE 124 =====
Image
uparrowdownarrowdownarrowuparrowuparrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurationsuparrowuparrowuparrowuparrowuparrowuparrowuparrowdownarrow
Traffic Volume (vph)103354411255360102931218
Future Volume (vph)103354411255360102931218
Ideal Flow (vphpl)190019001900190019001900190019001900190019001900
Total Lost time (s)6.76.75.55.55.5
Lane Util. Factor0.950.951.001.001.00
Frt0.981.001.000.850.93
Flt Protected1.001.000.961.001.00
Satd. Flow (prot)32493390175216151751
Flt Permitted0.940.930.961.001.00
Satd. Flow (perm)30673157175216151751
Peak-hour factor, PHF0.790.790.790.790.790.790.790.790.790.790.790.79
Adj. Flow (vph)134245614323476133741523
RTOR Reduction (vph)09000000320220
Lane Group Flow (vph)048400341008950200
Heavy Vehicles (%)20%9%7%0%6%33%3%10%0%0%0%0%
Turn TypePermNAPermNASplitNAPermSplitNA
Protected Phases268844
Permitted Phases268
Actuated Green, G (s)29.329.36.96.92.7
Effective Green, g (s)29.329.36.96.92.7
Actuated g/C Ratio0.520.520.120.120.05
Clearance Time (s)6.76.75.55.55.5
Vehicle Extension (s)3.03.03.03.03.0
Lane Grp Cap (vph)1587163421319683
v/s Ratio Protc0.05c0.01
v/s Ratio Permc0.160.110.00
v/c Ratio0.310.210.420.020.24
Uniform Delay, d17.87.423.021.926.0
Progression Factor1.001.001.001.001.00
Incremental Delay, d20.50.31.30.01.5
Delay (s)8.37.724.321.927.5
Level of ServiceAACCC
Approach Delay (s)8.37.723.627.5
Approach LOSAACC
Intersection Summary
HCM 2000 Control Delay10.8HCM 2000 Level of ServiceB
HCM 2000 Volume to Capacity ratio0.32
Actuated Cycle Length (s)56.6Sum of lost time (s)17.7
Intersection Capacity Utilization38.7%ICU Level of ServiceA
Analysis Period (min)15
c Critical Lane Group
===== PAGE 125 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
MovementEBNBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)452626
Average Queue (ft)1112
95th Queue (ft)331113
Link Distance (ft)941249
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Greystone Street & Chicago Avenue
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)4253
Average Queue (ft)178
95th Queue (ft)3433
Link Distance (ft)845196
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Waterman Drive & Chicago Avenue
MovementNBSBNENESW
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)4912754346
Average Queue (ft)71241715
95th Queue (ft)286554539
Link Distance (ft)679196463396
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)10
Queuing Penalty (veh)00
===== PAGE 126 =====
Intersection: 4: Dogwood Drive & W Market Street
MovementEBEBWBWBNBNBSB
Directions ServedLTTRLTTRLTRLTR
Maximum Queue (ft)1309812058914660
Average Queue (ft)5224378381523
95th Queue (ft)101668233734251
Link Distance (ft)508508483676
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)100
Storage Blk Time (%)00
Queuing Penalty (veh)00
Zone Summary
Zone wide Queuing Penalty: 0
===== PAGE 127 =====
MovementEBLEBTEBRWBLWBTImage[F3][F5][F2]
Lane Configurations
Traffic Volume (veh/h)501941112166301527
Future Volume (Veh/h)501941112166301527
Sign ControlStopStopFreeFree
Grade0%0%0%0%
Peak Hour Factor0.810.810.810.810.810.810.810.810.810.810.810.810.81
Hourly flow rate (vph)602351115205401889
Pedestrians6
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage1
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume437438198452440207203209
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol437438198452440207203209
tC, single (s)7.16.56.27.16.56.24.14.1
tC, 2 stage (s)
tF (s)3.54.03.33.54.03.32.22.2
p0 queue free %99100979910010099100
cM capacity (veh/h)52250784350050683913731374
Direction, Lane #EB 1WB 1NB 1SB 1
Volume Total297224197
Volume Left65150
Volume Right23149
cSH74853213731374
Volume to Capacity0.040.010.010.00
Queue Length 95th (ft)3110
Control Delay (s)10.011.90.60.0
Lane LOSBBA
Approach Delay (s)10.011.90.60.0
Approach LOSBB
Intersection Summary
Average Delay1.1
Intersection Capacity Utilization28.8%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 128 =====
Image
MovementEBLEBRNBLNBTSBTSBR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)443521811758
Future Volume (Veh/h)443521811758
Sign ControlStopFreeFree
Grade0%0%0%
Peak Hour Factor0.840.840.840.840.840.84
Hourly flow rate (vph)5516221520810
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume552213218
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol552213218
tC, single (s)6.46.24.1
tC, 2 stage (s)
tF (s)3.53.32.2
p0 queue free %999495
cM capacity (veh/h)4758271352
Direction, Lane #EB 1NB 1SB 1
Volume Total56277218
Volume Left5620
Volume Right51010
cSH77613521700
Volume to Capacity0.070.050.13
Queue Length 95th (ft)640
Control Delay (s)10.02.10.0
Lane LOSBA
Approach Delay (s)10.02.10.0
Approach LOSB
Intersection Summary
Average Delay2.1
Intersection Capacity Utilization35.4%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 129 =====
uparrowuparrowuparrowdownarrowdownarrowdownarrowuparrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementNBLNBTNBRSBLSBTSBRNELNETNERSWLSWTSWR
Lane Configurations≤ ftrightarrow≤ ftrightarrowuparrowuparrow≤ ftrightarrow
Traffic Volume (veh/h)2213261111397895372311
Future Volume (Veh/h)2213261111397895372311
Sign ControlFreeFreeStopStop
Grade0%0%0%0%
Peak Hour Factor0.860.860.860.860.860.860.860.860.860.860.860.86
Hourly flow rate (vph)261537131311131036432313
Pedestrians5
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage0
Right turn flare (veh)2
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume249160442430192446484156
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol249160442430192446484156
tC, single (s)4.24.27.26.56.27.16.56.2
tC, 2 stage (s)
tF (s)2.32.33.64.03.33.54.03.3
p0 queue free %98997999951009999
cM capacity (veh/h)12441378492502837481469894
Direction, Lane #NB 1SB 1NE 1SW 1
Volume Total18625715218
Volume Left26131032
Volume Right71134313
cSH12441378687717
Volume to Capacity0.020.010.220.03
Queue Length 95th (ft)21212
Control Delay (s)1.30.513.010.1
Lane LOSAABB
Approach Delay (s)1.30.513.010.1
Approach LOSBB
Intersection Summary
Average Delay4.1
Intersection Capacity Utilization34.0%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 130 =====
Lane GroupEBTWBTNBTNBRSBT
Lane Group Flow (vph)310285802328
v/c Ratio0.240.230.130.030.04
Control Delay8.09.29.33.06.7
Queue Delay0.00.00.00.00.0
Total Delay8.09.29.33.06.7
Queue Length 50th (ft)21231203
Queue Length 95th (ft)414232713
Internal Link Dist (ft)1315467164637
Turn Bay Length (ft)100
Base Capacity (vph)13071252601667687
Starvation Cap Reductn00000
Spillback Cap Reductn00000
Storage Cap Reductn00000
Reduced v/c Ratio0.240.230.130.030.04
Intersection Summary
===== PAGE 131 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
MovementEBWBNB
Directions ServedLTRLTRLTR
Maximum Queue (ft)283536
Average Queue (ft)953
95th Queue (ft)242520
Link Distance (ft)134941
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Greystone Street & Chicago Avenue
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)4254
Average Queue (ft)1411
95th Queue (ft)3040
Link Distance (ft)845196
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Waterman Drive & Chicago Avenue
MovementNBSBNENESW
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)4224726031
Average Queue (ft)51252612
95th Queue (ft)2210555532
Link Distance (ft)679196463396
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)10
Queuing Penalty (veh)00
===== PAGE 132 =====
Intersection: 4: Dogwood Drive & W Market Street
MovementEBEBWBWBNBNBSB
Directions ServedLTTRLTTRLTRLTR
Maximum Queue (ft)1138611861914548
Average Queue (ft)56305614321013
95th Queue (ft)94669942693539
Link Distance (ft)508508483676
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)100
Storage Blk Time (%)00
Queuing Penalty (veh)00
Zone Summary
Zone wide Queuing Penalty: 1
===== PAGE 133 =====
Chicago Ave - PM Peak Hour 1: Chicago Avenue & Shenandoah Street
PM Peak Hour HCM Unsignalized Intersection Capacity Analysis
Image
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)5017803251921524912
Future Volume (Veh/h)5017803251921524912
Sign ControlStopStopFreeFree
Grade0%0%0%0%
Peak Hour Factor0.870.870.870.870.870.870.870.870.870.870.870.87
Hourly flow rate (vph)6020903292211628614
Pedestrians5
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage0
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume592590298604596222305222
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol592590298604596222305222
tC, single (s)7.16.56.37.16.56.24.14.1
tC, 2 stage (s)
tF (s)3.54.03.43.54.03.32.22.2
p0 queue free %99100979810010098100
cM capacity (veh/h)40740972939240682312391359
Direction, Lane #EB 1WB 1NB 1SB 1
Volume Total2612251306
Volume Left69296
Volume Right203114
cSH61645112391359
Volume to Capacity0.040.030.020.00
Queue Length 95th (ft)3220
Control Delay (s)11.113.21.10.2
Lane LOSBBAA
Approach Delay (s)11.113.21.10.2
Approach LOSBB
Intersection Summary
Average Delay1.3
Intersection Capacity Utilization34.1%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 134 =====
Image
MovementEBLEBRNBLNBTSBTSBR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)848902342857
Future Volume (Veh/h)848902342857
Sign ControlStopFreeFree
Grade0%0%0%
Peak Hour Factor0.890.890.890.890.890.89
Hourly flow rate (vph)9541012633208
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume789324328
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol789324328
tC, single (s)6.46.24.1
tC, 2 stage (s)
tF (s)3.53.32.2
p0 queue free %979292
cM capacity (veh/h)3337171243
Direction, Lane #EB 1NB 1SB 1
Volume Total63364328
Volume Left91010
Volume Right5408
cSH61612431700
Volume to Capacity0.100.080.19
Queue Length 95th (ft)970
Control Delay (s)11.52.80.0
Lane LOSBA
Approach Delay (s)11.52.80.0
Approach LOSB
Intersection Summary
Average Delay2.3
Intersection Capacity Utilization46.1%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 135 =====
uparrowuparrowuparrowdownarrowdownarrowdownarrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementNBLNBTNBRSBLSBTSBRNELNETNERSWLSWTSWR
Lane Configurationsuparrowdownarrowuparrowdownarrowuparrowuparrowuparrowuparrowuparrowdownarrow
Traffic Volume (veh/h)2621120191881261071238131112
Future Volume (Veh/h)2621120191881261071238131112
Sign ControlFreeFreeStopStop
Grade0%0%0%0%
Peak Hour Factor0.870.870.870.870.870.870.870.870.870.870.870.870.87
Hourly flow rate (vph)3024323222161451231444151314
Pedestrians7
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage1
Right turn flare (veh)2
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume368266674666296676726254
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol368266674666296676726254
tC, single (s)4.14.17.16.56.27.16.56.2
tC, 2 stage (s)
tF (s)2.22.23.54.03.33.54.03.3
p0 queue free %9798639694959698
cM capacity (veh/h)11941310333365744326336789
Direction, Lane #NB 1SB 1NE 1SW 1
Volume Total29638318142
Volume Left302212315
Volume Right231454414
cSH11941310445410
Volume to Capacity0.030.020.410.10
Queue Length 95th (ft)21498
Control Delay (s)1.00.619.814.8
Lane LOSAACB
Approach Delay (s)1.00.619.814.8
Approach LOSCB
Intersection Summary
Average Delay5.2
Intersection Capacity Utilization42.0%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 136 =====
Lane GroupEBTWBTNBTNBRSBT
Lane Group Flow (vph)4835561513947
v/c Ratio0.360.420.270.060.07
Control Delay8.810.810.73.95.7
Queue Delay0.00.00.00.00.0
Total Delay8.810.810.73.95.7
Queue Length 50th (ft)35502503
Queue Length 95th (ft)6281551217
Internal Link Dist (ft)1315467164637
Turn Bay Length (ft)100
Base Capacity (vph)13581334568669663
Starvation Cap Reductn00000
Spillback Cap Reductn00000
Storage Cap Reductn00000
Reduced v/c Ratio0.360.420.270.060.07
Intersection Summary
===== PAGE 137 ===== c Critical Lane Group
Image
uparrowdownarrowdownarrowuparrowuparrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurationsuparrowuparrowuparrowuparrowuparrowuparrow
Traffic Volume (vph)8352842247614113263661324
Future Volume (vph)8352842247614113263661324
Ideal Flow (vphpl)190019001900190019001900190019001900190019001900
Total Lost time (s)4.54.54.54.54.5
Lane Util. Factor0.950.951.001.001.00
Frt0.971.001.000.850.93
Flt Protected1.001.000.961.000.99
Satd. Flow (prot)34773588181216151666
Flt Permitted0.940.930.751.000.96
Satd. Flow (perm)32853326142016151619
Peak-hour factor, PHF0.920.920.920.920.920.920.920.920.920.920.920.92
Adj. Flow (vph)9383912451715123283971426
RTOR Reduction (vph)044004000230160
Lane Group Flow (vph)04390055200151160310
Heavy Vehicles (%)0%1%0%0%0%0%0%4%0%17%0%4%
Turn TypePermNAPermNAPermNAPermPermNA
Protected Phases4826
Permitted Phases48226
Actuated Green, G (s)18.018.018.018.018.0
Effective Green, g (s)18.018.018.018.018.0
Actuated g/C Ratio0.400.400.400.400.40
Clearance Time (s)4.54.54.54.54.5
Lane Grp Cap (vph)13141330568646647
v/s Ratio Prot
v/s Ratio Perm0.13c0.17c0.110.010.02
v/c Ratio0.330.410.270.020.05
Uniform Delay, d19.39.79.18.28.3
Progression Factor1.001.001.001.001.00
Incremental Delay, d20.71.01.10.10.1
Delay (s)10.010.710.28.28.4
Level of ServiceBBBAA
Approach Delay (s)10.010.79.88.4
Approach LOSBBAA
Intersection Summary
HCM 2000 Control Delay10.2HCM 2000 Level of ServiceB
HCM 2000 Volume to Capacity ratio0.34
Actuated Cycle Length (s)45.0Sum of lost time (s)9.0
Intersection Capacity Utilization51.6%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 138 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
MovementEBWBNBSB
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)30355116
Average Queue (ft)91171
95th Queue (ft)2535339
Link Distance (ft)134941249
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Greystone Street & Chicago Avenue
MovementEBNBSB
Directions ServedLRLTTR
Maximum Queue (ft)48792
Average Queue (ft)16260
95th Queue (ft)35662
Link Distance (ft)845196941
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Waterman Drive & Chicago Avenue
MovementNBSBNENESW
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)75401214957
Average Queue (ft)94382719
95th Queue (ft)4220845444
Link Distance (ft)679196463396
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)50
Queuing Penalty (veh)21
===== PAGE 139 =====
Intersection: 4: Dogwood Drive & W Market Street
MovementEBEBWBWBNBNBSB
Directions ServedLTTRLTTRLTRLTR
Maximum Queue (ft)128103153121945461
Average Queue (ft)68418231421518
95th Queue (ft)1098013278794348
Link Distance (ft)508508483676
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)100
Storage Blk Time (%)00
Queuing Penalty (veh)00
Zone Summary
Zone wide Queuing Penalty: 3
===== PAGE 140 ===== APPENDIX C – CAPACITY ANALYSIS FOR 2034 BACKGROUND CONDI TIONS ===== PAGE 141 =====
Image
uparrowdownarrowdownarrowuparrow[F4]uparrow[F3][F5]downarrow[F2]
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurationsuparrowuparrowuparrow
Traffic Volume (veh/h)501800011172951932
Future Volume (Veh/h)501800011172951932
Sign ControlStopStopFreeFree
Grade0%0%0%0%
Peak Hour Factor0.920.920.920.920.920.920.920.920.920.920.920.92
Hourly flow rate (vph)5020000121871052102
Pedestrians77
Lane Width (ft)12.012.0
Walking Speed (ft/s)3.53.5
Percent Blockage11
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume451449218457445199219197
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol451449218457445199219197
tC, single (s)7.66.56.37.16.56.24.24.1
tC, 2 stage (s)
tF (s)4.04.03.43.54.03.32.32.2
p0 queue free %991009710010010099100
cM capacity (veh/h)43349879049750184112901388
Direction, Lane #EB 1WB 1NB 1SB 1
Volume Total250209217
Volume Left50125
Volume Right200102
cSH678170012901388
Volume to Capacity0.040.000.010.00
Queue Length 95th (ft)3010
Control Delay (s)10.50.00.50.2
Lane LOSBAAA
Approach Delay (s)10.50.00.50.2
Approach LOSBA
Intersection Summary
Average Delay0.9
Intersection Capacity Utilization24.9%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 142 =====
Image
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Volume (veh/h)280411892129
Future Volume (Veh/h)280411892129
Sign ControlStopFreeFree
Grade0%0%0%
Peak Hour Factor0.950.950.950.950.950.95
Hourly flow rate (vph)284431992239
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume512228232
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol512228232
tC, single (s)6.46.24.2
tC, 2 stage (s)
tF (s)3.53.32.3
p0 queue free %1009097
cM capacity (veh/h)5088121295
Direction, Lane #EB 1NB 1SB 1
Volume Total86242232
Volume Left2430
Volume Right8409
cSH80112951700
Volume to Capacity0.110.030.14
Queue Length 95th (ft)930
Control Delay (s)10.01.60.0
Lane LOSBA
Approach Delay (s)10.01.60.0
Approach LOSB
Intersection Summary
Average Delay2.3
Intersection Capacity Utilization39.0%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 143 =====
uparrowuparrowuparrowdownarrowdownarrowdownarrowuparrowuparrowdownarrowdownarrowdownarrowdownarrowdownarrow
MovementNBLNBTNBRSBLSBTSBRNELNETNERSWLSWTSWR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)411266616812514446091311
Future Volume (Veh/h)411266616812514446091311
Sign ControlFreeFreeStopStop
Grade0%0%0%0%
Peak Hour Factor0.940.940.940.940.940.940.940.940.940.940.940.94
Hourly flow rate (vph)4413466179133153464101412
Pedestrians11
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage1
Right turn flare (veh)2
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume323140512496256516560137
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol323140512496256516560137
tC, single (s)4.24.17.26.56.27.16.56.3
tC, 2 stage (s)
tF (s)2.32.23.64.03.33.54.03.4
p0 queue free %96100639992989799
cM capacity (veh/h)11861456419453779414417893
Direction, Lane #NB 1SB 1NE 1SW 1
Volume Total18431822136
Volume Left44615310
Volume Right61336412
cSH11861456591506
Volume to Capacity0.040.000.370.07
Queue Length 95th (ft)30436
Control Delay (s)2.20.216.112.7
Lane LOSAACB
Approach Delay (s)2.20.216.112.7
Approach LOSCB
Intersection Summary
Average Delay5.9
Intersection Capacity Utilization51.4%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 144 =====
Image
Lane GroupEBTWBTNBTNBRSBT
Lane Group Flow (vph)515356923844
v/c Ratio0.280.190.360.100.19
Control Delay8.88.621.61.114.1
Queue Delay0.00.00.00.00.0
Total Delay8.88.621.61.114.1
Queue Length 50th (ft)23151603
Queue Length 95th (ft)1017160429
Internal Link Dist (ft)1315467164637
Turn Bay Length (ft)100
Base Capacity (vph)18281879542717524
Starvation Cap Reductn00000
Spillback Cap Reductn00000
Storage Cap Reductn00000
Reduced v/c Ratio0.280.190.170.050.08
Intersection Summary
===== PAGE 145 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
MovementEBNBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)554030
Average Queue (ft)1332
95th Queue (ft)392015
Link Distance (ft)941249
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Greystone Street & Chicago Avenue
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)5784
Average Queue (ft)2014
95th Queue (ft)4050
Link Distance (ft)845196
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Waterman Drive & Chicago Avenue
MovementNBSBNENESW
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)77301285054
Average Queue (ft)122483219
95th Queue (ft)46151025645
Link Distance (ft)274196462396
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)71
Queuing Penalty (veh)41
===== PAGE 146 =====
Intersection: 4: Dogwood Drive & W Market Street
MovementEBEBWBWBNBNBSB
Directions ServedLTTRLTTRLTRLTR
Maximum Queue (ft)1309011654905354
Average Queue (ft)5628418362025
95th Queue (ft)106708533724853
Link Distance (ft)507507204676
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)100
Storage Blk Time (%)00
Queuing Penalty (veh)00
Intersection: 6: Chicago Avenue & Mount Clinton Pike
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 7: College Avenue & Shenandoah Street
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
===== PAGE 147 =====
Midday Peak Hour HCM Unsignalized Intersection Capacity Analysis
Image
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)602351115202401859
Future Volume (Veh/h)602351115202401859
Sign ControlStopStopFreeFree
Grade0%0%0%0%
Peak Hour Factor0.920.920.920.920.920.920.920.920.920.920.920.92
Hourly flow rate (vph)7025511162204020110
Pedestrians6
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage1
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume468468212485471222217224
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol468468212485471222217224
tC, single (s)7.16.56.27.16.56.24.14.1
tC, 2 stage (s)
tF (s)3.54.03.33.54.03.32.22.2
p0 queue free %99100979910010099100
cM capacity (veh/h)49848782847448582313571357
Direction, Lane #EB 1WB 1NB 1SB 1
Volume Total327240211
Volume Left75160
Volume Right251410
cSH72350713571357
Volume to Capacity0.040.010.010.00
Queue Length 95th (ft)3110
Control Delay (s)10.212.20.60.0
Lane LOSBBA
Approach Delay (s)10.212.20.60.0
Approach LOSBB
Intersection Summary
Average Delay1.1
Intersection Capacity Utilization33.2%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 148 =====
Image
MovementEBLEBRNBLNBTSBTSBR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)5526322121210
Future Volume (Veh/h)5526322121210
Sign ControlStopFreeFree
Grade0%0%0%
Peak Hour Factor0.920.920.920.920.920.92
Hourly flow rate (vph)5576824023011
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume612236241
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol612236241
tC, single (s)6.46.24.1
tC, 2 stage (s)
tF (s)3.53.32.2
p0 queue free %999395
cM capacity (veh/h)4368041326
Direction, Lane #EB 1NB 1SB 1
Volume Total62308241
Volume Left5680
Volume Right57011
cSH75213261700
Volume to Capacity0.080.050.14
Queue Length 95th (ft)740
Control Delay (s)10.22.10.0
Lane LOSBA
Approach Delay (s)10.22.10.0
Approach LOSB
Intersection Summary
Average Delay2.1
Intersection Capacity Utilization40.4%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 149 =====
uparrowuparrowuparrowdownarrowdownarrowdownarrowuparrowuparrowdownarrowdownarrowdownarrowdownarrowdownarrow
MovementNBLNBTNBRSBLSBTSBRNELNETNERSWLSWTSWR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)271617131381181086454313
Future Volume (Veh/h)271617131381181086454313
Sign ControlFreeFreeStopStop
Grade0%0%0%0%
Peak Hour Factor0.920.920.920.920.920.920.920.920.920.920.920.92
Hourly flow rate (vph)291758141501281177494314
Pedestrians5
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage0
Right turn flare (veh)2
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume283183500488219507548179
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol283183500488219507548179
tC, single (s)4.24.27.26.56.27.16.56.2
tC, 2 stage (s)
tF (s)2.32.33.64.03.33.54.03.3
p0 queue free %9899749894999998
cM capacity (veh/h)12081351448464809432429869
Direction, Lane #NB 1SB 1NE 1SW 1
Volume Total21229217321
Volume Left29141174
Volume Right81284914
cSH12081351626649
Volume to Capacity0.020.010.280.03
Queue Length 95th (ft)21283
Control Delay (s)1.30.514.310.7
Lane LOSAABB
Approach Delay (s)1.30.514.310.7
Approach LOSBB
Intersection Summary
Average Delay4.4
Intersection Capacity Utilization38.7%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 150 =====
Image
Lane GroupEBTWBTNBTNBRSBT
Lane Group Flow (vph)378348982835
v/c Ratio0.290.280.170.040.05
Control Delay8.49.69.73.56.6
Queue Delay0.00.00.00.00.0
Total Delay8.49.69.73.56.6
Queue Length 50th (ft)27281503
Queue Length 95th (ft)505138915
Internal Link Dist (ft)1315467164637
Turn Bay Length (ft)100
Base Capacity (vph)13091244591667684
Starvation Cap Reductn00000
Spillback Cap Reductn00000
Storage Cap Reductn00000
Reduced v/c Ratio0.290.280.170.040.05
Intersection Summary
===== PAGE 151 ===== c Critical Lane Group
Image
uparrowdownarrowdownarrowuparrowuparrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurationsuparrowuparrowuparrowuparrowuparrowuparrowuparrowdownarrow
Traffic Volume (vph)10295592229913682627101113
Future Volume (vph)10295592229913682627101113
Ideal Flow (vphpl)190019001900190019001900190019001900190019001900
Total Lost time (s)4.54.54.54.54.5
Lane Util. Factor0.950.951.001.001.00
Frt0.980.991.000.850.95
Flt Protected1.001.000.971.000.99
Satd. Flow (prot)33703353175816151772
Flt Permitted0.940.920.811.000.94
Satd. Flow (perm)31863094147716151690
Peak-hour factor, PHF0.960.960.960.960.960.960.960.960.960.960.960.96
Adj. Flow (vph)10307612331114712728101114
RTOR Reduction (vph)03500700017080
Lane Group Flow (vph)0343003410098110270
Heavy Vehicles (%)0%5%2%6%7%0%4%5%0%0%0%0%
Turn TypePermNAPermNAPermNAPermPermNA
Protected Phases4826
Permitted Phases48226
Actuated Green, G (s)18.018.018.018.018.0
Effective Green, g (s)18.018.018.018.018.0
Actuated g/C Ratio0.400.400.400.400.40
Clearance Time (s)4.54.54.54.54.5
Lane Grp Cap (vph)12741237590646676
v/s Ratio Prot
v/s Ratio Perm0.11c0.11c0.070.010.02
v/c Ratio0.270.280.170.020.04
Uniform Delay, d19.19.18.78.28.2
Progression Factor1.001.001.001.001.00
Incremental Delay, d20.50.60.60.00.1
Delay (s)9.69.79.38.28.3
Level of ServiceAAAAA
Approach Delay (s)9.69.79.08.3
Approach LOSAAAA
Intersection Summary
HCM 2000 Control Delay9.5HCM 2000 Level of ServiceA
HCM 2000 Volume to Capacity ratio0.22
Actuated Cycle Length (s)45.0Sum of lost time (s)9.0
Intersection Capacity Utilization42.0%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 152 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
MovementEBWBNBSB
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)3131373
Average Queue (ft)11640
95th Queue (ft)2626213
Link Distance (ft)134941249
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Greystone Street & Chicago Avenue
MovementEBNBSB
Directions ServedLRLTTR
Maximum Queue (ft)40662
Average Queue (ft)16140
95th Queue (ft)31472
Link Distance (ft)845196941
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Waterman Drive & Chicago Avenue
MovementNBSBNENESW
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)5244865537
Average Queue (ft)72323113
95th Queue (ft)3218695534
Link Distance (ft)274196462396
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)31
Queuing Penalty (veh)11
===== PAGE 153 =====
Intersection: 4: Dogwood Drive & W Market Street
MovementEBEBWBWBNBNBSB
Directions ServedLTTRLTTRLTRLTR
Maximum Queue (ft)1239413772965046
Average Queue (ft)63326417371216
95th Queue (ft)1066911147754142
Link Distance (ft)507507204676
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)100
Storage Blk Time (%)00
Queuing Penalty (veh)00
Zone Summary
Zone wide Queuing Penalty: 2
Zone wide Queuing Penalty: 2 ===== PAGE 154 =====
Image
[F3][F6]uparrow[F5][F2]downarrow[F8]
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)60211004302341630415
Future Volume (Veh/h)60211004302341630415
Sign ControlStopStopFreeFree
Grade0%0%0%0%
Peak Hour Factor0.920.920.920.920.920.920.920.920.920.920.920.92
Hourly flow rate (vph)70231104332541733016
Pedestrians5
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage0
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume682678343696686254351255
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol682678343696686254351255
tC, single (s)7.16.56.37.16.56.24.14.1
tC, 2 stage (s)
tF (s)3.54.03.43.54.03.32.22.2
p0 queue free %981009797100999799
cM capacity (veh/h)35336368733735978911911322
Direction, Lane #EB 1WB 1NB 1SB 1
Volume Total3015288353
Volume Left711337
Volume Right234116
cSH56339811911322
Volume to Capacity0.050.040.030.01
Queue Length 95th (ft)4320
Control Delay (s)11.814.41.20.2
Lane LOSBBAA
Approach Delay (s)11.814.41.20.2
Approach LOSBB
Intersection Summary
Average Delay1.4
Intersection Capacity Utilization39.2%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 155 =====
Image
MovementEBLEBRNBLNBTSBTSBR
Lane Configurationsuparrowuparrow
Traffic Volume (veh/h)10591102853477
Future Volume (Veh/h)10591102853477
Sign ControlStopFreeFree
Grade0%0%0%
Peak Hour Factor0.920.920.920.920.920.92
Hourly flow rate (vph)11641203103778
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume931381385
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol931381385
tC, single (s)6.46.24.1
tC, 2 stage (s)
tF (s)3.53.32.2
p0 queue free %969090
cM capacity (veh/h)2686661185
Direction, Lane #EB 1NB 1SB 1
Volume Total75430385
Volume Left111200
Volume Right6408
cSH54711851700
Volume to Capacity0.140.100.23
Queue Length 95th (ft)1280
Control Delay (s)12.63.10.0
Lane LOSBA
Approach Delay (s)12.63.10.0
Approach LOSB
Intersection Summary
Average Delay2.6
Intersection Capacity Utilization54.0%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 156 =====
uparrowuparrowuparrowdownarrowdownarrowdownarrowuparrowuparrowdownarrowdownarrowdownarrowdownarrow
MovementNBLNBTNBRSBLSBTSBRNELNETNERSWLSWTSWR
Lane Configurationsuparrowdownarrowuparrowdownarrowuparrowuparrowuparrowuparrowuparrowdownarrow
Traffic Volume (veh/h)3225724232292041631568161315
Future Volume (Veh/h)3225724232292041631568161315
Sign ControlFreeFreeStopStop
Grade0%0%0%0%
Peak Hour Factor0.920.920.920.920.920.920.920.920.920.920.920.92
Hourly flow rate (vph)3527926252492221771674171416
Pedestrians7
Lane Width (ft)12.0
Walking Speed (ft/s)3.5
Percent Blockage1
Right turn flare (veh)2
Median typeNoneNone
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume478305802792367817890292
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol478305802792367817890292
tC, single (s)4.14.17.16.56.27.16.56.2
tC, 2 stage (s)
tF (s)2.22.23.54.03.33.54.03.3
p0 queue free %9798349589939598
cM capacity (veh/h)10881267268305678243268752
Direction, Lane #NB 1SB 1NE 1SW 1
Volume Total34049626747
Volume Left352517717
Volume Right262227416
cSH10881267358328
Volume to Capacity0.030.020.750.14
Queue Length 95th (ft)2214612
Control Delay (s)1.20.639.417.8
Lane LOSAAEC
Approach Delay (s)1.20.639.417.8
Approach LOSEC
Intersection Summary
Average Delay10.5
Intersection Capacity Utilization53.1%ICU Level of ServiceA
Analysis Period (min)15
===== PAGE 157 =====
Lane GroupEBTWBTNBTNBRSBT
Lane Group Flow (vph)5886771854857
v/c Ratio0.430.510.330.070.09
Control Delay9.711.811.53.75.6
Queue Delay0.00.00.00.00.0
Total Delay9.711.811.53.75.6
Queue Length 50th (ft)46643104
Queue Length 95th (ft)78102681319
Internal Link Dist (ft)1315467164637
Turn Bay Length (ft)100
Base Capacity (vph)13531323554674665
Starvation Cap Reductn00000
Spillback Cap Reductn00000
Storage Cap Reductn00000
Reduced v/c Ratio0.430.510.330.070.09
Intersection Summary
===== PAGE 158 =====
Intersection: 1: Chicago Avenue & Shenandoah Street
MovementEBWBNBSB
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)35366526
Average Queue (ft)1113111
95th Queue (ft)28374310
Link Distance (ft)134941249
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: Greystone Street & Chicago Avenue
MovementEBNBSB
Directions ServedLRLTTR
Maximum Queue (ft)53852
Average Queue (ft)17330
95th Queue (ft)37732
Link Distance (ft)845196941
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Waterman Drive & Chicago Avenue
MovementNBSBNENESW
Directions ServedLTRLTRLTRLTR
Maximum Queue (ft)83772615064
Average Queue (ft)149903625
95th Queue (ft)51412026453
Link Distance (ft)274196462396
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)50
Storage Blk Time (%)262
Queuing Penalty (veh)183
===== PAGE 159 =====
Intersection: 4: Dogwood Drive & W Market Street
MovementEBEBWBWBNBNBSB
Directions ServedLTTRLTTRLTRLTR
Maximum Queue (ft)1551241951581247863
Average Queue (ft)78489943522122
95th Queue (ft)12690162105955554
Link Distance (ft)507507204676
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)100
Storage Blk Time (%)10
Queuing Penalty (veh)00
Intersection: 6: Chicago Avenue & Mount Clinton Pike
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 7: College Avenue & Shenandoah Street
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
===== PAGE 160 ===== # MOVEMENT SUMMARY # Site: 101 [2034 Background AM Peak (Site Folder: General)] New Site Site Category: (None) Roundabout
Vehicle Movement Performance
Mov IDTurnINPUT VOLUMES [Total veh/hDEVAND FLOWS [Total veh/hDEV. Sat. HV] %Deg. Sat. v/cAver. Level of Delay sec95% BACK OF QUEUE [Veh. vehProp. QueEffective Stop RateAver. No. CyclesAver. Speed mph
South: Chicago Avenue
3L2419.0459.00.1995.9LOS A1.129.70.430.280.4322.9
8T11265.01375.00.1995.7LOS A1.129.70.430.280.4323.0
18R2620.0720.00.1996.3LOS A1.129.70.430.280.4322.6
Approach1736.51886.50.1995.7LOS A1.129.70.430.280.4322.9
East: Waterman Drive
1L290.0100.00.0434.5LOS A0.25.40.500.340.5023.1
6T1130.0140.00.0434.5LOS A0.25.40.500.340.5023.1
16R21111.01211.00.0435.1LOS A0.25.40.500.340.5022.8
Approach333.7363.70.0434.7LOS A0.25.40.500.340.5023.0
North: Chicago Avenue
7L260.070.00.3056.1LOS A1.950.90.300.140.3022.9
4T11686.01836.00.3056.3LOS A1.950.90.300.140.3022.9
14R21258.01368.00.3056.4LOS A1.950.90.300.140.3022.6
Approach2996.73256.70.3056.4LOS A1.950.90.300.140.3022.8
West: Waterman Drive
5L214411.015711.00.2466.6LOS A1.437.30.460.320.4622.4
2T140.040.00.2466.1LOS A1.437.30.460.320.4622.5
12R2600.0650.00.2466.1LOS A1.437.30.460.320.4622.2
Approach2087.62267.60.2466.4LOS A1.437.30.460.320.4622.4
All Vehicles7136.87756.80.3056.2LOS A1.950.90.390.240.3922.7
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: SIDRA Standard. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. ===== PAGE 161 ===== # MOVEMENT SUMMARY # Site: 101 [2034 Background PM Peak (Site Folder: General)] New Site Site Category: (None) Roundabout
Vehicle Movement Performance
Mov IDTurnINPUT VOLUMESDEMAND FLOWSDeg. SatnAver. Delay secLevel of Service95% BACK OF QUEUEProp. QueEffective Stop RateAver. No. CyclesAver. Speed mph
[Total veh/hHV] %[Total veh/hHV] %[Veh. vehDist ] ft
South: Chicago Avenue
3L2320.0350.00.3557.5LOS A2.359.20.530.380.5322.6
8T12572.02792.00.3557.6LOS A2.359.20.530.380.5322.6
18R2240.0260.00.3557.5LOS A2.359.20.530.380.5322.3
Approach3131.63401.60.3557.6LOS A2.359.20.530.380.5322.6
East: Waterman Drive
1L2160.0170.00.0625.3LOS A0.38.10.590.440.5922.9
6T1130.0140.00.0625.3LOS A0.38.10.590.440.5922.9
16R2150.0160.00.0625.3LOS A0.38.10.590.440.5922.6
Approach440.0480.00.0625.3LOS A0.38.10.590.440.5922.8
North: Chicago Avenue
7L2230.0250.00.4417.8LOS A3.385.20.330.160.3322.5
4T12292.02492.00.4417.9LOS A3.385.20.330.160.3322.5
14R22043.02223.00.4417.9LOS A3.385.20.330.160.3322.2
Approach4562.34962.30.4417.9LOS A3.385.20.330.160.3322.4
West: Waterman Drive
5L21634.01774.00.2997.3LOS A1.845.40.550.420.5522.3
2T1150.0160.00.2997.1LOS A1.845.40.550.420.5522.3
12R2680.0740.00.2997.1LOS A1.845.40.550.420.5522.0
Approach2462.72672.70.2997.2LOS A1.845.40.550.420.5522.2
All Vehicles10592.111512.10.4417.6LOS A3.385.20.450.300.4522.4
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: SIDRA Standard. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. ===== PAGE 162 ===== APPENDIX D – PROPOSED IMPROVEMENTS AND COST ESTIMATES: CHI CAGO AVENUE CORRIDOR EXHI BI TS, CHI CAGO AVENUE AND WATERMAN DRIVE I INTERSECTI ON EXHI BI TS, PLANNING LEVEL COST ESTIMATES ===== PAGE 163 =====
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CHICAGO AVENUE FROM MT CLINTON PIKE TO SHENADOAH STREET ## FIGURE F-1 CHICAGO AVENUE CORRIDOR IMPROVEMENTS
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===== PAGE 164 =====
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CHICAGO AVENUE FROM SHENANDOAH STREET TO WATERMAN DRIVE ## FIGURE F-2 CHICAGO AVENUE CORRIDOR IMPROVEMENTS
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TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS. CITY OF HARRISONBURG
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LEGEND PROPOSED ASPHALT PATH PROPOSED CONCRETE SIDEWALK PROPOSED ADA PEDESTRIAN CURB RAMP PROPOSED DRIVEWAY APRON PROPOSED GRASS/LANDSCAPE AREA PROPOSED CURB & GUTTER EXISTING PARCELS (GIS) PROPOSED RIGHT-OF-WAY
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===== PAGE 165 =====
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APPROXIMATE LOCATION OF UTILITY POLE AT THE TIME OF DESIGN, SIZE OF SIDEWALK, BUFFER, AND PROPOSED RIGHT-OF-WAY MAY BE ADJUSTED BASED ON SURVEYED LOCATION OF U/P EXISTING HDPT BUS STOP CHICAGO AVENUE FROM WATERMAN DRIVE TO ROCKINGHAM DRIVE CHICAGO AVENUE RELOCATE PARKING SPACES AT THE TIME OF DESIGN, IMPACTED PARKING MAY BE ADJUSTED BASED ON SURVEY DATA AND FINALIZED ENTRANCE DESIGN. THE SHOWN IMPROVEMENTS ARE CONCEPTUAL AND FOR FEASIBILITY PURPOSES ONLY. CHICAGO AVENUE FROM SHENANDOAH STREET TO WATERMAN DRIVE ## FIGURE F-3 CHICAGO AVENUE CORRIDOR IMPROVEMENTS
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## LEGEND PROPOSED ASPHALT PATH
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PROPOSED CONCRETE SIDEWALK PROPOSED ADA PEDESTRIAN CURB RAMP PROPOSED DRIVEWAY APRON PROPOSED GRASS/LANDSCAPE AREA PROPOSED CURB & GUTTER EXISTING PARCELS (GIS) PROPOSED RIGHT-OF-WAY ===== PAGE 166 ===== END WATERMAN DRIVE PROPOSED IMPROVEMENTS SHARED-USE PATH CONNECTION TO W MARKET STREET TO BE COMPLETED BY OTHERS
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WATERMAN DRIVE FROM CHICAGO AVENUE TO TAX PARCEL 036-T-1 ## FIGURE F-4 WATERMAN DRIVE CORRIDOR IMPROVEMENTS
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CITY OF HARRISONBURG
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===== PAGE 167 =====
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PROPOSED PEDESTRIAN CROSSING WITH RECTANGULAR RAPID-FLASHING BEACON (RRFB) PER THE APPROVED QUARRY HEIGHTS REZONING, THE PROPERTY SHALL PROVIDE A PUBLIC SHARED USE PATH CONNECTION TO W MARKET STREET AT THIS LOCATION*CITY OF HARRISONBURG IS CURRENTLY STUDYING A POTENTIAL ROAD DIET ON W MARKET STREET. IF A ROAD DIET IS PURSUED, A BUFFER AREA COULD BE INCLUDED FOR THE 10' EXISTING SIDEWALK. ## FIGURE F-5 W MARKET STREET CROSSING & FRIENDLY CITY TRAIL CONNECTION
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LEGEND
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PROPOSED ASPHALT PATH PROPOSED CONCRETE SIDEWALK
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PROPOSED ADA PEDESTRIAN CURB RAMP PROPOSED GRASS/LANDSCAPE AREA
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PROPOSED DRIVEWAY APRON PROPOSED CURB & GUTTER EXISTING PARCELS (GIS)
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PROPOSED RIGHT-OF-WAY ===== PAGE 168 =====
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## FIGURE F-6 OFFSET INTERSECTION CONCEPTUAL PLAN (WB-40)
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===== PAGE 169 =====
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CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT ## FIGURE F-7 PEANUT ROUNDABOUT CONCEPTUAL PLAN (WB-40)
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===== PAGE 170 ===== CONNECT TO SIDEWALK IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
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CONTINUE ON-STREET BIKE LANE FROM SOUTH OF ROCKINGHAM DRIVE CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT ## FIGURE F-8 OFFSET INTERSECTION CONCEPTUAL PLAN (WB-62)
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===== PAGE 171 ===== CONNECT TO SIDEWALK IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT
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CONTINUE ON-STREET BIKE LANE FROM SOUTH OF ROCKINGHAM DRIVE CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT CONNECT TO ASPHALT PATH IF CONSTRUCTED AT THE TIME OF INTERSECTION IMPROVEMENT ## FIGURE F-9 PEANUT ROUNDABOUT CONCEPTUAL PLAN (WB-62)
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TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS. ## LEGEND
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===== PAGE 172 =====
ImageCity of Harrisonburg
TIMMONS GROUPChicago Avenue & Waterman Drive Corridor
YOUR VISION ACHIEVED THROUGH OURS.Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia
Chicago Avenue SB (Mt Clinton Pike to Shenandoah Street)
SUMMARY OF BUDGET PHASESC&G + 6' Facility
Preliminary Engineering (PE)$ 202,000.00
Right of Way (RW)$ 558,000.00
Construction (CN)$ 915,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,675,000.00
Chicago Avenue SB (Shenandoah Street to Greystone Street)\nSUMMARY OF BUDGET PHASESC&G + 10' Facility
Preliminary Engineering (PE)$ 222,000.00
Right of Way (RW)$ 1,253,000.00
Construction (CN)$ 1,005,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 2,480,000.00
Chicago Avenue SB (Greystone Street to Rockingham Drive)\nSUMMARY OF BUDGET PHASES
C&G + 10' Facility
Preliminary Engineering (PE)$ 137,000.00
Right of Way (RW)$ 333,000.00
Construction (CN)$ 618,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,088,000.00
Waterman Drive (Chicago Avenue to Quarry Heights Property)\nSUMMARY OF BUDGET PHASESC&G + 10' Facility
Preliminary Engineering (PE)$ 182,000.00
Right of Way (RW)$ 410,000.00
Construction (CN)$ 825,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,417,000.00
W Market Street Crossing (Quarry Heights Property towards Thomas Harrison Middle School)
SUMMARY OF BUDGET PHASESSignalized Crossing + 10' Facility
Preliminary Engineering (PE)$80,000.00
Right of Way (RW)$126,000.00
Construction (CN)$479,000.00
TOTAL RECOMMENDED PROJECT BUDGET$685,000.00
Trail Connection to Friendly City Trail (from W Market Street)\nSUMMARY OF BUDGET PHASES10' Facility
Preliminary Engineering (PE)$ 168,000.00
Right of Way (RW)$ 210,000.00
Construction (CN)$ 759,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,137,000.00
===== PAGE 173 =====
Chicago Avenue NB (Mt Clinton Pike to Shenandoah Street)\nSUMMARY OF BUDGET PHASESC&G + 6' Facility
Preliminary Engineering (PE)$196,000.00
Right of Way (RW)$638,000.00
Construction (CN)$888,000.00
TOTAL RECOMMENDED PROJECT BUDGET$1,722,000.00
Chicago Avenue NB (Shenandoah Street to Waterman Drive)\nSUMMARY OF BUDGET PHASESC&G + 6' Facility
Preliminary Engineering (PE)$268,000.00
Right of Way (RW)$1,052,000.00
Construction (CN)$1,211,000.00
TOTAL RECOMMENDED PROJECT BUDGET$2,531,000.00
ImageCity of Harrisonburg
Chicago Avenue & Waterman Drive Intersection
Preliminary Planning Cost Estimate - March 2025
City of Harrisonburg, Virginia
Chicago Avenue & Waterman Drive - Peanut Roundabout (WB-40)
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$602,000.00
Right of Way (RW)$1,245,000.00
Construction (CN)$2,732,000.00
TOTAL RECOMMENDED PROJECT BUDGET$4,579,000.00
Chicago Avenue & Waterman Drive - Peanut Roundabout (WB-62)
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$904,000.00
Right of Way (RW)$1,934,000.00
Construction (CN)$4,103,000.00
TOTAL RECOMMENDED PROJECT BUDGET$6,941,000.00
Chicago Avenue & Waterman Drive -Offset Intersection (WB-40)
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$ 273,000.00
Right of Way (RW)$ 413,000.00
Construction (CN)$ 1,238,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,924,000.00
Chicago Avenue & Waterman Drive -Offset Intersection (WB-62)
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$ 275,000.00
Right of Way (RW)$ 435,000.00
Construction (CN)$ 1,248,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,958,000.00
===== PAGE 174 =====
City of Harrisonburg Chicago Avenue Corridor Phase 1 (SB) Mt Clinton Pike to Shenandoah Street Image YOUR VISION ACHIEVED THROUGH OURS. Preliminary Planning Cost Estimate - March 2025 City of Harrisonburg, Virginia
(Input Length of Roadway, (FT)) Facility Classification
C&G + Shared-Use Path + Sidewalk
CONSTRUCTION BID COSTS
Grading & Earthwork$93,000.00
Roadway Improvements$168,000.00
Stormwater & Hydraulics$131,000.00
Miscellaneous Construction$79,000.00
Subtotal A = $471,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$41,000.00
Construction Surveying$8,000.00
Materials Testing$10,000.00
Construction Engineering & Inspection$80,000.00
Contingency for CN (Construction + Other)$305,000.00
Subtotal B = $444,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $915,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$183,000.00
Environmental Coordination$-
Contingency for PE$19,000.00
Subtotal C = $202,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $1,117,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$168,000.00
Right of Way - Administrative Costs$80,000.00
Right of Way - Acquisition Costs$124,000.00
Contingency for Right of Way/Utility$186,000.00
ROW Subtotal = $558,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$202,000.00
Right of Way (RW)$558,000.00
Construction (CN)$915,000.00
TOTAL RECOMMENDED PROJECT BUDGET$1,675,000.00
===== PAGE 175 =====
City of Harrisonburg Chicago Avenue Corridor Phase 2 (NB) Mt Clinton Pike to Shenandoah Street Image YOUR VISION ACHIEVED THROUGH OURS. Preliminary Planning Cost Estimate - March 2025 City of Harrisonburg, Virginia
(Input Length of Roadway, (FT)) Facility Classification
C&G + Sidewalk
CONSTRUCTION BID COSTS
Grading & Earthwork$98,000.00
Roadway Improvements$168,000.00
Stormwater & Hydraulics$133,000.00
Miscellaneous Construction$80,000.00
Subtotal A = $479,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$41,000.00
Construction Surveying$8,000.00
Materials Testing$10,000.00
Construction Engineering & Inspection$54,000.00
Contingency for CN (Construction + Other)$296,000.00
Subtotal B = $409,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B):888,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$178,000.00
Environmental Coordination$-
Contingency for PE$18,000.00
Subtotal C = $196,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C):1,084,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$163,000.00
Right of Way - Administrative Costs$100,000.00
Right of Way - Acquisition Costs$162,000.00
Contingency for Right of Way/Utility$213,000.00
ROW Subtotal = $638,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$196,000.00
Right of Way (RW)$638,000.00
Construction (CN)$888,000.00
TOTAL RECOMMENDED PROJECT BUDGET$1,722,000.00
===== PAGE 176 =====
City of Harrisonburg Chicago Avenue Corridor Phase 1 (SB) Shenandoah Street to Greystone Street Image YOUR VISION ACHIEVED THROUGH OURS. Preliminary Planning Cost Estimate - March 2025 City of Harrisonburg, Virginia
(Input Length of Roadway, (FT)) Facility Classification
C&G + Shared-Use Path
CONSTRUCTION BID COSTS
Grading & Earthwork$103,000.00
Roadway Improvements$185,000.00
Stormwater & Hydraulics$144,000.00
Miscellaneous Construction$87,000.00
Subtotal A = $519,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$44,000.00
Construction Surveying$8,000.00
Materials Testing$11,000.00
Construction Engineering & Inspection$88,000.00
Contingency for CN (Construction + Other)$335,000.00
Subtotal B = $486,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $1,005,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$201,000.00
Environmental Coordination$-
Contingency for PE$21,000.00
Subtotal C = $222,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $1,227,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$185,000.00
Right of Way - Administrative Costs$90,000.00
Right of Way - Acquisition Costs$560,000.00
Contingency for Right of Way/Utility$418,000.00
ROW Subtotal = $1,253,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$222,000.00
Right of Way (RW)$1,253,000.00
Construction (CN)$1,005,000.00
TOTAL RECOMMENDED PROJECT BUDGET$2,480,000.00
===== PAGE 177 =====
City of Harrisonburg Chicago Avenue Corridor Phase 2 (NB) Shenandoah Street to Waterman Drive Image YOUR VISION ACHIEVED THROUGH OURS. Preliminary Planning Cost Estimate - March 2025 City of Harrisonburg, Virginia
(Input Length of Roadway, (FT)) Facility Classification
C&G + Sidewalk
CONSTRUCTION BID COSTS
Grading & Earthwork$134,000.00
Roadway Improvements$229,000.00
Stormwater & Hydraulics$182,000.00
Miscellaneous Construction$109,000.00
Subtotal A = $654,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$55,000.00
Construction Surveying$10,000.00
Materials Testing$14,000.00
Construction Engineering & Inspection$74,000.00
Contingency for CN (Construction + Other)$404,000.00
Subtotal B = $557,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $1,211,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$243,000.00
Environmental Coordination$-
Contingency for PE$25,000.00
Subtotal C = $268,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $1,479,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$222,000.00
Right of Way - Administrative Costs$110,000.00
Right of Way - Acquisition Costs$369,000.00
Contingency for Right of Way/Utility$351,000.00
ROW Subtotal = $1,052,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$268,000.00
Right of Way (RW)$1,052,000.00
Construction (CN)$1,211,000.00
TOTAL RECOMMENDED PROJECT BUDGET$2,531,000.00
===== PAGE 178 =====
City of Harrisonburg Chicago Avenue Corridor Phase 1 (SB) Greystone Street to Rockingham Drive Image YOUR VISION ACHIEVED THROUGH OURS. Preliminary Planning Cost Estimate - March 2025 City of Harrisonburg, Virginia
(Input Length of Roadway, (FT)) Facility Classification
C&G + Shared-Use Path
CONSTRUCTION BID COSTS
Grading & Earthwork$25,000.00
Roadway Improvements$151,000.00
Stormwater & Hydraulics$88,000.00
Miscellaneous Construction$53,000.00
Subtotal A = $317,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$29,000.00
Construction Surveying$5,000.00
Materials Testing$7,000.00
Construction Engineering & Inspection$54,000.00
Contingency for CN (Construction + Other)$206,000.00
Subtotal B = $301,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $618,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$124,000.00
Environmental Coordination$-
Contingency for PE$13,000.00
Subtotal C = $137,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $755,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$114,000.00
Right of Way - Administrative Costs$30,000.00
Right of Way - Acquisition Costs$78,000.00
Contingency for Right of Way/Utility$111,000.00
ROW Subtotal = $333,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$137,000.00
Right of Way (RW)$333,000.00
Construction (CN)$618,000.00
TOTAL RECOMMENDED PROJECT BUDGET$1,088,000.00
===== PAGE 179 =====
City of Harrisonburg\nWaterman Drive Corridor\nPreliminary Planning Cost Estimate - March 2025 Image\nCity of Harrisonburg, Virginia
(Input Length of Roadway, (FT))\nFacility Classification
CONSTRUCTION BID COSTS
Grading & Earthwork$ 88,000.00
Roadway Improvements$ 148,000.00
Stormwater & Hydraulics50%$ 118,000.00
Miscellaneous Construction20%$ 71,000.00
Subtotal A = $ 425,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$ 37,000.00
Construction Surveying1.5%$ 7,000.00
Materials Testing2%$ 9,000.00
Construction Engineering & Inspection15%$ 72,000.00
Contingency for CN (Construction + Other)50%$ 275,000.00
Subtotal B = $ 400,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ 825,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting20%$ 165,000.00
Environmental Coordination0%-
Contingency for PE10%$ 17,000.00
Subtotal C = $ 182,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $ 1,007,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation15%$ 152,000.00
Right of Way - Administrative Costs$ 30,000.00
Right of Way - Acquisition Costs$ 91,000.00
Contingency for Right of Way/Utility50%$ 137,000.00
ROW Subtotal = $ 410,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$ 182,000.00
Right of Way (RW)$ 410,000.00
Construction (CN)$ 825,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,417,000.00
===== PAGE 180 =====
City of Harrisonburg\nW Market Street Crossing &\nQuarry Heights Connection\nPreliminary Planning Cost Estimate - March 2025\nImage
City of Harrisonburg, Virginia
(Input Length of Roadway, (FT))\nFacility ClassificationSignalized Ped Crossing + Shared Use Path
CONSTRUCTION BID COSTS
Grading & Earthwork$ 16,000.00
Roadway Improvements$ 153,000.00
Stormwater & Hydraulics20%$ 34,000.00
Miscellaneous Construction20%$ 41,000.00
Subtotal A = $ 244,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$ 24,000.00
Construction Surveying1.5%$ 4,000.00
Materials Testing2%$ 5,000.00
Construction Engineering & Inspection15%$ 42,000.00
Contingency for CN (Construction + Other)50%$ 160,000.00
Subtotal B = $ 235,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B):$ 479,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting15%$ 72,000.00
Environmental Coordination0%-
Contingency for PE10%$ 8,000.00
Subtotal C = $ 80,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C):$ 559,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation15%$ 84,000.00
Right of Way - Administrative Costs
Right of Way - Acquisition Costs
Contingency for Right of Way/Utility50%$ 42,000.00
ROW Subtotal = $ 126,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$ 80,000.00
Right of Way (RW)$ 126,000.00
Construction (CN)$ 479,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 685,000.00
===== PAGE 181 =====
City of Harrisonburg Friendly City Trail Connection Preliminary Planning Cost Estimate - March 2025 City of Harrisonburg, VirginiaCITYOF HARRISONBURG PUBLIC WORKS
(Input Length of Roadway, (FT)) Facility Classification
Shared Use Path
CONSTRUCTION BID COSTS
Grading & Earthwork$ 78,000.00
Roadway Improvements$ 59,000.00
Stormwater & Hydraulics50%$ 69,000.00
Miscellaneous Construction50%$ 103,000.00
Subtotal A = $ 309,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$ 29,000.00
Construction Surveying1.5%$ 5,000.00
Materials Testing2%$ 7,000.00
Construction Engineering & Inspection15%$ 53,000.00
Contingency for CN (Construction + Other)50%$ 356,000.00
Subtotal B = $ 450,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ 759,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting20%$ 152,000.00
Environmental Coordination0%-
Contingency for PE10%$ 16,000.00
Subtotal C = $ 168,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $ 927,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation15%$ 140,000.00
Right of Way - Administrative Costs
Right of Way - Acquisition Costs
Contingency for Right of Way/Utility50%$ 70,000.00
ROW Subtotal = $ 210,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$ 168,000.00
Right of Way (RW)$ 210,000.00
Construction (CN)$ 759,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,137,000.00
===== PAGE 182 =====
Image
TIMMONS GROUP\nYOUR VISION ACHIEVED THROUGH OURS.Chicago Avenue/Waterman Drive\nPeanut Roundabout (WB-40)\nPreliminary Planning Cost Estimate - March 2025\nCity of Harrisonburg, Virginia
(Input Length of Roadway, (FT))\nFacility Classification
Peanut Roundabout
Designed for WB-40
CONSTRUCTION BID COSTS
Grading & Earthwork$83,000.00
Roadway Improvements$564,000.00
Stormwater & Hydraulics$453,000.00
Miscellaneous Construction$330,000.00
Subtotal A = $1,430,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$102,000.00
Construction Surveying$22,000.00
Materials Testing$29,000.00
Construction Engineering & Inspection$238,000.00
Contingency for CN (Construction + Other)$911,000.00
Subtotal B = $1,302,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B):2,732,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$547,000.00
Environmental Coordination$-
Contingency for PE$55,000.00
Subtotal C = $602,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C):3,334,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$501,000.00
Right of Way - Administrative Costs$70,000.00
Right of Way - Acquisition Costs$259,000.00
Contingency for Right of Way/Utility$415,000.00
ROW Subtotal = $1,245,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$602,000.00
Right of Way (RW)$1,245,000.00
Construction (CN)$2,732,000.00
TOTAL RECOMMENDED PROJECT BUDGET$4,579,000.00
===== PAGE 183 =====
(Input Length of Roadway, (FT)) Facility ClassificationPeanut Roundabout
Designed for WB-62
CONSTRUCTION BID COSTS
Grading & Earthwork$93,000.00
Roadway Improvements$885,000.00
Stormwater & Hydraulics$685,000.00
Miscellaneous Construction$499,000.00
Subtotal A = $2,162,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$139,000.00
Construction Surveying$33,000.00
Materials Testing$44,000.00
Construction Engineering & Inspection$357,000.00
Contingency for CN (Construction + Other)$1,368,000.00
Subtotal B = $1,941,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $4,103,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting$821,000.00
Environmental Coordination$-
Contingency for PE$83,000.00
Subtotal C = $904,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $5,007,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation$752,000.00
Right of Way - Administrative Costs$70,000.00
Right of Way - Acquisition Costs$467,000.00
Contingency for Right of Way/Utility$645,000.00
ROW Subtotal = $1,934,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$904,000.00
Right of Way (RW)$1,934,000.00
Construction (CN)$4,103,000.00
TOTAL RECOMMENDED PROJECT BUDGET$6,941,000.00
===== PAGE 184 =====
(Input Length of Roadway, (FT)) Facility ClassificationOffset Intersection
Designed for WB-40
CONSTRUCTION BID COSTS
Grading & Earthwork$47,000.00
Roadway Improvements$230,000.00
Stormwater & Hydraulics70%$194,000.00
Miscellaneous Construction30%$142,000.00
Subtotal A = $613,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$51,000.00
Construction Surveying1.5%$10,000.00
Materials Testing2%$13,000.00
Construction Engineering & Inspection20%$138,000.00
Contingency for CN (Construction + Other)50%$413,000.00
Subtotal B = $625,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $1,238,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting20%$248,000.00
Environmental Coordination0%$-
Contingency for PE10%$25,000.00
Subtotal C = $273,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $1,511,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation15%$227,000.00
Right of Way - Administrative Costs$20,000.00
Right of Way - Acquisition Costs$28,000.00
Contingency for Right of Way/Utility50%$138,000.00
ROW Subtotal = $413,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$273,000.00
Right of Way (RW)$413,000.00
Construction (CN)$1,238,000.00
TOTAL RECOMMENDED PROJECT BUDGET$1,924,000.00
===== PAGE 185 =====
Image
TIMMONS GROUP\nYOUR VISION ACHIEVED THROUGH OURS.Chicago Avenue/Waterman Drive\nOffset Intersection (WB-62)\nPreliminary Planning Cost Estimate - March 2025\nCity of Harrisonburg, Virginia
(Input Length of Roadway, (FT))\nFacility Classification
Offset Intersection
Designed for WB-62
CONSTRUCTION BID COSTS
Grading & Earthwork$ 47,000.00
Roadway Improvements$ 232,000.00
Stormwater & Hydraulics70%$ 196,000.00
Miscellaneous Construction30%$ 143,000.00
Subtotal A = $ 618,000.00
OTHER BID COSTS FOR CONSTRUCTION
Mobilization for Subtotal A (Calc from VDOT formula)$ 52,000.00
Construction Surveying1.5%$ 10,000.00
Materials Testing2%$ 13,000.00
Construction Engineering & Inspection20%$ 139,000.00
Contingency for CN (Construction + Other)50%$ 416,000.00
Subtotal B = $ 630,000.00
TOTAL ROADWAY CONSTRUCTION ITEMS (A + B): $ 1,248,000.00
PRELIMINARY ENGINEERING (DESIGN & ADMINISTRATIVE COSTS)
Survey, Design Services, & Permitting20%$ 250,000.00
Environmental Coordination0%-
Contingency for PE10%$ 25,000.00
Subtotal C = $ 275,000.00
GRAND TOTAL ROADWAY ITEMS (A+B+C): $ 1,523,000.00
RIGHT OF WAY & UTILITY COSTS
Utility Coordination & Relocation15%$ 229,000.00
Right of Way - Administrative Costs$ 20,000.00
Right of Way - Acquisition Costs$ 41,000.00
Contingency for Right of Way/Utility50%$ 145,000.00
ROW Subtotal = $ 435,000.00
SUMMARY OF BUDGET PHASES
Preliminary Engineering (PE)$ 275,000.00
Right of Way (RW)$ 435,000.00
Construction (CN)$ 1,248,000.00
TOTAL RECOMMENDED PROJECT BUDGET$ 1,958,000.00