04-16-1997 - Laserfiche WebLink

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Apr-11-97 09: 58A Howard Sheldon 1-714-779-6612 P-08 AFP-10-97 THU 14: 56 SRF r X rtU. 4•1z.4.: r. ue Pam Sheldon -7 - April 10, 1997 CAPACITY ANALYSIS Intersection capacity analysis was reevaluated based on the adjusted traffic volumes during the p.m. peak hour of the street. This was considered appropriate since, if intersection capacity is adequate to handle these traffic volumes, it would also be adequate during other times of the day. Because the estimate of trip generation during the peak hour of the street has not been changed, and because all site access is still proposed to be to and from TH 10, redistribution of trips would not result in a change in the expected levels of service at the TH 10 and Long Lake Road intersection or the TH 10 and County Road II-2 intersection. The Long Lake Road and County Road H-2 intersection, however, would experience higher traffic volumes than analyzed previously. This intersection is currently operating at level of service (LOS)B during the p.m.peak hour. Under the proposed condition, it is expected to operate at LOS C or better. This is an acceptable level of operation and represents an increase of only one second per vehicle in average intersection delay. . ISSUES RELATED TO U-TURNS . Because the development would only have right-in and right-out access to TH 10 there is expected to be an increase in the number of U-turns on TH 10 at the intersections of Long Lake Road, County Road H-2 and Edgewood Road. The existing design of TH I0, with left turn lanes and a median,will allow passenger cars and vans,the predominant vehicles generated by the development, to make the U-turns. Small trucks will be able to make a U-turn, but the movement is somewhat tight. U-turns would be very difficult for large trucks. State and county traffic engineers were contacted to determine if U-turns arc typically considered a safety problem on arterial roadways. There is no known research or documentation to indicate that U-turns at signalized intersections with protected left turn phases would create a safety concern. One potential conflict with these U-turns is with vehicles on the left making right turns on red. If this conflict becomes a safety problem it may be necessary to restrict right turns on red on the appropriate approaches. U-turns are also expected to be made at the unsignalizcd intersection of TH 10 and Edgewood Drive. At this intersection, uncontrolled conflicts would exist with on-coming traffic from TH 10 and vehicles entering TH 10 from Edgewood Drive. If these conflicts become a safety problem, the intersection could be posted for no U-turns or the median • could be closed. This would force the U-turns on to the County Road H-2 intersection, but is not expected to create a capacity problem at the County Road H-2 intersection.