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Crofton High School Anne Arundel County, Maryland

December 22, 2016

Traffic Impact Analysis

Prepared for:

MK Consulting Engineers, LLC Mr. Nick Wilson

301 Central Avenue

Glyndon, MD 21071

(410) 458-8464

[email protected]

TABLE OF CONTENTS

• INTRODUCTION and SUMMARY OF FINDINGS ......................................................... 1

• EXISTING TRAFFIC CONDITIONS ................................................................................ 4

1 Location Map of Study Intersections ...................................................................... 7

2 Site Plan................................................................................................................... 8

3 Existing Lane Use .................................................................................................... 9

4 Existing Peak Hour Traffic Volumes ...................................................................... 10

• BACKGROUND TRAFFIC CONDITIONS ..................................................................... 11

5 Location Map of Background Developments ....................................................... 13

6 Trip Generation for Background Developments ................................................... 14

7 Combined Trip Assignment Generated by Background Developments ............... 15

8 Background Peak Hour Traffic Volumes ............................................................... 16

• TOTAL TRAFFIC CONDITIONS .................................................................................. 17

9 Trip Generation for Subject Site ........................................................................... 20

10 Trip Assignment for Subject Site ........................................................................... 21

11 Total Peak Hour Traffic Volumes .......................................................................... 22

12 Results of Intersection Capacity Analyses ............................................................ 23

13 Results of Intersection Capacity Analysis for MD 424 and School Main Access .. 24

14 Signal Warrant Analysis Warrant 3 – Peak Hour .................................................. 25

15 Future Lane Use .................................................................................................... 26

• RESULTS, RECOMMENDATIONS, AND CONCLUSIONS .............................................. 27

INTRODUCTION AND SUMMARY OF FINDINGS

Study Purpose

The Traffic Group, Inc. has prepared this Traffic Impact Analysis to quantify the

effect the proposed development of Crofton High School will have on the

surrounding road network in the Crofton section of Anne Arundel County. This

site is located on the east side of MD 424 (Davidsonville Road) within the existing

Crofton Middle School site, north of Underwood Road. In addition to the

operational middle school, a wooded area of Crofton Park sits on the site. The

proposed plan includes the development of a high school with the capacity of up

to 1,700 students. Access to the facility is proposed via the existing access point

that currently serves Crofton Park on MD 424 and at a fourth leg to the

roundabout at the intersection of Underwood Road at Mt. Tabor Road. The

existing access point to Crofton Middle School along MD 424 will serve as the

high school’s bus access.

Study Criteria/Methodology

This Traffic Impact Analysis was conducted in accordance with the methodology

set forth by Anne Arundel County and the Maryland State Highway

Administration (SHA). Since this is a Board of Education (BOE) project, it is

exempt from Anne Arundel County’s Adequate Public Facilities Ordinance

requirements. Access to a state road, however, will be intensified and the

subject site will generate more than 50 peak hour trips, a Traffic Impact Study is

required to satisfy SHA criteria. All site access intersections and the nearest

signalized intersection in each direction from the state-maintained roadway are

analyzed. Critical Lane Volume (CLV) methodology is utilized as required by SHA.

A meeting was held with representatives from BOE, SHA, and Anne Arundel

County on November 15, 2016 to discuss the site and routing of traffic. Minutes

from the meeting can be found in Appendix A. All issues raised at the meeting

are addressed within this document.

1

Scope of Services

The Principal Scope of Services undertaken as part of the study was as follows:

� Conduct a field inspection to collect physical information concerning the

nearby road system, including the compilation of aerial photography at

each of the key intersections.

� Collect intersection turning movement counts at each of the study

intersections during the morning and afternoon peak periods.

� Review Anne Arundel County’s Development Activity Maps to determine

impact that previously approved developments will have on the study

intersections.

� Prepare Trip Generation and Trip Distribution for Crofton High School and

each approved background development based on the Institute of

Transportation Engineers (ITE) Trip Generation (9th

Edition).

� Undertake Intersection Capacity Analysis using CLV methodology to

quantify existing background and total levels of service.

� Provide an overall assessment of traffic conditions.

Summary of Findings and Recommendations

This analysis will show that the proposed development of Crofton High School

will have a minimal impact to surrounding intersection operations during school

peak times. All intersections within the study area currently operate at Level of

Service “A” conditions during both the morning and school afternoon peak

period. With the addition of the proposed high school, each intersection is

proposed to maintain acceptable operations without the need for improvements

from a capacity standpoint.

In order to comply with SHA requirements, however, improvements are

recommended to the site access point along MD 424. Specifically, a separate left

turn lane is recommended in addition to widening of the access road to provide

a separate left turn and right turn lane. The introduction of these improvements

would permit safe, efficient access to the road system. During school arrival and

dismissal times, however, a high level of delay is projected for the main access.

The access point should feature separate left and right turn lanes to facilitate a

more efficient exit from the site. Traffic signalization should also be considered,

2

though it would only be needed for a brief time during morning arrival and

afternoon dismissal. The installation of signalization may be preferable to police

control, although SHA will ultimately approve traffic control at this location.

The data and methodology used to undertake the study is detailed in the

sections below.

3

EXISTING TRAFFIC CONDITIONS

Site Information

The proposed Crofton High School site is located within the existing

Crofton Park/Crofton Middle School complex located on the east side of MD 424,

north of Underwood Road in the Crofton section of Anne Arundel County. A

map detailing the location can be found in Exhibit 1.

With the development of this site, the existing middle school will remain

operational. The Master Plan for the site, however, shows the redevelopment of

the middle school to the north within the same property. This analysis is for the

development of the high school only. The future Master Plan is included for

reference purposes only. Exhibit 2 contains the Concept Site Plan.

Access to the property is currently available via two points along MD 424. One

access point serves the existing middle school facility, and one access point

serves Crofton Park. The Crofton Park access point would be converted to serve

as an access point for the proposed high school. At the middle school access,

only busses will be permitted for Crofton High School. The final existing access

point provides ingress and egress to Crofton Middle School. Along Underwood

Drive, access is also proposed at the roundabout at Mt. Tabor Road.

Study Area

Based on the location of the subject sites and the signalized intersections, the

following locations were included as part of this study.

� MD 424 at Riedel Road

� MD 424 at Layton Street

� MD 424 at Pleasant Meadow Road

� MD 424 at Underwood Road/Cardinal Crest Drive

� MD 424 at MD 450

� Underwood Road at Mt. Tabor Road

MD 424 traverses Anne Arundel County in the north/south direction for a total

of 8.24 miles from MD 214 to MD 3. In the vicinity of the subject site the

roadway features one travel lane in each direction. The posted speed limit is

35 MPH.

4

SHA classifies MD 424 as secondary road on the state system with the functional

classification of Urban Other Principal Arterial. There are no access controls

along this segment of road.

Within the study area there are signalized intersections to the north and south

along MD 424 at Riedel Road, Underwood Road, and MD 450. Auxiliary lanes are

located at each of these intersections to facilitate left turns. There are no

separate right turn lanes in the northbound direction along MD 424 at 450 and

Underwood Road.

Along site frontage, sidewalk is generally available from Underwood Road,

northerly to and beyond the edge of the park. Similarly, a sidewalk is also

available on the west side of MD 424 to the south of Layton Street. There is a

mid-block crossing located across MD 424 on the south side of Layton Street.

There are no existing pedestrian accommodations at any of the signalized

intersections within the study area.

Underwood Road features one travel lane in each direction. The roadway

extends from just north of MD 450 (with no intersection), northerly to

Johns Hopkins Road. There is one travel lane in each direction.

At its intersection with Mt. Tabor Road, a one lane roundabout controls traffic.

Anne Arundel County classifies Underwood Road as a Collector Road. This type

of roadway is adequate to provide access to a school facility.

Exhibit 3 has been prepared to detail the existing lane use and traffic control

devices at each of the study intersections. In addition, aerial photography can be

found in Appendix A.

Traffic Volumes

Intersection Turning Movement Counts were collected at each of the study

intersections from 7-9 AM and from 2-6 PM. Public schools were in session at

the time of the traffic counts which were collected in June 2016. All traffic count

data is summarized in Exhibit 4. It is important to recognize that a common peak

hour of 7-8 AM and 2-3 PM was used for each intersection. This peak hour

represents the high school arrival and dismissal time. Complete details on

turning movement counts can be found in Appendix A.

5

Analysis of Existing Traffic Conditions

Intersection Capacity Analysis was undertaken for each of the study intersections

using Critical Lane Volume (CLV) methodology. The results are summarized in

Exhibit 12. As shown within Exhibit 12, each intersection currently exhibits

optimal Level of Service “A” conditions during the morning and afternoon peak

periods.

The intersection of Underwood Road and Mt. Tabor Road was analyzed using

Sidra methodology. Sidra is used commonly for roundabout intersections. As

shown within Exhibit 12, the roundabout currently operates at Level of

Service “A” conditions.

Appendix B contains worksheets detailing all of the Capacity Analysis.

6

#STUDY INTERSECTION

1

2

4

3

5

6

SITE

EXHIBIT 1LOCATION MAP OF

STUDY INTERSECTIONS

7

8

rh, 160106_crofton high school\rev2\rev2.dwg-loc_st, f11/28/16 7

8

rhuang

EXHIBIT 2 SITE PLAN

9

10

BACKGROUND TRAFFIC CONDITIONS

Design Year

It is anticipated that Crofton High School will be open to students within three

years. Therefore, no growth rate is required to satisfy SHA criteria. Similarly,

Anne Arundel County does not require the use of a growth rate for Traffic Impact

Studies.

Background Traffic

Anne Arundel County’s Development Activity Maps (DAMS) were reviewed to

determine what background developments have been approved in the vicinity of

the subject site. Exhibit 5 shows a map of those developments. They include:

� Staples Corner

� High’s Dairy Store

� Riding at North Branch

� Jorden Farms

� Duckett Farm, Lots 15 and 16

� Gertz, Donald, Roger, and William Property

� Gertz, Alan, and Pamela Property

� Flower Mill, Lots 1, 2, 17

In order to quantify the trips projected to be generated by each of the

background developments, the Institute of Transportation Engineers (ITE) Trip

Generation (9th

Edition) was consulted. Exhibit 6 shows the rates and equations

that were used for each individual development. It is important to recognize

that based on the number of units associated with each residential project, the

rate was selected instead of the equation. This is a result of the high constant

factor provided in the equation which would result in an unrealistic projection of

future trips.

Based on existing traffic conditions and projected future demand, the

background trips were distributed and assigned to the road network as shown in

Exhibit 7. Appendix C contains details on the trip distribution for individual

groups of background developments.

Adding the background traffic to the existing peak hour traffic volumes results in

the background traffic conditions as shown in Exhibit 8.

11

Analysis of Background Traffic Conditions

Intersection Capacity Analysis was again undertaken; this time for the

background condition. The results of the Capacity Analysis can be found in

Exhibit 12. Complete capacity worksheets can be found in Appendix B.

As shown in Exhibit 12, each traditional intersection is projected to maintain

Level of Service “A” conditions using Critical Lane Volume (CLV) methodology.

The intersection of Underwood Road at Mt. Tabor Road, which contains a

roundabout, is similarly projected to maintain optimal Level of Service “A”

conditions when considering all background traffic.

12

#

#

1

EXHIBIT 5LOCATION MAP OF

BACKGROUND DEVELOPMENTS

2

3

4

5

6

7

SITE

1

2

3

4

5

6

8

Background Developments:1. Staples Corner2. High's Dairy Store3. Riding at North Branch4. Jorden Farms5. Duckett Farm, Lots 15 & 166. Gertz, Donald, Roger & William Property7. Gertz Allen & Pamela Property8. Flourmill, Lots 1, 2, 17

7

8

rh, 160106_crofton high school\rev2\rev2.dwg-loc_dev, f11/28/16 13

Trip Generation Rates

IN OUT IN OUT

Single-Family Detached (ITE-210, Units)

Morning Trips = 0.75 x Units 25% 75% 63% 37%

Evening Trips = 1.00 x Units

Convenience Market (Open 15-16 Hours) (ksf, ITE-852)

Morning Trips = 31.02 x ksf 50% 50% 49% 51%

Evening Trips = 34.57 x ksf

Note:Trip generation formula and rates obtained from ITE Trip Generation Manual, 9th Edition, 2012.

Trip Generation for Background Developments

In Out Total In Out Total

1. Staples Corner (C2005-0055) No new construction

2. High's Dairy Store - Staples Corner

Convenience Market 3,630 sq.ft. 56 57 113 61 64 125

Pass-by Trip (PM-51%) -31 -33 -64

Net Trips 56 57 113 30 31 61

3. Riding at North Branch (S2014-015)

Single Family Detached 43 units 8 24 32 27 16 43

4. Jorden Farms (S1990-003)


5. Duckett Farm, Lots 15 & 16 (S1986-347)


6. Gertz, Donald, Roger & William Property (S2015-006)


7. Gertz, Allen & Pamela Property (D2015-007)


8. Flourmill, Lots 1, 2, 17 (S2000-145)


Formula/Rate

Directional Distribution

AM Peak Hour PM Peak Hour

No. Land Use SizeAM Peak Hour PM Peak Hour

FH F:\2016\2016-0106_Crofton High School\ENG\INITIAL\Trips.xls,11/28/2016

EXHIBIT 6

TRIP GENERATION FOR

BACKGROUND DEVELOPMENTS

14

15

16

TOTAL TRAFFIC CONDITIONS

Site Information

The Crofton High School site is located on the east side of MD 424, north of

Underwood Road in the Crofton section of Anne Arundel County. Specifically, it

is situated on the site currently occupied by Crofton Middle School and Crofton

Park. The existing middle school will remain on site and a section of the park will

be developed by the school. The Master Plan for the property calls for the

redevelopment of Crofton Middle School to the north of its existing location.

However, that is not considered as part of this analysis.

The proposed high school site currently features one point of access to MD 424

which is utilized by Crofton Park. This access point will remain for the high

school. Also along MD 424, all high school bus traffic is assigned to the existing

middle school access and routed internally to a bus parking/staging area. In

addition, a second point of access is proposed at the existing roundabout at

Underwood Road and Mt. Tabor Road.

Trip Generation/Distribution

ITE’s Trip Generation was again utilized to determine the number of trips

projected to be generated by the development of this project. The results of the

trip generation calculations can be found in Exhibit 9. As shown, a total of 731

morning peak hour trips and 493 evening peak hour trips are projected. For this

particular land use, the peak hour of the generator was used. This results in a

slightly earlier peak hour time than traditional AM and PM peaks, as it reflects

the most intense use for the high school.

Based on current traffic patterns, the proposed layout of the facility, and

attendance boundary and mapping provided by Anne Arundel County Public

Schools (AAPS), the trips were distributed and assigned to the road network as

shown in Exhibit 10. A copy of the AAPS mapping can be found in Appendix A.

Combining the trips projected to be generated by Crofton High School with the

background peak hour traffic volumes results in the total peak hour traffic

volumes as shown in Exhibit 11.

As previously discussed, the existing Crofton Park access will serve as the primary

access point for all trips assigned to MD 424. Similarly, the Underwood Road

access point will satisfy the localized demand to the north and east of the facility.

17

AAPS has indicated the school will be served by 40 buses, which are all assigned

to the middle school access.

Analysis of Total Traffic Conditions

Intersection Capacity Analysis was again undertaken for each study location this

time with consideration given to the full buildout of Crofton High School. The

results of the analysis are summarized in Exhibit 12. Complete capacity

worksheets can be found in Appendix B.

A review of Exhibit 12 shows that all intersections are projected to maintain

acceptable operations in the future with the buildout of the school. All

traditional intersections will exhibit Level of Service “D” or better conditions

during both peak periods, and the roundabout at Underwood Road at

Mt. Tabor Road will exhibit Level of Service “A” condition during each of the

peak periods.

While the proposed main access point along MD 424 is shown to operate

acceptably from a capacity standpoint using CLV, improvements are

recommended to enhance traffic operations and satisfy SHA requirements.

Using Highway Capacity Manual (HCM) procedures and a reduced peak hour

factor to represent school arrival and departure peak conditions, a failing level of

service is expected to result from high levels of delay. To mitigate the delay,

installation of a traffic signal should be considered. When reviewed with HCM,

acceptable operations are expected. The HCM Analysis is summarized in

Exhibit 13. In lieu of signalization, consideration could be given to the use of a

police officer to direct traffic as the high level of delay will only occur during

school arrival an dismissal times.

Criteria in the Manual on Uniform Traffic Control Devices (MUTCD) was reviewed

to confirm signalization is appropriate at the main school access point.

Specifically, Warrant 3 – Peak Hour Warrant – was considered. As shown in

Exhibit 14, all three of the first criteria must be met for the same hour. This does

not occur. The chart (Figure 4c-4), however, indicates there is adequate volumes

during both peak periods to warrant installation of a signal. Since the use of this

chart is independent of the first three criteria, signalization is appropriate.

Since traffic throughout the remainder of the day si projected to be minimal, no

other warrants were reviewed as they would not be satisfied.

Along Underwood Road, the school access would form the fourth leg of the

roundabout. This approach will have to be approved by Anne Arundel County.

18

Since all other intersections are projected to maintain acceptable operations, no

other improvements are recommended. Exhibit 15 shows a summary of the

future recommended lane use.

19

Trip Generation Rates

IN OUT IN OUT

High School (Students, ITE-530, Peak of Generator)

Morning Trips = 0.43 x Students 68% 32% 33% 67%

Evening Trips = 0.29 x Students

Trip Generation for Crofton High School

In Out Total In Out Total

High School 1,700 Students 497 234 731 163 330 493

No. Land Use

Formula/Rate AM Peak Hour PM Peak Hour

Directional Distribution

AM Peak Hour PM Peak HourSize

F:\2016\2016-0106_Crofton High School\ENG\INITIAL\Trips.xls

EXHIBIT 9

TRIP GENERATION FOR

SUBJECT SITE

20

21

22

CLV

Morning Peak Hour Traffic LOS / CLV LOS / CLV LOS / CLV

1. MD 424 & Riedel Rd A / 762 A / 776 A / 934

2. MD 424 & Layton St/School Access 2 A / 668 A / 682 A / 744

3. MD 424 & Pleasant Meadow Rd A / 646 A / 660 A / 732

4. MD 424 & Underwood Rd A / 885 A / 908 A / 948

5. MD 424 & MD 450 A / 792 A / 826 A / 853

7. MD 424 & School Main Access A / 593 A / 607 D / 1371

w/Recommended improvement --- --- A / 829

8. MD 424 & School Bus Access/Old Post Rd A / 594 A / 608 A / 742

Evening Peak Hour Traffic

1. MD 424 & Riedel Rd A / 722 A / 730 A / 845

2. MD 424 & Layton St/School Access 2 A / 560 A / 568 A / 643

3. MD 424 & Pleasant Meadow Rd A / 619 A / 627 A / 666

4. MD 424 & Underwood Rd A / 836 A / 860 A / 893

5. MD 424 & MD 450 A / 780 A / 817 A / 832

7. MD 424 & School Main Access A / 571 A / 579 A / 896

w/Recommended improvement --- --- A / 717

8. MD 424 & School Bus Access/Old Post Rd A / 611 A / 619 A / 700

Roundabout - Sidra Methodology

Morning Peak Hour Traffic LOS / Delay LOS / Delay LOS / Delay

6. Underwood Rd & Mt Tabor Rd A / 5.8 A / 5.8 A / 6.6

EB A / 5.0 A / 5.0 A / 5.6

WB A / 5.6 A / 5.6 A / 5.9

NB A / 7.6 A / 7.6 A / 7.9

SB --- --- B / 11.6


6. Underwood Rd & Mt Tabor Rd A / 5.9 A / 5.8 A / 7.0

EB A / 4.9 A / 4.9 A / 5.9

WB A / 6.1 A / 6.1 A / 5.8

NB A / 7.7 A / 7.8 A / 8.5

--- --- A / 9.9

EXHIBIT 12

RESULTS OF INTERSECTION

CAPACITY ANALYSES

rh, 160106\rev2\los.xls-result, f11/29/16

Existing Traffic Total TrafficBackground

Traffic

Existing TrafficBackground

TrafficTotal Traffic

23

HCM 2010

Morning Peak Hour Traffic Control Type LOS / Delay95th Queue

(ft)LOS / Delay

95th Queue

(ft)

7. MD 424 & School Main Access Two Way

SB/LT Stop B / 10.6 25 B / 13.4 70

WB/LR F / 82.4 138 F / 922.4 605

w/SB Left + WB Left, Right Two Way <25

SB/L Stop B / 10.6 25 B / 13.4 70

WB/L F / 119.7 68 F / 940.4 225

WB/R B / 14.4 <25 C / 15.6 38

w/Signal Signal B / 10.8 B / 13.7

NB B / 15.0 SB/L - 38 ft B / 16.7 SB/L - 108 ft

SB A / 4.3 WB/R - 65 ft A / 7.5 WB/R - 125 ft

WB C / 30.6 WB/L - 28 ft C / 30.0 WB/L - 50 ft


7. MD 424 & School Main Access Two Way

SB/LT Stop A / 9.2 <25 A / 9.4 <25

WB/LR E / 43.3 130 F / 223.9 520

w/SB Left + WB Left, Right Two Way

SB/L Stop A / 9.2 <25 A / 9.4 <25

WB/L E / 42.4 45 F / 96.4 135

WB/R C / 15.9 33 C / 19.9 80

w/Signal Signal B / 11.2 B / 17.2

NB B / 12.7 SB/L - <25 ft C / 20.1 SB/L - 30 ft

SB A / 3.8 WB/R - 88 ft A / 6.9 WB/R - 205 ft

WB C / 27.6 WB/L - 35 ft C / 29.0 WB/L - 80 ft

EXHIBIT 13

RESULTS OF INTERSECTION CAPACITY ANALYSIS

FOR MD 424 & SCHOOL MAIN ACCESS

rh, 160106\rev2\los.xls-result (2), f11/29/16

Total Traffic

PHF = 0.92 PHF = 0.5

24

Warrant 3 - Peak Hour

Criteria

MovementStop Delay

(sec/veh)Volumes

Total Stop Delay

(Hours)Meet Criteria?

WB/L 940.4 39

WB/R 15.6 87

WB/L 96.4 61

WB/R 19.9 138

Minor Approach

Moving LanesTraffic Volumes

2 126

2 199

Number of

Approaches

Entering Traffic

Volumes

3 1629

3 1382

AM Peak Hour Traffic Volume

Major Street 1503

Minor Street 126

PM Peak Hour Traffic Volume

Major Street 1183

Minor Street 199

AM Peak Hour

PM Peak Hour

EXHIBIT 14

SIGNAL WARRANT ANALYSIS

WARRANT 3 - PEAK HOUR

rh, 160106\rev2\los.xls-sw, f11/30/16

1. Total Stop Time Delay (4 Vehicle-Hour for one Lane, 5 Vehicle-Hour for two lane)

Time Period

10.6 YesAM Peak Hour

PM Peak Hour 2.4 No

2. The Minor Street Approach Traffic Volume Exceed (100 for one lane, 150 for two lanes)

Time Period

AM Peak Hour

PM Peak Hour

Meet Criteria?

No

Yes

3. Total Entering Volumes Equals or Exceeds (650 veh for three approaches, 800 veh for four or more Approaches)

Time Period Meet Criteria?

AM Peak Hour Yes

PM Peak Hour Yes

25

26

RESULTS, RECOMMENDATIONS, AND CONCLUSIONS

Study Purpose

The Traffic Group, Inc. has prepared this Traffic Impact Analysis to quantify the

effect the proposed development of Crofton High School will have on the

surrounding road network in the Crofton section of Anne Arundel County. This

site is located on the east side of MD 424 (Davidsonville Road) within the existing

Crofton Middle School site, north of Underwood Road. In addition to the

operational middle school, a wooded area of Crofton Park sits on the site. The

proposed plan includes the development of a high school with the capacity of up

to 1,700 students. Access to the facility is proposed via the existing access point

that currently serves Crofton Park on MD 424 and at a fourth leg to the

roundabout at the intersection of Underwood Road at Mt. Tabor Road. The

existing access point to Crofton Middle School along MD 424 will serve as the

high school’s bus access.

Study Criteria/Methodology

This Traffic Impact Analysis was conducted in accordance with the methodology

set forth by Anne Arundel County and the Maryland State Highway

Administration (SHA). Since this is a Board of Education (BOE) project, it is

exempt from Anne Arundel County’s Adequate Public Facilities Ordinance

requirements. Access to a state road, however, will be intensified and the

subject site will generate more than 50 peak hour trips, a Traffic Impact Study is

required to satisfy SHA criteria. All site access intersections and the nearest

signalized intersection in each direction from the state-maintained roadway are

analyzed. Critical Lane Volume (CLV) methodology is utilized as required by SHA.

A meeting was held with representatives from BOE, SHA, and Anne Arundel

County on November 15, 2016 to discuss the site and routing of traffic. Minutes

from the meeting can be found in Appendix A. All issues raised at the meeting

are addressed within this document.

Summary of Findings and Recommendations

This analysis will show that the proposed development of Crofton High School

will have a minimal impact to surrounding intersection operations during school

peak times. All intersections within the study area currently operate at Level of

Service “A” conditions during both the morning and school afternoon peak

period. With the addition of the proposed high school, each intersection is

27

proposed to maintain acceptable operations without the need for improvements

from a capacity standpoint.

In order to comply with SHA requirements, however, improvements are

recommended to the site access point along MD 424. Specifically, a separate left

turn lane is recommended in addition to widening of the access road to provide

a separate left turn and right turn lane. The introduction of these improvements

would permit safe, efficient access to the road system. During school arrival and

dismissal times, however, a high level of delay is projected for the main access.

The access point should feature separate left and right turn lanes to facilitate a

more efficient exit from the site. Traffic signalization should also be considered,

though it would only be needed for a brief time during morning arrival and

afternoon dismissal. The installation of signalization may be preferable to police

control, although SHA will ultimately approve traffic control at this location.

28

APPENDIX A

Scope Letter,

Intersection Turning Movement Counts,

and Photos

1

Richard Huang

From: Carl Wilson

Sent: Tuesday, November 29, 2016 2:40 PM

To: Richard Huang

Subject: FW: Crofton Traffic Meeting Summary (#16014)

Attachments: image001.jpg; image002.jpg; image003.jpg

-----Original Message-----

From: Salamy, Kimberly M [mailto:[email protected]]

Sent: Thursday, November 17, 2016 7:00 PM

To: Gretchen E. Wagner

Cc: Nick Wilson; Robert Tomcanin; Schuster, Erik S; Alberts, Lawrence A; [email protected]; Paul Hume; Carl

Wilson; Hopkins, Jacqueline D; [email protected]; McIntire, Wanda F; [email protected];

[email protected]; Levy, Alan M; Admin

Subject: Re: Crofton Traffic Meeting Summary (#16014)

Gretchen-

I think you have captured all that was discussed.

The only thing I would add to bullet number 5 is "The AACPS directed revision of the secondary entrance to the circle

may result in the elimination of the extra R&P softball field. Final direction and acceptance of this design revision be

field elimination will be given upon receipt of revised design."

Thanks!

Kim

Sent from my iPhone

> On Nov 17, 2016, at 5:28 PM, Gretchen E. Wagner <[email protected]> wrote:

>

> Below is a summary of the decisions made at the meeting on Tuesday regarding site circulation for Crofton Area High

School:

>

>

> 1. The main entrance to the high school will be at the current Crofton Park entrance off of Davidsonville Road.

>

> 2. The middle school entrance will be used for the high school bus traffic. This will allow the buses to avoid the high

school car traffic accessing the site. The middle school and high school arrival and dismissal times are staggered so this

should not impact the middle school.

>

> 3. Crossing guards will be required at the middle school entrance and possibly the crosswalk at Layton Street and the

high school entrance. This will be coordinated by AACPS.

>

> 4. The capacity of the high school bus loop will be reduced to 40 buses.

>

> 5. The secondary high school entrance off of Underwood Road will be moved to align with the traffic circle.

>

1

2

> 6. The traffic study will be revised to reflect the information above. The study should be completed by December 1

and will then be reviewed by SHA.

>

> The meeting sign-in sheet is attached to this email.

>

> Thanks,

>

> Gretchen Wagner, AIA, LEED AP BD+C

> GWWO, Inc./Architects

> 800 Wyman Park Drive

> Suite 300

> Baltimore, MD 21211

> T: 410.332.1009

> F: 410.332.0038

>

[cid:[email protected]]<https://na01.safelinks.protection.outlook.com/?url=http%3A%2F%2Fwww.g

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________________________________

Please consider the environment before printing this e-mail.

2

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US50

I97

CRAI

N HW

Y

DEFENSE HWY

CONWAY RD

GOVERNOR BRIDGE RD

PATUXENT RD

ROSSBACK RD

CECI

L AVE

S

WAUGH CHAPEL RD

BELL BRANCH RD

MILLERSVILLE RD

DAVIDSONVILLE RD

MOUNT TABOR RD

BOTTNER RD

GENERALS HWY

JUSTIN DR

DAIRY FARM RD

TWO

RIVE

RS B

LVD

JOHNS HOPKINS RD

MAUD LN

RIEDEL RD

PATUXENT RIVER RD

MEYE

RS S

TATIO

N RD

COX RD

LAVA

LL DR

CROFTON PKWY

MAYTIME DR

HOWARD GROVE RD

URBY DR

NANTUCKET DR

PRICE RDCHAPMAN RD

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CHELMSFORD DR

GOSHEFF LN

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SENECA DR

ASHE ST

EVERGREEN RD

GERSTANHAL RD

STRA

WBE

RRY L

AKE

WAY

BRANDERMILL BLVD

ABERDEEN DR

SYMPHONY LN

UNDERWOOD RD

FARM LN

SAINT GEORGE BARBER RD

GRAYS FORD RD

TANA

GER

DR

FARLOW AVE

FALLSWAY DR

NB I97 ONR WB RT32FORNEY RD

NB CRAIN ONR SB I97CO

LLIN

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REYNOLDS ST

MAYFAIR PLTRENT ST

HARCOURT AVE

ROSETTA WAY

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PENDERBROOKE DR

HUNTCLIF

F DR

ELWYN AVE

LAKE FO

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LANG DR

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LN

CRONSON BLVD

RIVERSCAPE RD

BALDWIN AVE

REGA

L LN

TARLETON WAY

HOPP

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CHARING CROSS DR

KATH

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MACALLISTER LN

CARVER RD

HAVERFORD DR

EDWIN

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SINCLAIR RD

HIGHTEE CT

FOX CREEK LN

MALVERN HILL DR

SAINT H

EATH

ER LN

LEVEE DR

SEBASTIAN LN

EDEN

WOOD LN

COXSHIRE LN

LEE ST

NO NAME 7430

5TH AVE

HANS

EL D

R

WILLIAM RD

EB US50 ONR SB DAVIDSONVILLE

SNOW VALLEY LN

GALWAY RD

PRIEST BRIDGE DR BRANCHWOOD CT

MARTINS GRANT CT

COLL

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CHAPEL CT

NUCCI WAY

PEARL AVE

DOROTHY RD

WINDY OAK CT

DILLON DR

CHAPMAN LN

VILLAGE LAKE DR

ROSE HILL LN

PATR

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IR

WESTPORT LN

TAXUS DR

RANGE RD

GINGER DR

VINEYARD LN

CHARLIE MANN CT

PEDIMENT AVE

JOHNSON DR

CHURCHVIEW CT

POLLY PL

ANGELINA CT

BRANDY FARMS LN

COLEUS DR

DICKEY DR

KINGSWAY DR

PARKRIDGE CIR

HUNTFIELD CT

DEER PASS LN

FLOURMILL CT

NANC

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ABBINGTON LN

THICKET C

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JOLIE

PL

COLUMBINE CT

HEARTS BAY DR

JERROLD PL

CATBRIAR WAY

JASON CT

JASON CT

DAVIDSONVILLE RD

PATUXENT RIVER RD

CRAIN

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US50

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CRAIN HWY

US50

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DEFENSE HWY

CONWAY RD

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ND RD

GOVE RNOR BRIDGE RD

PA TUXENT RD

ROSS BACK RD

SAINT STEPHENS CHURCH RD

WILDLIFE LOOP RD

BOTT N ER RD

JUSTIN DR

J OHNS HOPKINS RDTWO RIVERS BLV D

MEYERS STATIO N RD

CROF

TON PKWY

WATERBURY RD

ANNA POLIS RD

BRICKHEAD RD

CHE VAL DR

HALLM A RK DR

CHURCH VIEW RD

SUNNY RIDGE DR

SW INBURNE AVE

GOL DFINCH

LN

SUNSH INE AVE

PEBBLE BROOK CT

CHESTERFIEL D RD

CAPITOL RACEWAY RD

BARBAR A SWANN WAY

PA

DDOCKS CT

TIM E DR

BASIL HALL LN

WILDERNESS RIDGE TRL

WINTERH AVEN DR

REMINGTON DR

US50

I97

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PATUXENT R D

Crofton Elem.

Nantucket Elem.

Millersville Elem.Four Seasons Elem.

Waugh Chapel Elem.

Piney Orchard Elem.

Crofton Woods Elem.

Crofton Meadows Elem.

Crofton Middle

Crofton Area Student Enrollment 2016-2017 ¯

Source: AACPS 2016

Crofton_Area_HSStudent Enrollment 2016-2017

Crofton Elementary SchoolCrofton Meadows Elementary School

#* Crofton Woods Elementary SchoolNantucket Elementary School

ES DsitrictsCrofton Elementary SchoolCrofton Meadows Elementary SchoolCrofton Woods Elementary SchoolNantucket Elementary School

TransportationFREEWAYPRINCIPAL ARTERIALMINOR ARTERIALLOCALCOLLECTOR 3

1

Richard Huang

From: Carl Wilson

Sent: Tuesday, August 09, 2016 3:14 PM

To: Richard Huang

Subject: FW: Crofton Middle School

Carl Wilson, Jr., P.E., PTOE

Senior Project Manager The Traffic Group, Inc.

9900 Franklin Square Dr. - Suite H

Baltimore, MD 21236

T 410.931.6600

M 410.292.5545

F 410.931.6601

[email protected]

www.trafficgroup.com

Merging Innovation and Excellence®

From: David Braun [mailto:[email protected]] Sent: Tuesday, May 31, 2016 7:26 AM

To: Carl Wilson Cc: Kirsten Cook; Monet Lea; Sarah Fowler; Brian Ulrich; Martha Arzu-McIntosh; Chris Soldano

Subject: Re: Crofton Middle School

Carl:

BOE projects are not subject to County regulations regarding APF. We can review this for general compliance

with the County requirements, but we will not be reviewing the study itself. In that regard, we would not have

any additional requirements, but you would need to ensure that all school access points are included in the

study.

David

On Fri, May 27, 2016 at 3:13 PM, Carl Wilson <[email protected]> wrote:

Attached please find a site map and intersection list for the proposed development of Crofton High School Anne

Arundel County. The site is situated on the existing Crofton Middle School property. At this time we are

seeking approval on the study locations so we can count immediately, prior to school closing for the summer. I

will provide a formal Scoping Agreement next week.

Thanks for your prompt assistance in this matter. If you have any questions or need anything else, please let

me know.

Thank you!

Carl Wilson, Jr., P.E., PTOE Senior Project Manager The Traffic Group, Inc.

4

2

9900 Franklin Square Dr. - Suite H Baltimore, MD 21236 T 410.931.6600 M 410.292.5545 F 410.931.6601 [email protected]

www.trafficgroup.com

Merging Innovation and Excellence®

The information contained in this e-mail is confidential information intended only for the use of the individual

or entity named above. The review, dissemination, distribution or copying of this communication to anyone

other than the intended addressee is strictly prohibited. If you have received this message in error, promptly

notify the sender by return email, and permanently delete this message from your computer. Thank you.

5

VEHICLES TURNING MOVEMENT COUNT - SUMMARYCounted by: VCU

Intersection of: MD 424 Date: June 08, 2016 Wednesday

and: Riedel Road Weather: Light Rain, Warm

Location: Anne Arundel County, Maryland Entered by: BW Star Rating: 3

TOTALon: MD 424 on: MD 424 on: Riedel Road on: N + S

TIME +RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E + W

AM

7:00 - 7:15 62 9 0 71 38 57 0 95 98 74 0 172 0 338

7:15 - 7:30 62 18 0 80 47 80 0 127 97 79 0 176 0 383

7:30 - 7:45 75 31 0 106 56 81 0 137 111 79 0 190 0 433

7:45 - 8:00 71 26 0 97 91 121 0 212 96 107 0 203 0 512

8:00 - 8:15 62 37 0 99 74 126 0 200 97 88 0 185 0 484

8:15 - 8:30 67 36 0 103 61 92 0 153 105 111 0 216 0 472

8:30 - 8:45 74 30 0 104 60 73 0 133 106 98 0 204 0 441

8:45 - 9:00 58 39 0 97 41 86 0 127 81 87 0 168 0 392

2 Hr Totals 0 531 226 0 757 468 716 0 0 1184 791 0 723 0 1514 0 0 0 0 0 3455

1 Hr Totals

7:00 - 8:00 0 270 84 0 354 232 339 0 0 571 402 0 339 0 741 0 0 0 0 0 1666

7:15 - 8:15 0 270 112 0 382 268 408 0 0 676 401 0 353 0 754 0 0 0 0 0 1812

7:30 - 8:30 0 275 130 0 405 282 420 0 0 702 409 0 385 0 794 0 0 0 0 0 1901

7:45 - 8:45 0 274 129 0 403 286 412 0 0 698 404 0 404 0 808 0 0 0 0 0 1909

8:00 - 9:00 0 261 142 0 403 236 377 0 0 613 389 0 384 0 773 0 0 0 0 0 1789

PEAK HOUR

7:45 - 8:45 0 274 129 0 403 286 412 0 0 698 404 0 404 0 808 0 0 0 0 0 1909

PM

2:00 - 2:15 77 58 0 135 48 52 0 100 53 37 0 90 0 325

2:15 - 2:30 97 61 0 158 66 68 0 134 53 41 0 94 0 386

2:30 - 2:45 80 59 0 139 83 73 0 156 61 63 0 124 0 419

2:45 - 3:00 75 68 0 143 95 81 0 176 60 61 0 121 0 440

3:00 - 3:15 89 79 0 168 93 97 0 190 75 56 0 131 0 489

3:15 - 3:30 76 87 0 163 81 79 0 160 71 58 0 129 0 452

3:30 - 3:45 86 98 0 184 86 87 0 173 88 75 0 163 0 520

3:45 - 4:00 109 96 0 205 101 110 0 211 69 75 0 144 0 560

4:00 - 4:15 105 103 0 208 90 120 0 210 62 74 0 136 0 554

4:15 - 4:30 115 107 0 222 100 99 0 199 92 65 0 157 0 578

4:30 - 4:45 98 94 0 192 102 129 0 231 84 85 0 169 0 592

4:45 - 5:00 87 124 0 211 114 112 0 226 84 92 0 176 0 613

5:00 - 5:15 103 119 0 222 104 104 0 208 87 81 0 168 0 598

5:15 - 5:30 105 104 0 209 93 133 0 226 96 91 0 187 0 622

5:30 - 5:45 117 146 0 263 109 105 0 214 94 87 0 181 0 658

5:45 - 6:00 99 122 0 221 119 114 0 233 88 76 0 164 0 618

4 Hr Totals 0 1518 1525 0 3043 1484 1563 0 0 3047 1217 0 1117 0 2334 0 0 0 0 0 8424

1 Hr Totals

2:00 - 3:00 0 329 246 0 575 292 274 0 0 566 227 0 202 0 429 0 0 0 0 0 1570

2:15 - 3:15 0 341 267 0 608 337 319 0 0 656 249 0 221 0 470 0 0 0 0 0 1734

2:30 - 3:30 0 320 293 0 613 352 330 0 0 682 267 0 238 0 505 0 0 0 0 0 1800

2:45 - 3:45 0 326 332 0 658 355 344 0 0 699 294 0 250 0 544 0 0 0 0 0 1901

3:00 - 4:00 0 360 360 0 720 361 373 0 0 734 303 0 264 0 567 0 0 0 0 0 2021

3:15 - 4:15 0 376 384 0 760 358 396 0 0 754 290 0 282 0 572 0 0 0 0 0 2086

3:30 - 4:30 0 415 404 0 819 377 416 0 0 793 311 0 289 0 600 0 0 0 0 0 2212

3:45 - 4:45 0 427 400 0 827 393 458 0 0 851 307 0 299 0 606 0 0 0 0 0 2284

4:00 - 5:00 0 405 428 0 833 406 460 0 0 866 322 0 316 0 638 0 0 0 0 0 2337

4:15 - 5:15 0 403 444 0 847 420 444 0 0 864 347 0 323 0 670 0 0 0 0 0 2381

4:30 - 5:30 0 393 441 0 834 413 478 0 0 891 351 0 349 0 700 0 0 0 0 0 2425

4:45 - 5:45 0 412 493 0 905 420 454 0 0 874 361 0 351 0 712 0 0 0 0 0 2491

5:00 - 6:00 0 424 491 0 915 425 456 0 0 881 365 0 335 0 700 0 0 0 0 0 2496

PEAK HOUR

5:00 - 6:00 0 424 491 0 915 425 456 0 0 881 365 0 335 0 700 0 0 0 0 0 2496

TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST

6

7


Intersection of: MD 424 Date: June 14, 2016 Tuesday

and: Layton Street Weather: Light Rain, Warm


TOTALon: MD 424 on: MD 424 on: on: Layton Street N + S


AM

7:00 - 7:15 6 110 0 116 72 4 0 76 0 12 8 0 20 212

7:15 - 7:30 5 133 0 138 103 3 0 106 0 14 11 0 25 269

7:30 - 7:45 3 168 0 171 136 5 0 141 0 25 8 0 33 345

7:45 - 8:00 3 161 0 164 209 22 0 231 0 28 3 0 31 426

8:00 - 8:15 5 122 0 127 148 17 0 165 0 19 12 0 31 323

8:15 - 8:30 4 136 0 140 128 4 0 132 0 12 10 0 22 294

8:30 - 8:45 9 138 0 147 138 8 0 146 0 13 9 0 22 315

8:45 - 9:00 5 123 0 128 117 6 0 123 0 24 8 0 32 283

2 Hr Totals 40 1091 0 0 1131 0 1051 69 0 1120 0 0 0 0 0 147 0 69 0 216 2467

1 Hr Totals

7:00 - 8:00 17 572 0 0 589 0 520 34 0 554 0 0 0 0 0 79 0 30 0 109 1252

7:15 - 8:15 16 584 0 0 600 0 596 47 0 643 0 0 0 0 0 86 0 34 0 120 1363

7:30 - 8:30 15 587 0 0 602 0 621 48 0 669 0 0 0 0 0 84 0 33 0 117 1388

7:45 - 8:45 21 557 0 0 578 0 623 51 0 674 0 0 0 0 0 72 0 34 0 106 1358

8:00 - 9:00 23 519 0 0 542 0 531 35 0 566 0 0 0 0 0 68 0 39 0 107 1215

PEAK HOUR

7:30 - 8:30 15 587 0 0 602 0 621 48 0 669 0 0 0 0 0 84 0 33 0 117 1388

PM

2:00 - 2:15 5 107 0 112 133 12 1 146 0 14 3 0 17 275

2:15 - 2:30 7 126 0 133 123 10 0 133 0 9 9 0 18 284

2:30 - 2:45 14 107 0 121 131 11 0 142 0 10 8 0 18 281

2:45 - 3:00 7 116 0 123 147 5 0 152 0 12 6 0 18 293

3:00 - 3:15 13 119 0 132 141 5 0 146 0 7 4 0 11 289

3:15 - 3:30 12 134 0 146 147 18 0 165 0 7 3 0 10 321

3:30 - 3:45 9 126 0 135 192 15 0 207 0 9 8 0 17 359

3:45 - 4:00 8 129 0 137 175 7 0 182 0 8 12 0 20 339

4:00 - 4:15 13 138 0 151 172 10 0 182 0 8 4 0 12 345

4:15 - 4:30 8 126 0 134 202 9 0 211 0 9 8 0 17 362

4:30 - 4:45 8 167 0 175 186 12 0 198 0 13 11 0 24 397

4:45 - 5:00 15 141 0 156 191 17 0 208 0 21 6 0 27 391

5:00 - 5:15 14 160 0 174 204 15 0 219 0 15 5 0 20 413

5:15 - 5:30 13 153 0 166 219 16 0 235 0 16 10 0 26 427

5:30 - 5:45 16 145 0 161 203 13 0 216 0 18 12 0 30 407

5:45 - 6:00 20 166 0 186 195 18 0 213 0 18 19 0 37 436

4 Hr Totals 182 2160 0 0 2342 0 2761 193 1 2955 0 0 0 0 0 194 0 128 0 322 5619

1 Hr Totals

2:00 - 3:00 33 456 0 0 489 0 534 38 1 573 0 0 0 0 0 45 0 26 0 71 1133

2:15 - 3:15 41 468 0 0 509 0 542 31 0 573 0 0 0 0 0 38 0 27 0 65 1147

2:30 - 3:30 46 476 0 0 522 0 566 39 0 605 0 0 0 0 0 36 0 21 0 57 1184

2:45 - 3:45 41 495 0 0 536 0 627 43 0 670 0 0 0 0 0 35 0 21 0 56 1262

3:00 - 4:00 42 508 0 0 550 0 655 45 0 700 0 0 0 0 0 31 0 27 0 58 1308

3:15 - 4:15 42 527 0 0 569 0 686 50 0 736 0 0 0 0 0 32 0 27 0 59 1364

3:30 - 4:30 38 519 0 0 557 0 741 41 0 782 0 0 0 0 0 34 0 32 0 66 1405

3:45 - 4:45 37 560 0 0 597 0 735 38 0 773 0 0 0 0 0 38 0 35 0 73 1443

4:00 - 5:00 44 572 0 0 616 0 751 48 0 799 0 0 0 0 0 51 0 29 0 80 1495

4:15 - 5:15 45 594 0 0 639 0 783 53 0 836 0 0 0 0 0 58 0 30 0 88 1563

4:30 - 5:30 50 621 0 0 671 0 800 60 0 860 0 0 0 0 0 65 0 32 0 97 1628

4:45 - 5:45 58 599 0 0 657 0 817 61 0 878 0 0 0 0 0 70 0 33 0 103 1638

5:00 - 6:00 63 624 0 0 687 0 821 62 0 883 0 0 0 0 0 67 0 46 0 113 1683

PEAK HOUR

5:00 - 6:00 63 624 0 0 687 0 821 62 0 883 0 0 0 0 0 67 0 46 0 113 1683


8

9



and: Pleasant Meadow Road Weather: Light Rain, Warm


TOTALon: MD 424 on: MD 424 on: on: Pleasant Meadow Road N + S


AM

7:00 - 7:15 3 130 0 133 57 1 0 58 0 6 9 0 15 206

7:15 - 7:30 2 138 0 140 121 0 0 121 0 10 5 0 15 276

7:30 - 7:45 4 145 0 149 148 1 0 149 0 7 8 0 15 313

7:45 - 8:00 1 146 0 147 168 4 0 172 0 12 14 0 26 345

8:00 - 8:15 3 141 0 144 131 1 0 132 0 6 3 0 9 285

8:15 - 8:30 3 161 0 164 138 2 0 140 0 13 8 0 21 325

8:30 - 8:45 2 168 0 170 106 1 0 107 0 15 11 0 26 303

8:45 - 9:00 4 141 0 145 100 2 0 102 0 7 6 0 13 260

2 Hr Totals 22 1170 0 0 1192 0 969 12 0 981 0 0 0 0 0 76 0 64 0 140 2313

1 Hr Totals

7:00 - 8:00 10 559 0 0 569 0 494 6 0 500 0 0 0 0 0 35 0 36 0 71 1140

7:15 - 8:15 10 570 0 0 580 0 568 6 0 574 0 0 0 0 0 35 0 30 0 65 1219

7:30 - 8:30 11 593 0 0 604 0 585 8 0 593 0 0 0 0 0 38 0 33 0 71 1268

7:45 - 8:45 9 616 0 0 625 0 543 8 0 551 0 0 0 0 0 46 0 36 0 82 1258

8:00 - 9:00 12 611 0 0 623 0 475 6 0 481 0 0 0 0 0 41 0 28 0 69 1173

PEAK HOUR

7:30 - 8:30 11 593 0 0 604 0 585 8 0 593 0 0 0 0 0 38 0 33 0 71 1268

PM

2:00 - 2:15 4 99 0 103 120 7 0 127 0 4 4 0 8 238

2:15 - 2:30 9 102 0 111 135 8 0 143 0 2 2 0 4 258

2:30 - 2:45 10 124 0 134 163 10 0 173 0 8 7 0 15 322

2:45 - 3:00 8 117 0 125 163 7 0 170 0 9 2 0 11 306

3:00 - 3:15 10 134 0 144 177 6 0 183 0 6 4 0 10 337

3:15 - 3:30 5 130 0 135 147 8 0 155 0 6 4 0 10 300

3:30 - 3:45 10 135 0 145 169 11 0 180 0 6 7 0 13 338

3:45 - 4:00 11 155 0 166 189 12 0 201 0 7 3 0 10 377

4:00 - 4:15 9 145 0 154 208 9 1 218 0 1 3 0 4 376

4:15 - 4:30 8 164 0 172 203 9 0 212 0 6 2 0 8 392

4:30 - 4:45 12 151 0 163 213 12 0 225 0 14 4 0 18 406

4:45 - 5:00 13 156 0 169 218 6 0 224 0 8 3 0 11 404

5:00 - 5:15 10 173 0 183 200 12 0 212 0 8 3 0 11 406

5:15 - 5:30 9 162 0 171 231 22 0 253 0 15 7 0 22 446

5:30 - 5:45 14 173 0 187 211 13 0 224 0 11 7 0 18 429

5:45 - 6:00 15 125 0 140 237 16 0 253 0 12 6 0 18 411

4 Hr Totals 157 2245 0 0 2402 0 2984 168 1 3153 0 0 0 0 0 123 0 68 0 191 5746

1 Hr Totals

2:00 - 3:00 31 442 0 0 473 0 581 32 0 613 0 0 0 0 0 23 0 15 0 38 1124

2:15 - 3:15 37 477 0 0 514 0 638 31 0 669 0 0 0 0 0 25 0 15 0 40 1223

2:30 - 3:30 33 505 0 0 538 0 650 31 0 681 0 0 0 0 0 29 0 17 0 46 1265

2:45 - 3:45 33 516 0 0 549 0 656 32 0 688 0 0 0 0 0 27 0 17 0 44 1281

3:00 - 4:00 36 554 0 0 590 0 682 37 0 719 0 0 0 0 0 25 0 18 0 43 1352

3:15 - 4:15 35 565 0 0 600 0 713 40 1 754 0 0 0 0 0 20 0 17 0 37 1391

3:30 - 4:30 38 599 0 0 637 0 769 41 1 811 0 0 0 0 0 20 0 15 0 35 1483

3:45 - 4:45 40 615 0 0 655 0 813 42 1 856 0 0 0 0 0 28 0 12 0 40 1551

4:00 - 5:00 42 616 0 0 658 0 842 36 1 879 0 0 0 0 0 29 0 12 0 41 1578

4:15 - 5:15 43 644 0 0 687 0 834 39 0 873 0 0 0 0 0 36 0 12 0 48 1608

4:30 - 5:30 44 642 0 0 686 0 862 52 0 914 0 0 0 0 0 45 0 17 0 62 1662

4:45 - 5:45 46 664 0 0 710 0 860 53 0 913 0 0 0 0 0 42 0 20 0 62 1685

5:00 - 6:00 48 633 0 0 681 0 879 63 0 942 0 0 0 0 0 46 0 23 0 69 1692

PEAK HOUR

5:00 - 6:00 48 633 0 0 681 0 879 63 0 942 0 0 0 0 0 46 0 23 0 69 1692


10

11



and: Underwood Road - Cardinal Crest Drive Weather: Light Rain, Warm


TOTALon: MD 424 on: MD 424 on: Underwood Road on: Cardinal Crest Drive N + S


AM

7:00 - 7:15 0 117 5 0 122 18 43 0 0 61 6 0 65 0 71 11 0 2 0 13 267

7:15 - 7:30 2 153 4 0 159 31 121 3 0 155 5 2 57 0 64 5 1 1 0 7 385

7:30 - 7:45 0 151 3 0 154 35 126 1 0 162 16 1 77 0 94 10 2 5 0 17 427

7:45 - 8:00 4 142 7 0 153 15 136 6 0 157 25 1 82 0 108 11 5 3 0 19 437

8:00 - 8:15 2 137 6 0 145 11 125 1 0 137 12 1 86 0 99 10 2 4 0 16 397

8:15 - 8:30 2 156 5 0 163 21 110 1 0 132 12 0 78 0 90 6 1 6 0 13 398

8:30 - 8:45 2 180 6 0 188 15 110 0 0 125 7 0 66 0 73 9 2 4 0 15 401

8:45 - 9:00 3 154 6 0 163 21 92 5 0 118 10 0 54 0 64 9 0 4 0 13 358

2 Hr Totals 15 1190 42 0 1247 167 863 17 0 1047 93 5 565 0 663 71 13 29 0 113 3070

1 Hr Totals

7:00 - 8:00 6 563 19 0 588 99 426 10 0 535 52 4 281 0 337 37 8 11 0 56 1516

7:15 - 8:15 8 583 20 0 611 92 508 11 0 611 58 5 302 0 365 36 10 13 0 59 1646

7:30 - 8:30 8 586 21 0 615 82 497 9 0 588 65 3 323 0 391 37 10 18 0 65 1659

7:45 - 8:45 10 615 24 0 649 62 481 8 0 551 56 2 312 0 370 36 10 17 0 63 1633

8:00 - 9:00 9 627 23 0 659 68 437 7 0 512 41 1 284 0 326 34 5 18 0 57 1554

PEAK HOUR

7:30 - 8:30 8 586 21 0 615 82 497 9 0 588 65 3 323 0 391 37 10 18 0 65 1659

PM

2:00 - 2:15 2 98 3 0 103 29 124 5 0 158 5 1 15 0 21 1 0 0 0 1 283

2:15 - 2:30 1 93 8 0 102 36 127 5 0 168 4 1 19 0 24 6 0 6 0 12 306

2:30 - 2:45 2 122 2 0 126 37 156 8 0 201 11 0 28 0 39 5 1 4 0 10 376

2:45 - 3:00 3 125 13 0 141 31 174 4 0 209 16 1 15 0 32 3 1 4 0 8 390

3:00 - 3:15 3 124 7 0 134 39 147 5 0 191 16 2 34 0 52 4 1 1 0 6 383

3:15 - 3:30 1 127 10 0 138 43 144 3 0 190 6 2 26 0 34 5 0 2 0 7 369

3:30 - 3:45 2 127 6 0 135 57 171 4 0 232 14 1 25 0 40 7 0 1 0 8 415

3:45 - 4:00 0 143 10 0 153 42 185 5 0 232 8 0 31 0 39 2 0 2 0 4 428

4:00 - 4:15 2 151 8 0 161 50 202 2 0 254 10 1 22 0 33 4 2 2 0 8 456

4:15 - 4:30 3 159 7 0 169 81 205 4 0 290 8 0 35 0 43 2 2 3 0 7 509

4:30 - 4:45 6 151 8 0 165 67 211 2 0 280 7 1 44 0 52 1 6 4 0 11 508

4:45 - 5:00 3 142 7 0 152 60 209 5 0 274 16 0 40 0 56 4 2 2 0 8 490

5:00 - 5:15 3 179 6 0 188 65 206 6 0 277 11 1 42 0 54 3 9 2 0 14 533

5:15 - 5:30 4 160 16 0 180 63 219 3 0 285 19 1 52 0 72 4 6 5 0 15 552

5:30 - 5:45 3 167 21 0 191 64 207 5 0 276 13 3 33 0 49 3 6 2 0 11 527

5:45 - 6:00 2 123 18 0 143 54 228 8 0 290 15 2 45 0 62 12 8 4 0 24 519

4 Hr Totals 40 2191 150 0 2381 818 2915 74 0 3807 179 17 506 0 702 66 44 44 0 154 7044

1 Hr Totals

2:00 - 3:00 8 438 26 0 472 133 581 22 0 736 36 3 77 0 116 15 2 14 0 31 1355

2:15 - 3:15 9 464 30 0 503 143 604 22 0 769 47 4 96 0 147 18 3 15 0 36 1455

2:30 - 3:30 9 498 32 0 539 150 621 20 0 791 49 5 103 0 157 17 3 11 0 31 1518

2:45 - 3:45 9 503 36 0 548 170 636 16 0 822 52 6 100 0 158 19 2 8 0 29 1557

3:00 - 4:00 6 521 33 0 560 181 647 17 0 845 44 5 116 0 165 18 1 6 0 25 1595

3:15 - 4:15 5 548 34 0 587 192 702 14 0 908 38 4 104 0 146 18 2 7 0 27 1668

3:30 - 4:30 7 580 31 0 618 230 763 15 0 1008 40 2 113 0 155 15 4 8 0 27 1808

3:45 - 4:45 11 604 33 0 648 240 803 13 0 1056 33 2 132 0 167 9 10 11 0 30 1901

4:00 - 5:00 14 603 30 0 647 258 827 13 0 1098 41 2 141 0 184 11 12 11 0 34 1963

4:15 - 5:15 15 631 28 0 674 273 831 17 0 1121 42 2 161 0 205 10 19 11 0 40 2040

4:30 - 5:30 16 632 37 0 685 255 845 16 0 1116 53 3 178 0 234 12 23 13 0 48 2083

4:45 - 5:45 13 648 50 0 711 252 841 19 0 1112 59 5 167 0 231 14 23 11 0 48 2102

5:00 - 6:00 12 629 61 0 702 246 860 22 0 1128 58 7 172 0 237 22 29 13 0 64 2131

PEAK HOUR

5:00 - 6:00 12 629 61 0 702 246 860 22 0 1128 58 7 172 0 237 22 29 13 0 64 2131


12

13


Intersection of: MD 424 Date: June 14, 2016 Tuesday

and: MD 450 Weather: Light Rain, Warm


TOTALon: MD 424 on: MD 424 on: MD 450 on: MD 450 N + S


AM

7:00 - 7:15 62 105 19 0 186 5 66 26 0 97 6 25 8 0 39 10 15 10 0 35 357

7:15 - 7:30 45 100 36 0 181 5 99 30 0 134 20 29 11 0 60 25 14 24 0 63 438

7:30 - 7:45 52 96 27 0 175 6 122 33 0 161 32 41 11 0 84 26 17 32 0 75 495

7:45 - 8:00 70 113 26 0 209 9 98 48 0 155 33 48 16 0 97 18 21 32 0 71 532

8:00 - 8:15 79 102 27 0 208 2 103 44 0 149 19 38 19 0 76 12 10 12 0 34 467

8:15 - 8:30 64 100 26 0 190 2 102 47 0 151 29 38 8 0 75 23 24 22 0 69 485

8:30 - 8:45 53 93 31 0 177 5 85 37 0 127 26 35 18 0 79 17 26 25 0 68 451

8:45 - 9:00 48 95 31 0 174 6 79 46 0 131 23 38 13 0 74 36 23 21 0 80 459

2 Hr Totals 473 804 223 0 1500 40 754 311 0 1105 188 292 104 0 584 167 150 178 0 495 3684

1 Hr Totals

7:00 - 8:00 229 414 108 0 751 25 385 137 0 547 91 143 46 0 280 79 67 98 0 244 1822

7:15 - 8:15 246 411 116 0 773 22 422 155 0 599 104 156 57 0 317 81 62 100 0 243 1932

7:30 - 8:30 265 411 106 0 782 19 425 172 0 616 113 165 54 0 332 79 72 98 0 249 1979

7:45 - 8:45 266 408 110 0 784 18 388 176 0 582 107 159 61 0 327 70 81 91 0 242 1935

8:00 - 9:00 244 390 115 0 749 15 369 174 0 558 97 149 58 0 304 88 83 80 0 251 1862

PEAK HOUR

7:30 - 8:30 265 411 106 0 782 19 425 172 0 616 113 165 54 0 332 79 72 98 0 249 1979

PM

2:00 - 2:15 29 70 26 0 125 12 99 25 0 136 27 23 7 0 57 31 26 46 0 103 421

2:15 - 2:30 34 81 31 0 146 1 80 30 0 111 31 27 5 0 63 27 25 29 0 81 401

2:30 - 2:45 20 97 15 0 132 10 101 32 0 143 28 20 9 0 57 36 32 44 0 112 444

2:45 - 3:00 21 73 30 0 124 9 93 33 0 135 44 30 9 0 83 33 33 49 0 115 457

3:00 - 3:15 26 95 30 0 151 7 90 19 0 116 27 32 11 0 70 44 34 50 0 128 465

3:15 - 3:30 22 110 23 0 155 4 136 35 0 175 17 24 13 0 54 35 33 48 0 116 500

3:30 - 3:45 26 88 44 0 158 4 129 31 0 164 39 34 13 0 86 41 25 62 0 128 536

3:45 - 4:00 23 97 34 0 154 8 121 28 0 157 34 35 6 0 75 36 34 62 0 132 518

4:00 - 4:15 27 88 34 0 149 8 126 38 0 172 28 33 11 0 72 48 43 84 0 175 568

4:15 - 4:30 22 88 28 0 138 5 153 38 0 196 35 30 4 0 69 45 44 79 0 168 571

4:30 - 4:45 24 121 41 0 186 7 160 33 0 200 55 50 12 0 117 62 48 69 0 179 682

4:45 - 5:00 36 102 22 0 160 4 138 35 0 177 56 42 11 0 109 59 40 74 0 173 619

5:00 - 5:15 28 128 32 0 188 9 139 33 0 181 51 33 7 0 91 77 41 79 0 197 657

5:15 - 5:30 38 99 33 0 170 5 122 23 0 150 65 62 15 0 142 50 35 71 0 156 618

5:30 - 5:45 40 115 32 0 187 6 168 24 0 198 40 31 16 0 87 43 36 66 0 145 617

5:45 - 6:00 30 87 35 0 152 11 133 24 0 168 40 28 8 0 76 50 56 98 0 204 600

4 Hr Totals 446 1539 490 0 2475 110 1988 481 0 2579 617 534 157 0 1308 717 585 1010 0 2312 8674

1 Hr Totals

2:00 - 3:00 104 321 102 0 527 32 373 120 0 525 130 100 30 0 260 127 116 168 0 411 1723

2:15 - 3:15 101 346 106 0 553 27 364 114 0 505 130 109 34 0 273 140 124 172 0 436 1767

2:30 - 3:30 89 375 98 0 562 30 420 119 0 569 116 106 42 0 264 148 132 191 0 471 1866

2:45 - 3:45 95 366 127 0 588 24 448 118 0 590 127 120 46 0 293 153 125 209 0 487 1958

3:00 - 4:00 97 390 131 0 618 23 476 113 0 612 117 125 43 0 285 156 126 222 0 504 2019

3:15 - 4:15 98 383 135 0 616 24 512 132 0 668 118 126 43 0 287 160 135 256 0 551 2122

3:30 - 4:30 98 361 140 0 599 25 529 135 0 689 136 132 34 0 302 170 146 287 0 603 2193

3:45 - 4:45 96 394 137 0 627 28 560 137 0 725 152 148 33 0 333 191 169 294 0 654 2339

4:00 - 5:00 109 399 125 0 633 24 577 144 0 745 174 155 38 0 367 214 175 306 0 695 2440

4:15 - 5:15 110 439 123 0 672 25 590 139 0 754 197 155 34 0 386 243 173 301 0 717 2529

4:30 - 5:30 126 450 128 0 704 25 559 124 0 708 227 187 45 0 459 248 164 293 0 705 2576

4:45 - 5:45 142 444 119 0 705 24 567 115 0 706 212 168 49 0 429 229 152 290 0 671 2511

5:00 - 6:00 136 429 132 0 697 31 562 104 0 697 196 154 46 0 396 220 168 314 0 702 2492

PEAK HOUR

4:30 - 5:30 126 450 128 0 704 25 559 124 0 708 227 187 45 0 459 248 164 293 0 705 2576


14

15


Intersection of: Underwood Road Date: June 08, 2016 Wednesday

and: Mt. Tabor Road Weather: Light Rain, Warm

Location: Anne Arundel County, Maryland Entered by: Star Rating: 4

TOTALon: on: Mt. Tabor Road on: Underwood Road on: Underwood Road N + S


AM

7:00 - 7:15 0 10 8 18 64 8 0 72 6 15 0 21 111

7:15 - 7:30 0 7 9 16 45 6 0 51 1 33 0 34 101

7:30 - 7:45 0 13 12 25 84 10 0 94 5 35 1 41 160

7:45 - 8:00 0 14 11 25 92 8 0 100 4 28 0 32 157

8:00 - 8:15 0 5 17 22 79 9 0 88 3 17 0 20 130

8:15 - 8:30 0 5 10 15 74 8 0 82 5 22 0 27 124

8:30 - 8:45 0 8 9 17 67 14 0 81 4 22 0 26 124

8:45 - 9:00 0 4 8 12 57 8 0 65 6 19 0 25 102

2 Hr Totals 0 0 0 0 0 66 0 84 0 150 0 562 71 0 633 34 191 0 1 226 1009

1 Hr Totals

7:00 - 8:00 0 0 0 0 0 44 0 40 0 84 0 285 32 0 317 16 111 0 1 128 529

7:15 - 8:15 0 0 0 0 0 39 0 49 0 88 0 300 33 0 333 13 113 0 1 127 548

7:30 - 8:30 0 0 0 0 0 37 0 50 0 87 0 329 35 0 364 17 102 0 1 120 571

7:45 - 8:45 0 0 0 0 0 32 0 47 0 79 0 312 39 0 351 16 89 0 0 105 535

8:00 - 9:00 0 0 0 0 0 22 0 44 0 66 0 277 39 0 316 18 80 0 0 98 480

PEAK HOUR

7:30 - 8:30 0 0 0 0 0 37 0 50 0 87 0 329 35 0 364 17 102 0 1 120 571

PM

2:00 - 2:15 0 13 5 18 17 5 0 22 5 26 0 31 71

2:15 - 2:30 0 4 5 9 16 9 0 25 8 35 0 43 77

2:30 - 2:45 0 7 9 16 28 8 0 36 8 31 0 39 91

2:45 - 3:00 0 7 11 18 26 8 0 34 9 35 0 44 96

3:00 - 3:15 0 8 5 13 43 8 0 51 12 36 0 48 112

3:15 - 3:30 0 9 10 19 30 13 0 43 14 41 0 55 117

3:30 - 3:45 0 6 5 11 37 6 0 43 9 59 0 68 122

3:45 - 4:00 0 9 6 15 28 10 1 39 12 40 0 52 106

4:00 - 4:15 0 15 10 25 27 14 0 41 9 51 0 60 126

4:15 - 4:30 0 20 3 23 38 7 1 46 19 70 0 89 158

4:30 - 4:45 0 13 6 19 45 21 0 66 11 67 0 78 163

4:45 - 5:00 0 12 10 22 42 9 0 51 7 63 0 70 143

5:00 - 5:15 0 20 10 30 42 14 0 56 9 74 0 83 169

5:15 - 5:30 0 17 11 28 59 12 1 72 13 74 0 87 187

5:30 - 5:45 0 14 8 22 51 7 0 58 20 74 0 94 174

5:45 - 6:00 0 22 8 30 44 10 1 55 19 71 2 92 177

4 Hr Totals 0 0 0 0 0 196 0 122 0 318 0 573 161 4 738 184 847 0 2 1033 2089

1 Hr Totals

2:00 - 3:00 0 0 0 0 0 31 0 30 0 61 0 87 30 0 117 30 127 0 0 157 335

2:15 - 3:15 0 0 0 0 0 26 0 30 0 56 0 113 33 0 146 37 137 0 0 174 376

2:30 - 3:30 0 0 0 0 0 31 0 35 0 66 0 127 37 0 164 43 143 0 0 186 416

2:45 - 3:45 0 0 0 0 0 30 0 31 0 61 0 136 35 0 171 44 171 0 0 215 447

3:00 - 4:00 0 0 0 0 0 32 0 26 0 58 0 138 37 1 176 47 176 0 0 223 457

3:15 - 4:15 0 0 0 0 0 39 0 31 0 70 0 122 43 1 166 44 191 0 0 235 471

3:30 - 4:30 0 0 0 0 0 50 0 24 0 74 0 130 37 2 169 49 220 0 0 269 512

3:45 - 4:45 0 0 0 0 0 57 0 25 0 82 0 138 52 2 192 51 228 0 0 279 553

4:00 - 5:00 0 0 0 0 0 60 0 29 0 89 0 152 51 1 204 46 251 0 0 297 590

4:15 - 5:15 0 0 0 0 0 65 0 29 0 94 0 167 51 1 219 46 274 0 0 320 633

4:30 - 5:30 0 0 0 0 0 62 0 37 0 99 0 188 56 1 245 40 278 0 0 318 662

4:45 - 5:45 0 0 0 0 0 63 0 39 0 102 0 194 42 1 237 49 285 0 0 334 673

5:00 - 6:00 0 0 0 0 0 73 0 37 0 110 0 196 43 2 241 61 293 0 2 356 707

PEAK HOUR

5:00 - 6:00 0 0 0 0 0 73 0 37 0 110 0 196 43 2 241 61 293 0 2 356 707


16

17

TOTALS TURNING MOVEMENT COUNT - SUMMARY

Counted by: VCU

Intersection of: MD 424 Date: November 17, 2016 Thursday

and: Crofton Park Access Weather: Clear, Warm

Location: Anne Arundel County, Maryland Entered by: ARG Star Rating: 4

TOTAL

on: MD 424 on: MD 424 on: Crofton Park Access on: N + S

TIME +

RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E + W

AM

7:00 - 7:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:15 - 7:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

7:30 - 7:45 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

7:45 - 8:00 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

8:00 - 8:15 0 3 0 3 0 0 0 0 2 0 0 0 2 0 0 0 0 0 5

8:15 - 8:30 0 0 0 0 2 0 0 2 2 0 0 0 2 0 0 0 0 0 4

8:30 - 8:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8:45 - 9:00 0 0 0 0 3 0 0 3 0 0 1 0 1 0 0 0 0 0 4

2 Hr Totals 0 0 5 0 5 5 0 0 0 5 4 0 1 0 5 0 0 0 0 0 15

1 Hr Totals

7:00 - 8:00 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

7:15 - 8:15 0 0 5 0 5 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 7

7:30 - 8:30 0 0 5 0 5 2 0 0 0 2 4 0 0 0 4 0 0 0 0 0 11

7:45 - 8:45 0 0 4 0 4 2 0 0 0 2 4 0 0 0 4 0 0 0 0 0 10

8:00 - 9:00 0 0 3 0 3 5 0 0 0 5 4 0 1 0 5 0 0 0 0 0 13

PEAK HOUR

7:00 - 8:00 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2

PM

2:00 - 2:15 0 3 0 3 3 0 0 3 2 0 0 0 2 0 0 0 0 0 8

2:15 - 2:30 0 1 0 1 1 0 0 1 1 0 2 0 3 0 0 0 0 0 5

2:30 - 2:45 0 1 0 1 1 0 0 1 3 0 0 0 3 0 0 0 0 0 5

2:45 - 3:00 0 2 0 2 2 0 0 2 1 0 2 0 3 0 0 0 0 0 7

3:00 - 3:15 0 1 0 1 1 0 0 1 6 0 1 0 7 0 0 0 0 0 9

3:15 - 3:30 0 1 0 1 0 0 0 0 1 0 0 0 1 0 0 0 0 0 2

3:30 - 3:45 0 3 0 3 0 0 0 0 0 0 1 0 1 0 0 0 0 0 4

3:45 - 4:00 0 2 0 2 0 0 0 0 1 0 1 0 2 0 0 0 0 0 4

4:00 - 4:15 0 1 0 1 1 0 0 1 0 0 1 0 1 0 0 0 0 0 3

4:15 - 4:30 0 3 0 3 1 0 0 1 2 0 2 0 4 0 0 0 0 0 8

4:30 - 4:45 0 1 0 1 2 0 0 2 1 0 2 0 3 0 0 0 0 0 6

4:45 - 5:00 0 4 0 4 1 0 0 1 4 0 1 0 5 0 0 0 0 0 10

5:00 - 5:15 0 4 0 4 2 0 0 2 5 0 0 0 5 0 0 0 0 0 11

5:15 - 5:30 0 2 0 2 2 0 0 2 3 0 0 0 3 0 0 0 0 0 7

5:30 - 5:45 0 0 0 0 2 0 0 2 2 0 1 0 3 0 0 0 0 0 5

5:45 - 6:00 0 0 0 0 1 0 0 1 4 0 2 0 6 0 0 0 0 0 7

4 Hr Totals 0 0 29 0 29 20 0 0 0 20 36 0 16 0 52 0 0 0 0 0 101

1 Hr Totals

2:00 - 3:00 0 0 7 0 7 7 0 0 0 7 7 0 4 0 11 0 0 0 0 0 25

2:15 - 3:15 0 0 5 0 5 5 0 0 0 5 11 0 5 0 16 0 0 0 0 0 26

2:30 - 3:30 0 0 5 0 5 4 0 0 0 4 11 0 3 0 14 0 0 0 0 0 23

2:45 - 3:45 0 0 7 0 7 3 0 0 0 3 8 0 4 0 12 0 0 0 0 0 22

3:00 - 4:00 0 0 7 0 7 1 0 0 0 1 8 0 3 0 11 0 0 0 0 0 19

3:15 - 4:15 0 0 7 0 7 1 0 0 0 1 2 0 3 0 5 0 0 0 0 0 13

3:30 - 4:30 0 0 9 0 9 2 0 0 0 2 3 0 5 0 8 0 0 0 0 0 19

3:45 - 4:45 0 0 7 0 7 4 0 0 0 4 4 0 6 0 10 0 0 0 0 0 21

4:00 - 5:00 0 0 9 0 9 5 0 0 0 5 7 0 6 0 13 0 0 0 0 0 27

4:15 - 5:15 0 0 12 0 12 6 0 0 0 6 12 0 5 0 17 0 0 0 0 0 35

4:30 - 5:30 0 0 11 0 11 7 0 0 0 7 13 0 3 0 16 0 0 0 0 0 34

4:45 - 5:45 0 0 10 0 10 7 0 0 0 7 14 0 2 0 16 0 0 0 0 0 33

5:00 - 6:00 0 0 6 0 6 7 0 0 0 7 14 0 3 0 17 0 0 0 0 0 30

PEAK HOUR

2:00 - 3:00 0 0 7 0 7 7 0 0 0 7 7 0 4 0 11 0 0 0 0 0 25


18

19

TOTALS TURNING MOVEMENT COUNT - SUMMARY

Counted by: VCU

Intersection of: MD 424 Date: November 17, 2016 Thursday

and: Crofton Middle Access - Old Post Road Weather: Clear, Warm

Location: Anne Arundel County, Maryland Entered by: ARG Star Rating: 4

TOTAL

on: MD 424 on: MD 424 on: Crofton Middle Access on: Old Post Road N + S

TIME +

RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E + W

AM

7:00 - 7:15 0 2 0 2 2 0 0 2 1 0 0 0 1 0 0 0 0 0 5

7:15 - 7:30 0 16 0 16 4 0 0 4 11 0 5 0 16 0 0 0 0 0 36

7:30 - 7:45 0 2 0 2 2 0 0 2 3 0 6 0 9 0 0 0 0 0 13

7:45 - 8:00 0 28 1 29 13 0 0 13 27 0 4 0 31 0 0 0 0 0 73

8:00 - 8:15 1 16 0 17 8 0 0 8 15 0 3 0 18 1 0 0 0 1 44

8:15 - 8:30 0 7 0 7 13 0 0 13 1 0 2 0 3 0 0 0 0 0 23

8:30 - 8:45 0 41 0 41 29 0 0 29 16 0 3 0 19 0 0 0 0 0 89

8:45 - 9:00 0 82 0 82 51 0 0 51 94 0 22 0 116 0 0 0 0 0 249

2 Hr Totals 1 0 194 1 196 122 0 0 0 122 168 0 45 0 213 1 0 0 0 1 532

1 Hr Totals

7:00 - 8:00 0 0 48 1 49 21 0 0 0 21 42 0 15 0 57 0 0 0 0 0 127

7:15 - 8:15 1 0 62 1 64 27 0 0 0 27 56 0 18 0 74 1 0 0 0 1 166

7:30 - 8:30 1 0 53 1 55 36 0 0 0 36 46 0 15 0 61 1 0 0 0 1 153

7:45 - 8:45 1 0 92 1 94 63 0 0 0 63 59 0 12 0 71 1 0 0 0 1 229

8:00 - 9:00 1 0 146 0 147 101 0 0 0 101 126 0 30 0 156 1 0 0 0 1 405

PEAK HOUR

7:00 - 8:00 0 0 48 1 49 21 0 0 0 21 42 0 15 0 57 0 0 0 0 0 127

PM

2:00 - 2:15 0 2 0 2 1 0 0 1 7 0 1 0 8 1 0 0 0 1 12

2:15 - 2:30 0 3 0 3 0 0 0 0 1 0 2 0 3 0 0 0 0 0 6

2:30 - 2:45 0 2 0 2 2 0 0 2 0 0 0 0 0 0 0 0 0 0 4

2:45 - 3:00 0 2 0 2 2 0 0 2 3 0 2 0 5 0 0 0 0 0 9

3:00 - 3:15 0 5 0 5 3 0 0 3 1 0 0 0 1 0 0 0 0 0 9

3:15 - 3:30 0 9 0 9 4 0 0 4 9 0 2 0 11 0 0 0 0 0 24

3:30 - 3:45 0 25 0 25 13 1 0 14 8 0 5 0 13 0 0 0 0 0 52

3:45 - 4:00 0 16 0 16 12 0 0 12 34 0 9 0 43 0 0 0 0 0 71

4:00 - 4:15 0 2 0 2 1 1 0 2 45 0 11 0 56 0 0 0 0 0 60

4:15 - 4:30 1 0 0 1 2 1 0 3 10 0 9 0 19 0 0 0 0 0 23

4:30 - 4:45 1 6 0 7 2 0 0 2 1 0 4 0 5 1 0 0 0 1 15

4:45 - 5:00 0 10 0 10 17 0 0 17 15 0 9 0 24 0 0 0 0 0 51

5:00 - 5:15 0 4 0 4 2 0 0 2 24 0 10 0 34 0 0 1 0 1 41

5:15 - 5:30 0 1 0 1 1 0 0 1 3 0 2 0 5 0 0 0 0 0 7

5:30 - 5:45 0 2 0 2 0 0 0 0 7 0 3 0 10 1 0 1 0 2 14

5:45 - 6:00 0 2 0 2 1 1 0 2 4 0 2 0 6 1 0 0 0 1 11

4 Hr Totals 2 0 91 0 93 63 0 4 0 67 172 0 71 0 243 4 0 2 0 6 409

1 Hr Totals

2:00 - 3:00 0 0 9 0 9 5 0 0 0 5 11 0 5 0 16 1 0 0 0 1 31

2:15 - 3:15 0 0 12 0 12 7 0 0 0 7 5 0 4 0 9 0 0 0 0 0 28

2:30 - 3:30 0 0 18 0 18 11 0 0 0 11 13 0 4 0 17 0 0 0 0 0 46

2:45 - 3:45 0 0 41 0 41 22 0 1 0 23 21 0 9 0 30 0 0 0 0 0 94

3:00 - 4:00 0 0 55 0 55 32 0 1 0 33 52 0 16 0 68 0 0 0 0 0 156

3:15 - 4:15 0 0 52 0 52 30 0 2 0 32 96 0 27 0 123 0 0 0 0 0 207

3:30 - 4:30 1 0 43 0 44 28 0 3 0 31 97 0 34 0 131 0 0 0 0 0 206

3:45 - 4:45 2 0 24 0 26 17 0 2 0 19 90 0 33 0 123 1 0 0 0 1 169

4:00 - 5:00 2 0 18 0 20 22 0 2 0 24 71 0 33 0 104 1 0 0 0 1 149

4:15 - 5:15 2 0 20 0 22 23 0 1 0 24 50 0 32 0 82 1 0 1 0 2 130

4:30 - 5:30 1 0 21 0 22 22 0 0 0 22 43 0 25 0 68 1 0 1 0 2 114

4:45 - 5:45 0 0 17 0 17 20 0 0 0 20 49 0 24 0 73 1 0 2 0 3 113

5:00 - 6:00 0 0 9 0 9 4 0 1 0 5 38 0 17 0 55 2 0 2 0 4 73

PEAK HOUR

2:00 - 3:00 0 0 9 0 9 5 0 0 0 5 11 0 5 0 16 1 0 0 0 1 31


20

21

APPENDIX B

Intersection Capacity

Analysis Worksheets

rh, 160106\rev2\clv\1.xls-clv, f11/28/16

CRITICAL LANE VOLUME (CLV) METHODOLOGYfor MSHA

E/W Road: Riedel Road Date of Count: 6/8/2016

N/S Road: MD 424 Day of Count: Wednesday

Conditions: Existing Traffic Analyst: Richard Huang

MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 329 246 PM

270 84 AM

T L

T L

R R 402 227

L L 339 202

AM PM

RIEDEL ROAD

T R

T R

AM 339 232

PM 274 292

MD 424

Capacity Analysis

Morning Peak Hour Evening Peak Hour

Thru Volumes + Opposing Lefts AM Thru Volumes + Opposing Lefts PM

Dir VOL x LUF = Total VOL x LUF = Total CLV Dir VOL x LUF = Total VOL x LUF = Total CLV

WB 339 339 339 WB 202 202 202

NB 339 339 84 1.00 84 NB 274 274 246 1.00 246

423 520

SB 270 270 SB 329 329

CLV TOTAL= 762 CLV TOTAL= 722

Level of Service (LOS )= A Level of Service (LOS )= A

Scenario ID - EXIST1 CLV V/C =0.48 CLV V/C =0.45

1.00

1.00

1.00

1.00

1.00

1.00

1





Conditions: Background Traffic Analyst: Richard Huang

MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 337 246 PM

284 84 AM

T L

T L

R R 402 227

L L 339 202

AM PM

RIEDEL ROAD

T R

T R

AM 353 232

PM 282 292

MD 424

Capacity Analysis




WB 339 339 339 WB 202 202 202

NB 353 353 84 1.00 84 NB 282 282 246 1.00 246

437 528

SB 284 284 SB 337 337



Scenario ID - BACK1 CLV V/C =0.49 CLV V/C =0.46

1.00

1.00

1.00

1.00

1.00

1.00

2





Conditions: Total Traffic Analyst: Richard Huang

MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 378 246 PM

408 84 AM

T L

T L

R R 402 227

L L 439 234

AM PM

RIEDEL ROAD

T R

T R

AM 411 279

PM 365 358

MD 424

Capacity Analysis




WB 439 439 439 WB 234 234 234

NB 411 411 84 1.00 84 NB 365 365 246 1.00 246

495 611

SB 408 408 SB 378 378



Scenario ID - TOT1 CLV V/C =0.58 CLV V/C =0.53

1.00

1.00

1.00

1.00

1.00

1.00

3



E/W Road Name: Layton Street Date of Count: 6/14/2016

N/S Road Name: MD 424 Day of Count: Tuesday


MD 424

AM Peak: 07:00-8:00

PM Peak: 02:00-3:00 33 456 PM

17 572 AM

R T

TR

LAYTON STREET

PM AM

26 30 L L −−−−−−−−−−−−

45 79 R R −−−−−−−−−−−−

L T

L T

AM 34 520

PM 38 534

MD 424

Capacity Analysis

Evening Peak Hour



EB 45 45 EB 26 26

NB 520 NB 534

623 534

SB 589 34 1.00 34 SB 489 38 1.00 38




1.00

1.00

1.00

45

589

26

534

489

Morning Peak Hour

1.00

520

1.00

1.00

4






MD 424

AM Peak: 07:00-8:00

PM Peak: 02:00-3:00 33 464 PM

17 586 AM

R T

TR

LAYTON STREET

PM AM

26 30 L L −−−−−−−−−−−−

45 79 R R −−−−−−−−−−−−

L T

L T

AM 34 534

PM 38 542

MD 424

Capacity Analysis

Evening Peak Hour



EB 45 45 EB 26 26

NB 534 NB 542

637 542

SB 603 34 1.00 34 SB 497 38 1.00 38




1.00

1.00

1.00

45

603

26

542

497

Morning Peak Hour

1.00

534

1.00

1.00

5






MD 424

AM Peak: 07:00-8:00

PM Peak: 02:00-3:00 44 528 PM

24 636 AM

R T

TR

LAYTON STREET

PM AM

31 48 L L −−−−−−−−−−−−

47 81 R R −−−−−−−−−−−−

L T

L T

AM 36 626

PM 40 579

MD 424

Capacity Analysis

Evening Peak Hour



EB 48 48 EB 31 31

NB 626 NB 579

696 612

SB 660 36 1.00 36 SB 572 40 1.00 40




1.00

1.00

1.00

48

660

31

579

572

Morning Peak Hour

1.00

626

1.00

1.00

6



E/W Road Name: Pleasant Meadow Road Date of Count: 6/8/2016

N/S Road Name: MD 424 Day of Count: Wednesday


MD 424

AM Peak: 07:00-8:00

PM Peak: 02:00-3:00 31 442 PM

10 559 AM

R T

TR

PLEASANT MEADOW ROAD

PM AM

15 36 L

23 35 R LR −−−−−−−−−−−−

L T

L T

AM 6 494

PM 32 581

MD 424

Capacity Analysis

Evening Peak Hour



EB 71 71 EB 38 38

NB 494 NB 581

575 581

SB 569 6 1.00 6 SB 473 32 1.00 32




1.00

1.00

1.00

71

569

38

581

473

Morning Peak Hour

1.00

494

1.00

1.00

7






MD 424

AM Peak: 07:00-8:00

PM Peak: 02:00-3:00 31 450 PM

10 573 AM

R T

TR


PM AM

15 36 L

23 35 R LR −−−−−−−−−−−−

L T

L T

AM 6 508

PM 32 589

MD 424

Capacity Analysis

Evening Peak Hour



EB 71 71 EB 38 38

NB 508 NB 589

589 589

SB 583 6 1.00 6 SB 481 32 1.00 32




1.00

1.00

1.00

71

583

38

589

481

Morning Peak Hour

1.00

508

1.00

1.00

8






MD 424

AM Peak: 07:00-8:00

PM Peak: 02:00-3:00 44 503 PM

19 616 AM

R T

TR


PM AM

21 56 L

23 35 R LR −−−−−−−−−−−−

L T

L T

AM 6 582

PM 32 622

MD 424

Capacity Analysis

Evening Peak Hour



EB 91 91 EB 44 44

NB 582 NB 622

641 622

SB 635 6 1.00 6 SB 547 32 1.00 32




1.00

1.00

1.00

91

635

44

622

547

Morning Peak Hour

1.00

582

1.00

1.00

9



E/W Road: Underwood Road/Cardinal Crest Drive Date of Count: 6/8/2016

N/S Road: MD 424 Day of Week: Wednesday


MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 8 438 26 PM

6 563 19 AM

R T L

R T L

CARDINAL CREST DRIVE R R 52 36

LT T 4 3

L 281 77

AM PM

PM AM

14 11 L

2 8 T LT

15 37 R R UNDERWOOD ROAD

L TR

L T R

AM 10 426 99

PM 22 581 133

MD 424

Capacity Analysis - East/West Split




EB 27 1.00 27 27 EB 16 1.00 16 16

WB 285 1.00 285 285 WB 80 1.00 80 80

NB 525 1.00 525 19 1.00 19 NB 714 1.00 714 26 1.00 26

573 740

SB 563 1.00 563 10 1.00 10 SB 438 1.00 438 22 1.00 22



Scenario ID - EXIST4 AM V/C =0.55 PM V/C =0.52

10






MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 8 446 26 PM

6 577 19 AM

R T L

R T L


LT T 4 3

L 290 83

AM PM

PM AM

14 11 L

2 8 T LT


L TR

L T R

AM 10 440 102

PM 22 589 143

MD 424





EB 27 1.00 27 27 EB 16 1.00 16 16

WB 294 1.00 294 294 WB 86 1.00 86 86

NB 542 1.00 542 19 1.00 19 NB 732 1.00 732 26 1.00 26

587 758

SB 577 1.00 577 10 1.00 10 SB 446 1.00 446 22 1.00 22



Scenario ID - BACK4 AM V/C =0.57 PM V/C =0.54

11






MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 14 479 40 PM

11 601 33 AM

R T L

R T L


LT T 4 3

L 290 83

AM PM

PM AM

17 21 L

2 8 T LT


L TR

L T R

AM 10 490 102

PM 22 605 143

MD 424





EB 29 1.00 29 29 EB 19 1.00 19 19

WB 294 1.00 294 294 WB 86 1.00 86 86

NB 592 1.00 592 33 1.00 33 NB 748 1.00 748 40 1.00 40

625 788

SB 601 1.00 601 10 1.00 10 SB 479 1.00 479 22 1.00 22



Scenario ID - TOT4 AM V/C =0.59 PM V/C =0.56

12



E/W Road: MD 450 Date of Count: 6/14/2016

N/S Road: MD 424 Day of Count: Tuesday


MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 104 321 102 PM

229 414 108 AM

R T L

R T L

MD 450 R R 91 130

T T 143 100

L L 46 30

AM PM

PM AM

168 98 L

116 67 T L

127 79 R TR

L TR

L T R

AM 137 385 25

PM 120 373 32

MD 424

Capacity Analysis




NB 410 410 108 1.00 108 NB 405 1.00 405 102 1.00 102

551 507

SB 414 1.00 414 137 1.00 137 SB 321 1.00 321 120 1.00 120

EB 146 1.00 146 46 1.00 46 EB 243 1.00 243 30 1.00 30

241 273

WB 143 1.00 143 98 1.00 98 WB 100 1.00 100 168 1.00 168




1.00

MD 450

13






MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 107 332 102 PM

233 433 108 AM

R T L

R T L

MD 450 R R 91 130

T T 143 100

L L 60 38

AM PM

PM AM

173 99 L

116 67 T L

135 93 R TR

L TR

L T R

AM 151 401 39

PM 128 386 40

MD 424

Capacity Analysis




NB 440 440 108 1.00 108 NB 426 1.00 426 102 1.00 102

584 528

SB 433 1.00 433 151 1.00 151 SB 332 1.00 332 128 1.00 128

EB 160 1.00 160 60 1.00 60 EB 251 1.00 251 38 1.00 38

242 289

WB 143 1.00 143 99 1.00 99 WB 100 1.00 100 173 1.00 173




1.00

MD 450

14






MD 424

Peak: 7:00 -8:00

Peak: 2:00 -3:00 117 348 109 PM

240 445 113 AM

R T L

R T L

MD 450 R R 101 133

T T 143 100

L L 60 38

AM PM

PM AM

178 114 L

116 67 T L

135 93 R TR

L TR

L T R

AM 151 426 39

PM 128 394 40

MD 424

Capacity Analysis




NB 465 465 113 1.00 113 NB 434 1.00 434 109 1.00 109

596 543

SB 445 1.00 445 151 1.00 151 SB 348 1.00 348 128 1.00 128

EB 160 1.00 160 60 1.00 60 EB 251 1.00 251 38 1.00 38

257 289

WB 143 1.00 143 114 1.00 114 WB 100 1.00 100 178 1.00 178




1.00

MD 450

15



E/W Road: School Main Access Date of Count: 11/17/2016

N/S Road: MD 424 Day of Count: Thursday


Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

485 7 PM 14

589 2 AM 4

T L adjusted lefts

LT

LR R 0 7

L 0 4

AM PM

SCHOOL MAIN ACCESS

T R

T R

AM 550 0

PM 553 7

MD 424

Capacity Analysis




WB 0 0 0 WB 11 11 11

NB 550 550 2 1.00 2 NB 553 553 7 1.00 7

593 560

SB 593 593 SB 499 499




1.00

1.00

1.00

1.00

1.00

1.00

16






Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

493 7 PM 14

603 2 AM 4

T L adjusted lefts

LT

LR R 0 7

L 0 4

AM PM

SCHOOL MAIN ACCESS

T R

T R

AM 564 0

PM 561 7

MD 424

Capacity Analysis




WB 0 0 0 WB 11 11 11

NB 564 564 2 1.00 2 NB 561 561 7 1.00 7

607 568

SB 607 607 SB 507 507




1.00

1.00

1.00

1.00

1.00

1.00

17






Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

511 62 PM 186

621 208 AM 624

T L adjusted lefts

LT

LR R 87 138

L 39 61

AM PM

SCHOOL MAIN ACCESS

T R

T R

AM 582 92

PM 579 31

MD 424

Capacity Analysis




WB 126 126 126 WB 199 199 199

NB 582 582 208 1.00 208 NB 579 579 62 1.00 62

1245 697

SB 1245 1245 SB 697 697

CLV TOTAL= 1,371 CLV TOTAL= 896

Level of Service (LOS )= D Level of Service (LOS )= A


1.00

1.00

1.00

1.00

1.00

1.00

18

rh, 160106\rev2\clv\7.xls-imp, f11/28/16





w/improvement

Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

511 62 PM

621 208 AM

T L

T L

R R 87 138

L L 39 61

AM PM

SCHOOL MAIN ACCESS

T R

T R

AM 582 92

PM 579 31

MD 424

Capacity Analysis




WB 39 39 39 WB 76 76 76

NB 582 582 208 1.00 208 NB 579 579 62 1.00 62

790 641

SB 621 621 SB 511 511



CLV V/C =0.52 CLV V/C =0.45

1.00 1.00

1.00 1.00

1.00 1.00

19



E/W Road: School Bus Access/Old Post Rd Date of Count:

N/S Road: MD 424 Day of Count:


Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

0 467 9 PM

0 554 49 AM

R T L

R T L

OLD POST RD R R 42 11

LT T 0 0

L 15 5

AM PM

0 0 adjusted lefts adjusted lefts 15 6

PM AM

0 0 L

0 0 T

1 0 R LTR

L TR

L T R

AM 0 509 21

PM 0 591 5

MD 424

Capacity Analysis




NB 530 530 49 1.00 49 NB 596 1.00 596 9 1.00 9

579 605

SB 554 1.00 554 0 1.00 0 SB 467 1.00 467 0 1.00 0

EB 0 1.00 0 15 1.00 15 EB 1 1.00 1 5 1.00 5

15 6

WB 15 1.00 15 0 1.00 0 WB 6 1.00 6 0 1.00 0




1.00

SCHOOL BUS ACCESS

20






Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

0 475 9 PM

0 568 49 AM

R T L

R T L


LT T 0 0

L 15 5

AM PM


PM AM

0 0 L

0 0 T

1 0 R LTR

L TR

L T R

AM 0 523 21

PM 0 599 5

MD 424

Capacity Analysis




NB 544 544 49 1.00 49 NB 604 1.00 604 9 1.00 9

593 613

SB 568 1.00 568 0 1.00 0 SB 475 1.00 475 0 1.00 0

EB 0 1.00 0 15 1.00 15 EB 1 1.00 1 5 1.00 5

15 6

WB 15 1.00 15 0 1.00 0 WB 6 1.00 6 0 1.00 0




1.00

SCHOOL BUS ACCESS

21






Peak: 7:00 -8:00 MD 424

Peak: 2:00 -3:00

0 521 29 PM

0 600 69 AM

R T L

R T L


LT T 0 0

L 35 25

AM PM


PM AM

0 0 L

0 0 T

1 0 R LTR

L TR

L T R

AM 0 597 41

PM 0 618 25

MD 424

Capacity Analysis




NB 638 638 69 1.00 69 NB 643 1.00 643 29 1.00 29

707 672

SB 600 1.00 600 0 1.00 0 SB 521 1.00 521 0 1.00 0

EB 0 1.00 0 35 1.00 35 EB 1 1.00 1 25 1.00 25

35 28

WB 35 1.00 35 0 1.00 0 WB 28 1.00 28 0 1.00 0




1.00

SCHOOL BUS ACCESS

22

SITE LAYOUT

Site: EA

Underwood Rd & Mt. Tabor RdExisting AMRoundabout

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: THE TRAFFIC GROUP | Created: Monday, November 28, 2016 5:21:02 PMProject: F:\2016\2016-0106_Crofton High School\ENG\REV2\HCM\6.sip6

23

MOVEMENT SUMMARY

Site: EA

Underwood Rd & Mt. Tabor RdExisting AMRoundabout

Movement Performance - Vehicles

Demand Flows 95% Back of QueueMovID

ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate

AverageSpeed Total HV Vehicles Distance

veh/h % v/c sec veh ft per veh mphSouthEast: Mt. Tabor Rd

3x L2 43 3.0 0.094 10.1 LOS B 0.5 11.9 0.32 0.59 34.9

18x R2 48 3.0 0.094 5.3 LOS A 0.5 11.9 0.32 0.59 34.3

Approach 91 3.0 0.094 7.6 LOS A 0.5 11.9 0.32 0.59 34.6

NorthEast: Underwood Rd

1x L2 35 3.0 0.326 9.6 LOS A 2.2 55.3 0.24 0.46 35.7

6x T1 310 3.0 0.326 5.2 LOS A 2.2 55.3 0.24 0.46 35.9

Approach 345 3.0 0.326 5.6 LOS A 2.2 55.3 0.24 0.46 35.8

SouthWest: Underwood Rd

2x T1 121 3.0 0.129 5.0 LOS A 0.7 17.4 0.17 0.44 36.3

12x R2 17 3.0 0.129 4.7 LOS A 0.7 17.4 0.17 0.44 35.5

Approach 138 3.0 0.129 5.0 LOS A 0.7 17.4 0.17 0.44 36.2

All Vehicles 574 3.0 0.326 5.8 LOS A 2.2 55.3 0.24 0.48 35.7

Level of Service (LOS) Method: Delay & v/c (HCM 2010).

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 2010).

Roundabout Capacity Model: SIDRA Standard.

SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay.

Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D).

HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: THE TRAFFIC GROUP | Processed: Monday, November 28, 2016 5:19:37 PMProject: F:\2016\2016-0106_Crofton High School\ENG\REV2\HCM\6.sip6

24

MOVEMENT SUMMARY

Site: EP

Underwood Rd & Mt. Tabor RdExisting PMRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3x L2 33 3.0 0.070 10.2 LOS B 0.3 8.6 0.33 0.59 34.8

18x R2 34 3.0 0.070 5.4 LOS A 0.3 8.6 0.33 0.59 34.2

Approach 66 3.0 0.070 7.7 LOS A 0.3 8.6 0.33 0.59 34.5


1x L2 33 3.0 0.119 9.4 LOS A 0.6 16.2 0.17 0.50 35.6

6x T1 95 3.0 0.119 5.0 LOS A 0.6 16.2 0.17 0.50 35.8

Approach 127 3.0 0.119 6.1 LOS A 0.6 16.2 0.17 0.50 35.7


2x T1 138 3.0 0.159 5.0 LOS A 0.8 21.7 0.17 0.44 36.4

12x R2 33 3.0 0.159 4.7 LOS A 0.8 21.7 0.17 0.44 35.5

Approach 171 3.0 0.159 4.9 LOS A 0.8 21.7 0.17 0.44 36.2












25

MOVEMENT SUMMARY

Site: BA

Underwood Rd & Mt. Tabor RdBackground AMRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3x L2 43 3.0 0.095 10.1 LOS B 0.5 11.9 0.32 0.59 34.9

18x R2 48 3.0 0.095 5.3 LOS A 0.5 11.9 0.32 0.59 34.2

Approach 91 3.0 0.095 7.6 LOS A 0.5 11.9 0.32 0.59 34.6


1x L2 35 3.0 0.335 9.6 LOS A 2.3 57.6 0.24 0.46 35.7

6x T1 320 3.0 0.335 5.2 LOS A 2.3 57.6 0.24 0.46 35.9

Approach 354 3.0 0.335 5.6 LOS A 2.3 57.6 0.24 0.46 35.8


2x T1 124 3.0 0.132 5.0 LOS A 0.7 17.9 0.17 0.44 36.3

12x R2 17 3.0 0.132 4.7 LOS A 0.7 17.9 0.17 0.44 35.5

Approach 141 3.0 0.132 5.0 LOS A 0.7 17.9 0.17 0.44 36.2












26

MOVEMENT SUMMARY

Site: BP

Underwood Rd & Mt. Tabor RdBackground PMRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3x L2 33 3.0 0.071 10.2 LOS B 0.3 8.7 0.34 0.59 34.8

18x R2 34 3.0 0.071 5.5 LOS A 0.3 8.7 0.34 0.59 34.2

Approach 66 3.0 0.071 7.8 LOS A 0.3 8.7 0.34 0.59 34.5


1x L2 33 3.0 0.125 9.4 LOS A 0.7 17.2 0.17 0.49 35.6

6x T1 101 3.0 0.125 5.0 LOS A 0.7 17.2 0.17 0.49 35.8

Approach 134 3.0 0.125 6.1 LOS A 0.7 17.2 0.17 0.49 35.7


2x T1 149 3.0 0.169 5.0 LOS A 0.9 23.3 0.17 0.44 36.4

12x R2 33 3.0 0.169 4.7 LOS A 0.9 23.3 0.17 0.44 35.5

Approach 182 3.0 0.169 4.9 LOS A 0.9 23.3 0.17 0.44 36.2












27

SITE LAYOUT

Site: TA

Underwood Rd & Mt. Tabor RdAM Peak HourRoundabout

SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.comOrganisation: THE TRAFFIC GROUP | Created: Monday, November 28, 2016 5:24:33 PMProject: F:\2016\2016-0106_Crofton High School\ENG\REV2\HCM\6.sip6

28

MOVEMENT SUMMARY

Site: TA

Underwood Rd & Mt. Tabor RdAM Peak HourRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3x L2 46 3.0 0.134 10.7 LOS B 0.7 17.5 0.42 0.61 34.8

8x T1 25 3.0 0.134 6.3 LOS A 0.7 17.5 0.42 0.61 34.9

18x R2 48 3.0 0.134 6.0 LOS A 0.7 17.5 0.42 0.61 34.1

Approach 118 3.0 0.134 7.9 LOS A 0.7 17.5 0.42 0.61 34.6


1x L2 35 3.0 0.507 10.1 LOS B 4.3 109.7 0.40 0.50 35.4

6x T1 333 3.0 0.507 5.7 LOS A 4.3 109.7 0.40 0.50 35.6

16x R2 149 3.0 0.507 5.4 LOS A 4.3 109.7 0.40 0.50 34.7

Approach 516 3.0 0.507 5.9 LOS A 4.3 109.7 0.40 0.50 35.3

NorthWest: School Access

7x L2 63 3.0 0.106 12.4 LOS B 0.5 13.9 0.58 0.73 33.1

4x T1 11 3.0 0.106 7.9 LOS A 0.5 13.9 0.58 0.73 33.2

14x R2 1 3.0 0.106 7.6 LOS A 0.5 13.9 0.58 0.73 32.5

Approach 75 3.0 0.106 11.6 LOS B 0.5 13.9 0.58 0.73 33.1


5x L2 1 3.0 0.162 10.1 LOS B 0.9 22.7 0.33 0.49 35.6

2x T1 137 3.0 0.162 5.6 LOS A 0.9 22.7 0.33 0.49 35.8

12x R2 20 3.0 0.162 5.3 LOS A 0.9 22.7 0.33 0.49 34.9

Approach 158 3.0 0.162 5.6 LOS A 0.9 22.7 0.33 0.49 35.7












29

MOVEMENT SUMMARY

Site: TP

Underwood Rd & Mt. Tabor RdPM Peak HourRoundabout



ODMov

Deg.Satn

AverageDelay

Level ofService

Prop. Queued

Effective Stop Rate



3x L2 35 3.0 0.090 11.1 LOS B 0.4 11.4 0.46 0.64 34.5

8x T1 7 3.0 0.090 6.6 LOS A 0.4 11.4 0.46 0.64 34.7

18x R2 34 3.0 0.090 6.3 LOS A 0.4 11.4 0.46 0.64 33.9

Approach 75 3.0 0.090 8.5 LOS A 0.4 11.4 0.46 0.64 34.2


1x L2 33 3.0 0.177 9.5 LOS A 1.0 26.2 0.21 0.49 35.7

6x T1 114 3.0 0.177 5.1 LOS A 1.0 26.2 0.21 0.49 35.9

16x R2 40 3.0 0.177 4.8 LOS A 1.0 26.2 0.21 0.49 35.0

Approach 187 3.0 0.177 5.8 LOS A 1.0 26.2 0.21 0.49 35.7

NorthWest: School Access

7x L2 95 3.0 0.124 10.6 LOS B 0.6 15.9 0.39 0.65 33.8

4x T1 16 3.0 0.124 6.1 LOS A 0.6 15.9 0.39 0.65 34.0

14x R2 1 3.0 0.124 5.8 LOS A 0.6 15.9 0.39 0.65 33.2

Approach 112 3.0 0.124 9.9 LOS A 0.6 15.9 0.39 0.65 33.8


5x L2 1 3.0 0.211 10.4 LOS B 1.2 30.1 0.39 0.52 35.5

2x T1 162 3.0 0.211 5.9 LOS A 1.2 30.1 0.39 0.52 35.6

12x R2 35 3.0 0.211 5.6 LOS A 1.2 30.1 0.39 0.52 34.8

Approach 198 3.0 0.211 5.9 LOS A 1.2 30.1 0.39 0.52 35.5












30

HCS 2010 Two-Way Stop-Control Report

General Information Site Information

Analyst RH Intersection MD 424 & School Main Acce

Agency/Co. The Traffic Group, Inc. Jurisdiction Anne Arundel County

Date Performed 11/29/2016 East/West Street School Main Access

Analysis Year 2016 North/South Street MD 424

Time Analyzed Existing AM Peak Hour Peak Hour Factor 0.92

Intersection Orientation North-South Analysis Time Period (hrs) 0.25

Project Description Crofton High School

Lanes

Major Street: North-South

Vehicle Volumes and Adjustments

Approach Eastbound Westbound Northbound Southbound

Movement U L T R U L T R U L T R U L T R

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0

Configuration LR T R LT

Volume, V (veh/h) 0 0 550 0 2 589

Percent Heavy Vehicles (%) 3 3 3

Proportion Time Blocked

Percent Grade (%) 0

Right Turn Channelized No No No No

Median Type/Storage Undivided

Critical and Follow-up Headways

Base Critical Headway (sec)

Critical Headway (sec)

Base Follow-Up Headway (sec)

Follow-Up Headway (sec)

Delay, Queue Length, and Level of Service

Flow Rate, v (veh/h) 0 2

Capacity, c (veh/h) 0 973

v/c Ratio 0.00

95% Queue Length, Q₉₅ (veh) 0.0

Control Delay (s/veh) 5.0 8.7

Level of Service, LOS A A

Approach Delay (s/veh) 5.0 0.1

Approach LOS A

Copyright © 2016 University of Florida. All Rights Reserved. HCS 2010™ TWSC Version 6.90 Generated: 11/29/2016 9:49:33 AM

7EA.xtw

31







Time Analyzed PM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 4 7 553 7 7 485



Percent Grade (%) 0











v/c Ratio 0.03 0.01

95% Queue Length, Q₉₅ (veh) 0.1 0.0


Level of Service, LOS C A


Approach LOS C


7EP.xtw

32







Time Analyzed Background AM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 0 0 564 0 2 603



Percent Grade (%) 0











v/c Ratio 0.00

95% Queue Length, Q₉₅ (veh) 0.0


Level of Service, LOS A A


Approach LOS A


7BA.xtw

33







Time Analyzed Background PM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 4 7 561 7 7 493



Percent Grade (%) 0











v/c Ratio 0.04 0.01



Level of Service, LOS C A


Approach LOS C


7BP.xtw

34







Time Analyzed Total AM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 39 87 582 92 208 621



Percent Grade (%) 0











v/c Ratio 0.81 0.26



Level of Service, LOS F B


Approach LOS F


7TA.xtw

35







Time Analyzed Total PM Peak Hour Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 61 138 579 31 62 511



Percent Grade (%) 0











v/c Ratio 0.72 0.07



Level of Service, LOS E A


Approach LOS E


7TP.xtw

36







Time Analyzed Total AM Peak Hour w/imp Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 1 0 1 0 0 1 1 0 1 1 0

Configuration L R T R L T

Volume, V (veh/h) 39 87 582 92 208 621



Percent Grade (%) 0









Flow Rate, v (veh/h) 42 95 226

Capacity, c (veh/h) 68 478 866

v/c Ratio 0.62 0.20 0.26

95% Queue Length, Q₉₅ (veh) 2.7 0.7 1.0

Control Delay (s/veh) 119.7 14.4 10.6

Level of Service, LOS F B B


Approach LOS E


7TAimp.xtw

37







Time Analyzed Total PM Peak Hour w/imp Peak Hour Factor 0.92



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 1 0 1 0 0 1 1 0 1 1 0


Volume, V (veh/h) 61 138 579 31 62 511



Percent Grade (%) 0











v/c Ratio 0.41 0.31 0.07



Level of Service, LOS E C A


Approach LOS C


7TPimp.xtw

38







Time Analyzed Total AM w/PHF=0.5 Peak Hour Factor 1.00



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 78 174 582 184 416 621



Percent Grade (%) 0




Base Critical Headway (sec) 7.1 6.2 4.1

Critical Headway (sec) 6.43 6.23 4.13

Base Follow-Up Headway (sec) 3.5 3.3 2.2

Follow-Up Headway (sec) 3.53 3.33 2.23




v/c Ratio 2.82 0.49



Level of Service, LOS F B


Approach LOS F


7TA2.xtw

39







Time Analyzed Total PM w/PHF=0.5 Peak Hour Factor 1.00



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 0 0 0 0 0 1 1 0 0 1 0


Volume, V (veh/h) 122 276 579 62 124 511



Percent Grade (%) 0











v/c Ratio 1.38 0.13



Level of Service, LOS F A


Approach LOS F


7TP2.xtw

40







Time Analyzed Total AM w/PHF=0.5 & Imp Peak Hour Factor 1.00



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 1 0 1 0 0 1 1 0 1 1 0


Volume, V (veh/h) 78 174 582 184 416 621



Percent Grade (%) 0











v/c Ratio 2.48 0.34 0.49



Level of Service, LOS F C B


Approach LOS F


7TA2imp.xtw

41







Time Analyzed Total PM w/PHF=0.5 & Imp Peak Hour Factor 1.00



Lanes





Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6

Number of Lanes 0 0 0 1 0 1 0 0 1 1 0 1 1 0


Volume, V (veh/h) 122 276 579 62 124 511



Percent Grade (%) 0











v/c Ratio 0.84 0.54 0.13



Level of Service, LOS F C A


Approach LOS E


7TP2imp.xtw

42

HCS 2010 Signalized Intersection Results Summary

General Information Intersection Information

Agency The Traffic Group, Inc Duration, h 0.25

Analyst RH Analysis Date 11/29/2016 Area Type Other

Jurisdiction Anne Arundel County Time Period Total AM PHF 0.92

Urban Street MD 424 Analysis Year 2016 Analysis Period 1> 7:00

Intersection MD 424 & School Main … File Name 7TA1.xus


Demand Information EB WB NB SB

Approach Movement L T R L T R L T R L T R

Demand ( v ), veh/h 39 87 582 92 208 621

Signal Information

Green

Yellow

Red

14.8 30.0 5.6 0.0 0.0 0.0

4.0 4.0 4.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0

1 2 3 4

5 7 8

Cycle, s 65.3 Reference Phase 2

Offset, s 0 Reference Point End

Uncoordinated Yes Simult. Gap E/W On

Force Mode Fixed Simult. Gap N/S On

Timer Results EBL EBT WBL WBT NBL NBT SBL SBT

Assigned Phase 4 6 5 2

Case Number 9.0 7.3 1.0 4.0

Phase Duration, s 10.6 35.0 19.8 54.8

Change Period, ( Y+R c ), s 5.0 5.0 5.0 5.0

Max Allow Headway ( MAH ), s 3.3 4.0 4.1 4.0

Queue Clearance Time ( g s ), s 5.8 20.2 4.7 10.8

Green Extension Time ( g e ), s 0.2 6.8 0.7 6.9

Phase Call Probability 0.92 1.00 0.98 1.00

Max Out Probability 0.00 0.01 0.00 0.01

Movement Group Results EB WB NB SB


Assigned Movement 7 14 6 16 5 2

Adjusted Flow Rate ( v ), veh/h 42 95 633 100 226 675

Adjusted Saturation Flow Rate ( s ), veh/h/ln 1774 1579 1863 1579 1774 1863

Queue Service Time ( g s ), s 1.5 3.8 18.2 2.4 2.7 8.8

Cycle Queue Clearance Time ( g c ), s 1.5 3.8 18.2 2.4 2.7 8.8

Green Ratio ( g/C ) 0.09 0.09 0.46 0.46 0.72 0.76

Capacity ( c ), veh/h 151 134 856 725 654 1419

Volume-to-Capacity Ratio ( X ) 0.281 0.704 0.739 0.138 0.346 0.476

Back of Queue ( Q ), ft/ln ( 95 th percentile) 27.5 66.1 279.2 33.6 38.8 63.6

Back of Queue ( Q ), veh/ln ( 95 th percentile) 1.1 2.6 11.0 1.3 1.5 2.5

Queue Storage Ratio ( RQ ) ( 95 th percentile) 0.00 0.00 0.00 0.00 0.00 0.00

Uniform Delay ( d 1 ), s/veh 28.0 29.1 14.5 10.2 7.4 2.9

Incremental Delay ( d 2 ), s/veh 0.4 2.5 1.3 0.1 0.3 0.2

Initial Queue Delay ( d 3 ), s/veh 0.0 0.0 0.0 0.0 0.0 0.0

Control Delay ( d ), s/veh 28.4 31.6 15.7 10.3 7.7 3.2

Level of Service (LOS) C C B B A A

Approach Delay, s/veh / LOS 0.0 30.6 C 15.0 B 4.3 A

Intersection Delay, s/veh / LOS 10.8 B

Multimodal Results EB WB NB SB

Pedestrian LOS Score / LOS 2.3 B 2.3 B 2.2 B 0.6 A

Bicycle LOS Score / LOS F 1.7 A 2.0 A

Copyright © 2016 University of Florida, All Rights Reserved. HCS 2010™ Streets Version 6.90 Generated: 11/29/2016 11:54:33 AM

43





Jurisdiction Anne Arundel County Time Period Total PM PHF 1.00


Intersection MD 424 & School Main … File Name 7TP1.xus




Demand ( v ), veh/h 61 138 579 31 62 511

Signal Information

Green

Yellow

Red

9.9 30.0 7.4 0.0 0.0 0.0

4.0 4.0 4.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0

1 2 3 4

5 7 8







Case Number 9.0 7.3 1.0 4.0

Phase Duration, s 12.4 35.0 14.9 49.9














Green Ratio ( g/C ) 0.12 0.12 0.48 0.48 0.67 0.72

Capacity ( c ), veh/h 211 188 897 760 602 1342


Back of Queue ( Q ), ft/ln ( 95 th percentile) 35.8 88.6 224.8 8.7 8 58.8







Level of Service (LOS) C C B A A A







44





Jurisdiction Anne Arundel County Time Period Total AM w/

PHF=0.5

PHF 1.00


Intersection MD 424 & School Main … File Name 7TA2.xus




Demand ( v ), veh/h 78 174 582 184 416 621

Signal Information

Green

Yellow

Red

15.0 30.0 9.8 0.0 0.0 0.0

4.0 4.0 4.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0

1 2 3 4

5 7 8







Case Number 9.0 7.3 1.0 4.0

Phase Duration, s 14.8 35.0 20.0 55.0














Green Ratio ( g/C ) 0.14 0.14 0.43 0.43 0.67 0.72

Capacity ( c ), veh/h 250 223 800 678 625 1333









Level of Service (LOS) C C B B B A





Bicycle LOS Score / LOS F 1.8 A 2.2 B


45





Jurisdiction Anne Arundel County Time Period Total PM w/

PHF=0.5

PHF 1.00


Intersection MD 424 & School Main … File Name 7TP2.xus




Demand ( v ), veh/h 122 276 579 62 124 511

Signal Information

Green

Yellow

Red

13.8 30.0 15.3 0.0 0.0 0.0

4.0 4.0 4.0 0.0 0.0 0.0

1.0 1.0 1.0 0.0 0.0 0.0

1 2 3 4

5 7 8







Case Number 9.0 7.3 1.0 4.0

Phase Duration, s 20.3 35.0 18.8 53.8














Green Ratio ( g/C ) 0.21 0.21 0.40 0.40 0.62 0.66

Capacity ( c ), veh/h 366 326 754 639 541 1227









Level of Service (LOS) C C C B A A

Approach Delay, s/veh / LOS 0.0 29.0 C 20.1 C 6.9 A






46

APPENDIX C

Trip Assignment for

Background Developments

1

2

3

4

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