THORNDALE TRAIN STATION TRAFFIC STUDY
JUNE 1992
~~ DELAWARE VALLEY ~~ REGIONAL PLANNING COMMISSION
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THORNDALE TRAIN STATION TRAFFIC STUDY
JUNE 1992
"'~ DELAWARE VALLEY ~W REGIONAL PLANNING COMMISSION
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- THIS REPORT IS PRINTED ON RECYCLED PAPER-
This report, prepared by the Transportation Planning Division of the Delaware Valley Regional Planning Commission, was financed by the Federal Transit Administration of the U. S. Department of Transportation. The authors, however, are solely responsible for its finding and conclusions, which may not represent the official views or policies of the funding agencies.
Created in 1965, the Delaware Valley Regional Planning Commission (DVRPC) is an interstate, intercounty and intercity agency which provides continuing, comprehensive and coordinated planning for the orderly growth and development of the Delaware Valley region. The region includes Bucks, Chester, Delaware, and Montgomery counties as well as the City of Philadelphia in Pennsylvania and Burlington, Camden, Gloucester, and Mercer counties in New Jersey. The Commission is an advisory agency which divides its planning and service functions among the Office of the Executive Director, the Office of Public Affairs, and three line Divisions: Transportation Planning, Regional Information Services Center, which includes the Office of Regional Planning, and Finance and Administration. DVRPC's mission for the 1990s is to emphasize technical assistance and services and to conduct high priority studies for member state and local governments, while determining and meeting the needs of the private sector.
The DVRPC logo is adapted from the official seal of the Commission and is designed as a stylized image of the Delaware Valley. 'Dle outer ring symbolizes the region as a whole while the diagonal bar signifies the Delaware River flowing through it. The two adjoining crescents represent the Commonwealth of Pennsylvania and the State of New Jersey. 'Dle logo combines these elements to depict the areas served by DVRPC.
DELAWARE VALLEY REGIONAL PLANNING COMMISSION·
Publication Abstract
TITLE
THORNDALE TRAIN STATION TRAFFIC STUDY
Geographic Area Covered:
Caln Township, Chester County, Pennsylvania.
Key Words:
Date Published:
Publication No.
June 1992
92018
SEPTA, R-5 Regional Rail Line, Thorndale Train Station, existing and future traffic conditions, level of service analysis, trip generation methodology, traffic signal warrant analysis.
ABSTRACT
This study investigates traffic impacts associated with SEPTA's proposed Thorndale Train Station. This R-5 Regional Rail Line station, to be located in Caln Township, Chester County, is projected to open in 1993. Roads and intersections impacted by the construction of the train station were identified and analyzed. Future traffic volumes were calculated. Existing and future peak hour traffic volumes are presented. Level of service analyses were conducted at the intersections in the study area under existing conditions and future scenarios. Possible strategies for rectifying deficiencies within the study area are discussed.
For More Information Contact:
o Delaware Valley Regional Planning Commission Regional Information Services Center
The Bourse Building 21 South 5th Street
Philadelphia Pa. 19106 (215) 592-1800
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE i
TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................... 1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
EXISTING TRAFFIC CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DESCRIPTION OF ROADS AND INTERSECTIONS . . . . . . . . . . . . . . 7 EXISTING TRAFFIC VOLUMES .......................... 8 EXISTING LEVEL OF SERVICE ANALYSIS .................. 11 TRAFFIC SIGNAL WARRANT ANALYSIS FOR EXISTING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FUTURE TRAFFIC CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
TRIP GENERATION METHODOLOGY. . . . . . . . . . . . . . . . . . . . . . 15 FUTURE TRAFFIC VOLUMES ........................... 17 FUTURE LEVEL OF SERVICE ANALYSIS ................... 21 FUTURE LEVEL OF SERVICE ANALYSIS WITH IMPROVEMENTS ., 27
FINDINGS AND RECOMMENDATIONS ......................... 31
FINDINGS ........................................ 31 RECOMMENDATIONS ................................ 32
APPENDICES
A. EXISTING PEAK PERIOD TRAFFIC VOLUMES ............ A-I B. LEVEL OF SERVICE (LOS) CRITERIA .................. B-1 C. TRAFFIC SIGNAL WARRANT ANALYSIS
US 30/S0UTH BAILEY ROAD INTERSECTION AUTOMATIC TRAFFIC RECORDER (ATR) COUNTS. . . . . . . . . C-l
D. TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION MANUAL TURNING MOVEMENT COUNTS .............. D-l
E. TRAFFIC SIGNAL COORDINATION ANALYSIS . . . . . . . . . . . . E-l F. TRAFFIC VOLUMES AND LEVEL OF SERVICE (LOS)
SUMMARY SHEETS .............................. F-l G. LEVEL OF SERVICE (LOS) CALCULATION WORKSHEETS. . . . G-l
PAGE ii THORNDALE TRAIN STATION TRAFFIC STUDY
LIST OF FIGURES
1. STUDY AREA .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2. EXISTING AM PEAK HOUR TRAFFIC VOLUMES .............. 9
3. EXISTING PM PEAK HOUR TRAFFIC VOLUMES .............. 10
4. EXISTING PEAK HOUR LEVELS OF SERVICE (LOS) . . . . . . . . . . . . 12
5. 1993 VEHICLE ARRIVAL DISTRIBUTION PATTERN ............ 18
6-A. AM TRANSIT ACTIVITY
AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS. . . . . . 20
6-B. PM TRANSIT ACTIVITY
AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS. . . . . . 20
7. 1993 AM PEAK HOUR TRAIN STATION GENERATED TRIPS ...... 22
8. 1993 PM PEAK HOUR TRAIN STATION GENERATED TRIPS. . . . . . . 23
9. TOTAL 1993 AM PEAK HOUR TRAFFIC VOLUMES ............ 24
10. TOTAL 1993 PM PEAK HOUR TRAFFIC VOLUMES . . . . . . . . . . . . . 25
11. 1993 PEAK HOUR LEVELS OF SERVICE (LOS) . . . . . . . . . . .. . . . . 26
12. 1993 PEAK HOUR LEVELS OF SERVICE WITH IMPROVEMENTS ... 28
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE iii
LIST OF TABLES
A-I. PEAK PERIOD TRAFFIC COUNTS
US 30 (LINCOLN HIGHW AY)/NORTH BAILEY ROAD A-3
A-2. PEAK PERIOD TRAFFIC COUNTS
US 30 (LINCOLN HIGHW A Y)/SOUTH BAILEY ROAD. . . . . . . . . . . . A-4
A-3. PEAK PERIOD TRAFFIC COUNTS
SOUTH BAILEY ROAD/HAZELWOOD AVENUE A-5
B-1. LEVEL OF SERVICE (LOS) CRITERIA
SIGNALIZED INTERSECTIONS .......................... B-4
B-2. LEVEL OF SERVICE (LOS) CRITERIA
UNSIGNALIZED INTERSECTIONS ........................ B-4
C-I. TRAFFIC SIGNAL WARRANT ANALYSIS ................... C-3
D-1. AM TRAFFIC SIGNAL COORDINATION RUN
US 30 AT NORTH AND SOUTH BAILEY ROADS. . . . . . . . . . . . . . . D-3
D-2. PM TRAFFIC SIGNAL COORDINATION RUN
US 30 AT NORTH AND SOUTH BAILEY ROADS. . . . . . . . . . . . . .. D-l1
EXISTING AND FUTURE PEAK HOUR TRAFFIC VOLUMES
E-I. US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD ........... E-3
E-2. US 30 (LINCOLN HIGHW A Y)/SOUTH BAILEY ROAD. . . . . . . . . . . . E-4
E-3. SOUTH BAILEY ROAD/HAZELWOOD AVENUE . . . . . . . . . . . . . . . E-5
EXISTING AND FUTURE PEAK HOUR LEVEL OF SERVICE (LOS)
E-4. US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD ........... E-6
E-5. US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD. . . . . . . . . . . . E-7
E-6. SOUTH BAILEY ROAD/HAZELWOOD AVENUE . . . . . . . . . . . . . . . E-8
LEVEL OF SERVICE (LOS) ANALYSIS CALCULATION WORKSHEETS
F-I. - F-6. US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD. . . . . F-3
F-7. - F-12. US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD .... , F-l1
F-13. - F-16. SOUTH BAILEY ROAD/HAZELWOOD AVENUE ........ F-19
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 1
EXECUTIVES~Y
This study investigates traffic impacts of the proposed Thorndale Train Station. The station is one component of a larger Southeastern Pennsylvania Transportation Authority (SEPTA) program to construct new stations with funding provided through a Federal Transit Administration (FTA) grant.
The Thorndale Train Station will be located on South Bailey Road just west of the intersection of South Bailey Road and Hazelwood Avenue in CaIn Township. The station is projected to open in 1993. It will be located on SEPTA's R-5 Regional Rail Line which connects Parkesburg/Paoli and Center City. SEPTA plans to construct approximately 500 parking spaces, although the exact number is contingent upon final engineering and the desire to reach mutually agreeable parking standards with Caln Township.
At the township's request, three intersections were analyzed in the study: US 30 (Lincoln Highway)/South Bailey Road, US 30/North Bailey Road, and South Bailey Road/Hazelwood Avenue. The North Bailey Road intersection is signalized, while the other two are not. Intersections created by construction of the parking lot and the kiss-and-ride area at the proposed Thorndale Train Station were analyzed under future conditions.
For the traffic impact analysis, AM and PM peak period turning movements at the three intersections were collected. A level of service analysis was conducted to determine how the
intersections currently operate. Future traffic volumes were projected and analyzed. Potential deficiencies were identified.
The US 30/North Bailey Road and South Bailey Road/Hazelwood Avenue intersections currently operate with acceptable level of service. The US 30/South Bailey Road intersection presently operates with poor level of service in the PM peak due to high traffic volumes on US 30. A narrow approach and poor site distance on South Bailey Road further contribute to the problem.
Future train station activity will have a minimum impact on the study area because the traffic peak hours (8:00 AM to 9:00 AM and 4:30 PM to 5:30 PM) are significantly different
from the train peak hours (6:15 AM to 7:15 AM and 5:45 PM to 6:45 PM). In the AM, only 5 percent of the train passengers are projected to board a train during the auto peak while 65 percent are projected to board during the train peak. Thus, the new station adds only 35 new
PAGE 2 THORNDALE TRAIN STATION TRAFFIC STUDY
vehicles, including kiss-and-ride activity, to the highway system during the AM peak hour. A
comparison of PM peak hour alighting patterns show similar percentages, with approximately
87 more trips added to the highway network. Boarding and alightings were estimated from train
activity at nearby train stations. Kiss-and-ride refers to the dropping off and picking up of
passengers.
It is important to identify if future train station activity at the proposed Thorndale Train
Station will shift the peak hour from the current traffic peak hour to the future transit peak hour at each intersection in the study area. This" Shifting Peak" analysis was completed simply by
calculating future traffic volumes during the AM and PM transit peak hours and comparing these values to future traffic projections during the AM and PM traffic peak hours, respectively. At
each intersection the peak hour with the higher projected traffic volumes will be most representative of the worst case traffic conditions. The "Shifting Peak" analysis confirmed that the traffic peak hour represents the worst case conditions at the US 30/North Bailey Road
intersection and the US 30/South Bailey Road intersection. However, at the South Bailey
Road/Hazelwood Avenue intersection, the AM and PM peak hours will "shift" to the respective
transit peak hours. At the intersections created by the driveways to the proposed parking lot and
kiss-and-ride area, the transit peak hours were analyzed.
Under future conditions with the Thorndale Train Station in operation, the US 30/South Bailey Road intersection will operate with unsatisfactory service levels during the AM and PM
traffic peak hours. The US 30/North Bailey Road intersection will still operate in a very
satisfactory manner. At the South Bailey Road/Hazelwood Avenue intersection, the level of
service on South Bailey Road will operate at level of service C, a satisfactory service level.
To rectify existing and future deficiencies at US 30/South Bailey Road a new traffic signal is proposed. Due to their close proximity, the traffic signals at the South Bailey Road and North Bailey Road intersections need to be coordinated. Based upon traffic counts taken for this
study, the intersection presently meets volume warrants for a traffic signal. A level of service
analysis of future conditions with the new tra(fic signal and a traffic simulation of signal
coordination, indicate that the signals will operate in a satisfactory manner.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 3
INTRODUCTION
The Thorndale Train Station will be located on South Bailey Road just west of the South Bailey Road/Hazelwood Avenue intersection in CaIn Township (Figure 1). The projected opening date for the station is 1993. The station will serve the Southeastern Pennsylvania
Transportation Authority's (SEPTA) R-5 Regional Rail Line which connects Parkesburg/Paoli
and Center City.
SEPTA is proposing to construct 500 parking spaces as part of the station, although the
exact number of spaces is contingent upon final design and a mutual agreement between SEPTA and CaIn Township on parking standards. To determine the impacts of the proposed station on adjacent intersections in CaIn Township, SEPTA requested that the Delaware Valley Regional Planning Commission (DVRPC) undertake a traffic impact study. Existing and future AM and PM traffic conditions were investigated as part of this study.
Roads affected by the proposed station include US 30 (Lincoln Highway), South Bailey
Road, North Bailey Road, and Hazelwood Avenue. US 30 is an east-west two-lane arterial
linking Philadelphia and Lancaster. South Bailey Road and North Bailey Road are two-lane collector roads oriented in a north-south direction. There is an approximate 350 ft. off-set
between the two roads when they intersect US 30. Hazelwood Avenue is an east-west two-lane local road paralleling US 30 to the south. It intersects South Bailey Road adjacent to the
proposed station.
Caln Township officials identified three key intersections impacted by the proposed rail
station: US 30/South Bailey Road, US 30/North Bailey Road, and South Bailey Road/Hazelwood
Avenue. The traffic impact analysis focused on these three intersections. Intersections created
by the construction of the parking lot and the proposed kiss-and-ride area at the proposed
Thorndale Train Station were analyzed for future conditions.
DVRPC staff collected existing AM and PM peak period turning movements for these intersections on July 9, 1991, between 6:15 AM to 9:00 AM and 4:00 PM to 6:45 PM.
Twenty-four hour automatic traffic recorder (ATR) counts were taken on US 30, South Bailey Road and Hazelwood Avenue in the Thorndale Train Station study area. A level of service analysis for existing conditions was conducted. Existing deficiencies were identified. In
addition, a traffic signal warrant analysis for the US 30/South Bailey Road intersection was
conducted.
PAGE 4
Figure 1: STUDY AREA
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THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 5
AM and PM future traffic volumes were projected. They are based on existing traffic,
background growth, and train station generated traffic. These traffic estimates were analyzed to determine the impact of the new rail station. A level of service analysis of future conditions
was also conducted.
Possible strategies for improving the existing and future traffic conditions within the study area were also briefly addressed. The primary recommendation is to install a traffic signal at the US 30/South Bailey Road intersection. Since the traffic signals in this section of US 30 are interconnected, the new traffic signal at the US 30/South Bailey Road intersection should be interconnected with the other signals in the US 30 corridor. The traffic signals at the US 30/North Bailey Road intersection and US 30/South Bailey Road intersection will be coordinated through a hard wire connection. A level of service analysis of future conditions with the recommended improvements evaluates the effectiveness of the improvements.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 7
EXISTING TRAFFIC CONDITIONS
DESCRIPTION OF ROADS AND INTERSECTIONS
US 30, South Bailey Road, North Bailey Road, and Hazelwood Avenue are the main roads in the study area. They will also be the principal access routes to the Thorndale Train
Station when it is completed.
US 30, oriented in an east-west direction, is a two-lane arterial. It connects Philadelphia
and Lancaster. Commercial development lines the north side of US 30 in the study area, the
south side is largely vacant because of the railroad. In the vicinity of the proposed Thorndale Train Station, left-turn lanes provide access to shopping center driveways and other crossroads on the north side of US 30. The posted speed limit on this section of US 30 is 40 miles per
hour.
South Bailey Road is a two-lane north-south collector road connecting East Fallowfield
and West Bradford Townships to the shopping centers on US 30. It is also the main access road
to the CaIn Industrial Park. Approximately 30 ft. south of the US 30 intersection is a tunnel
under the Amtrak Harrisburg Line. The tunnel is fairly narrow, less than 30 ft. wide. There are two sharp curves on South Bailey Road in the immediate vicinity of the proposed station, one just south of the rail tunnel at the Hazelwood Avenue intersection, and the other by the CaIn Industrial Park. The posted speed limit on South Bailey Road is 25 miles per hour.
North Bailey Road is a two-lane north-south collector road connecting US 322 to US 30.
It is primarily used as a connector between Carlson Boulevard and US 30 and as an entry way
into the Ingleside Shopping Center. There is approximately a 350 ft. offset between South
Bailey Road and North Bailey Road where they intersect US 30.
Hazelwood Avenue is a two-lane local road oriented in an east-west direction paralleling
US 30. Its terminal points are South Bailey Road to the west and Gallagherville Road to the east. Land use along the road is mainly residential in character. The posted speed limit is 25 miles per hour.
The intersection of US 30 and South Bailey Road is an un signalized T-intersection, South
Bailey Road is under stop control. The westbound approach of US 30 consists of a through lane
and an exclusive left-turn lane; its eastbound approach consists of one travel lane, however right
PAGE 8 THORNDALE TRAIN STATION TRAFFIC. STUDY
turning vehicles frequently use the unimproved shoulder as a tum lane. There is a one approach lane on South Bailey Road because of the narrow Amtrak tunnel, while the intersection flares out north of the tunnel it still effectively operates as a one-lane approach.
The intersection of US 30 and North Bailey Road is a T-intersection. It operates under
a three phase traffic signal, the eastbound approach has a leading green phase. The westbound US 30 approach consists of an exclusive right-tum lane and a through lane, the eastbound approach consists of an exclusive left-tum lane and a through lane. North Bailey Road has two
approach lanes, an exclusive left-tum lane and an exclusive right-tum lane.
The intersection of South Bailey Road and Hazelwood Avenue is an un signalized Tintersection with southbound Bailey Road and northbound Hazelwood A venue forming the top
of the "T" and eastbound South Bailey Road the stem of the "T". The intersection is situated on a curve. Hazelwood Avenue which is generally oriented in an east-west direction approaches the intersection in a northerly direction because of the curve just prior to the intersection. The
eastbound South Bailey Road approach is under stop control. All three legs of the intersection
consist of one-lane approaches; in fact none of the roads have pavement markings to delineate opposing lanes.
EXISTING TRAFFIC VOLUMES
DVRPC staff collected and analyzed existing peak hour turning movements for the three intersections in the Thorndale Train Station study area.
Manual turning movement counts were collected at these intersections on Tuesday, July 9,1991. The counts were conducted between 6:15 AM to 9:00 AM and 4:00 PM to 6:45 PM.
The elongated hours for data collection encompassed traditional peak traffic .conditions, as well
as the typical regional rail transit ridership peak. A summary of the turning movement data for
the AM and PM peak periods is presented in Figures 2 and 3, respectively. Detailed turning
movement tabulations for the three intersections are presented in Appendix A. In addition, 24-hour ATR counts were taken on US 30, South Bailey Road and Hazelwood Avenue in the study
area on the same day as the manual turning movement counts. Specifically, machines were
placed on US 30 between North and South Bailey Roads, on South Bailey Road between US 30
and Hazelwood Avenue and on Hazelwood Avenue just south of South Bailey Road. These data
were used to identify daily traffic patterns in the study area. The peak hour of auto usage is
between 8:00 AM to 9:00 AM and 4:30 AM to 5:30 PM.
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THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 11
Peak hour traffic volumes represent the four highest consecutive IS-minute periods.
However, from previous train station studies conducted by DVRPC for SEPTA, it is known that
the peak hours of transit usage at a suburban train station are traditionally earlier in the AM and later in the PM than the traffic peak hours. For existing conditions, the 'current traffic peak hour will be used. For future conditions, this study will include a "Shifting Peak" analysis to
determine which peak hour will be most representative of the true peak hour experienced by
motorists.
EXISTING LEVEL OF SERVICE ANALYSIS
To quantitatively evaluate existing intersection operations, a level of service analysis was
conducted for the· three study area intersections.
The concept of level of service is a qUalitative measure describing operational conditions
within a traffic stream and their perception by motorists in terms of speed and travel time, traffic
interruptions, freedom to maneuver, comfort, and convenience. Six levels of service are
defined; they are given letter designations, A to F, with level of service A representing the best
operating conditions and level of service F the worst. Level of service C is the minimum desirable condition; however, jurisdictions frequently tolerate level of service D when the cost to upgrade the highway facility becomes prohibitive.
Methodology to determine level of service is presented in the Highway Capacity Manual,
Transportation Research Board Special Report 209. Different methodologies are specified for
signalized and un signalized intersections. A detailed description of the methodology used is
presented in Appendi~ B.
All intersections were analyzed using the Highway Capacity Software (HCS). Because
the Highway Capacity Manual employs different methodologies to calculate levels of service at
signalized and un signalized intersections, the results are not comparable. The existing levels of
service in the vicinity of the proposed Thorndale Train Station are presented on Figure 4.
The US 30/North Bailey Road intersection presently operates at overall level of service
B in both the AM and PM traffic peak hours. In the AM peak hour, all travel lanes on US 30
operate at level of service A. The exclusive left-turn and right-turn lanes on the southbound
North Bailey Road approach operate at level of service C. In the PM peak hour, the lanes on
the eastbound US 30 approach operate at level of service A, the lanes on the westbound US 30
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THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 13
approach operate at level of sel)'ice B, and the North Bailey Road approach lanes operate at level of service C.
The un signalized US 3D/South Bailey Road intersection operates in a satisfactory manner in the AM peak hour, and in an unsatisfactory manner in the PM peak hour. In the morning, the South Bailey Road approach operates at level of service C, in the PM it operates at level of service E. The high PM traffic volumes are responsible for the lower level of service. Poor sight distance and the single lane approach of South Bailey Road also contribute to the poor service level. The left-tum lane on westbound US 30 operates at level of service A in both the AM and PM peak hours.
All approaches at the South Bailey Road/Hazelwood Avenue intersection operate at level of service A during the AM and PM peak hours. This is due to the low traffic volumes passing through the intersection.
TRAFFIC SIGNAL WARRANT ANALYSIS FOR EXISTING CONDITIONS
A traffic signal warrant analysis was conducted to determine if a traffic signal is justified at the US 3D/South Bailey Road intersection. Pennsylvania Department of Transportation (PennDOT) Publication 201, titled Engineering and Traffic Studies, specifies 12 warrants that should be investigated when evaluating the need for a traffic signal. The warrants set forth in the publication are based upon traffic volumes, pedestrian activity, and accident experience. PennDOT will not authorize installation of a traffic signal unless one or more of the signal warrants is met.
The US 3~/South Bailey Road intersection meets Warrant 2 - interruption of continuous traffic. This volume warrant applies to operating conditions where the traffic volumes on a major street (e.g., US 30) is so heavy that traffic on a minor intersecting street (e.g., South Bailey Road) suffers excessive delay or hazard in entering or crossing the major street. The warrant is satisfied when, for each of eight hours of an average day, the following traffic volumes exist on the one-lane approaches of the major street and on the higher-volume one-lane minor street approach to the intersection and the signal installation will not seriously disrupt progressive traffic flow: a total of 750 vehicles per hour on the major street and 75 vehicles per hour on the higher volume minor street approach. Based upon the ATR counts taken on the approaches to the intersection, it meets signal Warrant 2 for 14 hours over an average day. The
PAGE 14 THORNDALE TRAIN STATION TRAFFIC STUDY
warrant analysis is summarized in Appendix C. Because the northbound South Bailey Road approach is very narrow, the approach volumes used in the analysis were slightly adjusted downward to reflect inadvertent counting of southbound vehicles.
After it was determined from the ATR counts that a traffic signal at the US 30/South Bailey Road intersection was warranted, manual traffic counts were taken at the intersection between 9:00 AM to 4:00 PM to further substantiate the analysis. These counts do confirm that the US 30/South Bailey Road intersection does meet Warrant 2, justifying the need for a traffic signal. See Appendix D for these manual traffic counts at the intersection.
A quick check of Warrant 1 - minimum vehicular volume and Warrant 10 - short-term minimum vehicular and pedestrian volumes (for one and four hour periods) revealed that the warrants were not satisfied. Accident experience, Warrant 6, was not investigated.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 15
FUTURE TRAFFIC CONDITIONS
TRIP GENERATION METHODOLOGY
There were a number of steps involved in generating future trips at the Thorndale Train
Station. The first step was to estimate AM and PM peak hour arrival and departure patterns at the proposed station by evaluating the boarding and alighting patterns at adjacent stations on the
R-5 Line. Next, the directional distribution to the station was determined by first identifying
the station service area and then proportioning traffic to the station among ingress/egress routes based upon population densities. Background growth consisting of proposed commercial and industrial development and general background growth was also calculated. Finally, total future traffic volume was estimated by summing existing turning movements, background growth, and
train station generated traffic.
Background growth consists of two separate components, specific development and
general background growth. According to CaIn Township officials, two new shopping centers
are planned in the study area - a 120,000 sf shopping center at the northwest corner of US 30/PA 340 (Bondsville Road) intersection, and a45,000 sf shopping center at the northwest
corner of the US 30/Caln Road intersection. They also reported that ten to twelve parcels have been approved in the CaIn Industrial Park. However, no development has occurred in the
industrial park for a while, and its site plan approval may elapse if a new connector road to Caln
Road is not constructed. For study purposes we conservatively assumed four parcels will be
completed by the opening of the Thorndale Train Station (two parcels constructed each year).
AM and PM peak hour trips from these developments were calculated and added to the study
area highway network.
General background growth is a reflection of the influence of population and other
development on the highway system. This report used a rate of 3 percent per year. This rate is consistent with other studies and is generally acceptable as a regional growth rate.
The next step of this process was to calculate train station generated trips. For most new projects, it is a relatively simple procedure to estimate peak hour trips using the Institute of
Transportation Engineers (ITE) Trip Generation Manual. However, train stations are not a
category covered in the manual. Parking demand at train stations is difficult to estimate because
many external factors must be considered. In fact, demand varies by rail line and even among
stations along the line.
PAGE 16 THORNDALE TRAIN STATION TRAFFIC STUDY
Because Thorndale is a proposed train station, the eXIstmg parking lot usage and passenger arrival and departure patterns were not available. Therefore, it was determined that
the most effective means to identify future train station activity at Thorndale was to examine boardings and alightings at similar stations in the vicinity of Thorndale on SEPTA's R-5
Regional Rail Line. The stations chosen - Downingtown, Whitford, Exton and Malvern - are
all east of the proposed Thorndale Train Station.
Commutation at suburban rail stations is influenced by office schedules. Commuters bound for Philadelphia must use a train that allows them ample time to reach Center City, exit the station, and arrive at work on time, be it 8:00 AM or 8:30 AM. In the PM the reverse is
true. Under the present SEPTA rail schedule, only two trains extend past the Downingtown
Station in the AM and PM peak periods. Neither train arrives during the AM and PM vehicular peak hour. In fact, the last AM train which would leave the Thorndale Station at approximately
7:32 AM, considerably earlier than the vehicular peak hour which begins at 8:00 AM, arrives
at Suburban Station at 8:35 AM.
To demonstrate the maximum impact of future parking lot usage on local traffic, two key assumptions were made. The first key assumption is that the train station parking lot will be filled by 9:00 AM. This may be an overestimate of future parking lot usage, therefore representative of a worst case scenario. The second key assumption is that trains terminating at the Downingtown Train Station will be extended to serve the proposed Thorndale Station.
This scenario will generate considerably more vehicles during the traffic peak hour than the
present train schedule.
Based upon 1990 SEPTA boarding and alighting activity at Downingtown, Whitford,
Exton and Malvern train stations, an average of 5 percent of the AM boardings will occur during
the AM traffic peak hour and 13 percent of the total daily alightings will occur during the PM
traffic peak hour. Since the proposed Thorndale Station parking lot will contain 500 spaces, it
is therefore expected that 25 vehicles will arrive in AM peak traffic hour and 65 vehicles will depart during the PM peak traffic hour.
Train station generated trips also include kiss-and-ride activity. Based upon a previous
DVRPC study, which included SEPTA R-5 Line stations, kiss-and-ride activity in a area similar to Thorndale is approximately 16 percent of total train station ridership. Therefore, 5 kiss-and
ride vehicles will arrive at the Thorndale Train Station during the AM traffic peak hour and 11
will depart during the PM peak hour.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 17
The next step in the process was to identify the station service area. This was accomplished using the Station Access Travel Patterns for the SEPTA Regional High Speed
Lines, published by DVRPC in 1984, as a guide. This report identified service areas of rail
stations in the Delaware Valley region. Adhering to the general shape and size of train station service areas displayed in the report, the basic service area for the Thorndale Train Station was
identified. ThIS catchment area was modified slightly to reflect potential natural barriers. As
an example, US 322 divides the service areas between the Thorndale and Downingtown train
stations.
The service area was then subdivided into sub-zones reflecting the actual routes to he used to access the rail station. Population data from the 1990 census and aerial photographs were used to estimate the percentage of population in each sub-zone. Figure 5 identifies the
resulting arrival percentages. As an example, 28 percent of the vehicles will arrive via
eastbound US 30. Conversely, in the PM, 28 percent will exit the station via westbound US 30
in the PM.
With the individual steps of the process completed, each element - general background growth, industrial and commercial development, train station parking lot generated trips, and kiss-and-ride trips - wiere added to existing turning movements. The result is 1993 AM and PM
peak hour traffic volumes.
FUTURE TRAFFIC VOLUMES
It is important to identify if future train station activity at the proposed Thorndale Train Station will shift the peak hour from the current traffic peak hour to the future transit peak hour
at each intersection in the study area. This "Shifting Peak" analysis was completed simply by
calculating future traffic volumes during the AM and PM transit peak hours and comparing these
values to future traffic projections during the AM and PM traffic peak hours, respectively. The
"Shifting Peak" analysis confirmed that the traffic peak hour represents the worst case conditions
at the US 30/North Bailey Road and the US 30/South Bailey Road intersections. Non-train
station traffic levels o,n US 30 are so high that they will overwhelm any train station impact.
However, at the South Bailey Road/Hazelwood Avenue intersection, the AM and PM
peak traffic hours will "shift" to the respective transit peak hours. Level of service analyses
during the AM and PM traffic and transit peak hours confirm that lower service levels occur will
occur during the transit peak hour. Because it is a fairly low volume intersection, and the vast
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THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 19
majority of passengers destined to the station will pass through it, the peak hour will shift to reflect train station activity. All 1993 traffic projections and analyses for the intersection are based on peak train conditions. At the intersections created by the driveways to the proposed parking lot and kiss-and-ride area, the transit peak hours were analyzed.
Figures 6-A and 6-B graphically display transit activity at the selected SEPTA R-5
Regional Rail Line train stations adjacent to the proposed Thorndale Train Station. The figures demonstrate that the traffic peak hours in the study area and the regional transit peak hours do
not coincide. Figure 6-A displays that the AM transit peak hour occurs earlier than the AM
traffic peak hour. As shown in Figure 6-B, the PM traffic peak hour occurs before the PM
transit peak hour.
It is also clearly evident in Figures 6-A and 6-B that there are limited trains daily to/from Philadelphia on this section of the R-5 Regional Rail Line, with the most frequent inbound service clustered in the early morning and outbound service clustered in the late afternoon to early evening. Thus, the claim that commuters must use certain trains to arrive at work in
Center City by 8:00 AM or 8:30 AM is substantiated.
Traffic volumes were calculated at the driveways to the parking lot and the kiss-and-ride area at the proposed Thorndale Train Station. In order to calculate future traffic volumes,
several assumptions were made concerning the design of the station. It was assumed that the
parking lot will be situated on the south side of South Bailey Road and two two-lane driveways will provide access to it. It was also assumed the kiss-and-ride drop-off area will be situated
on the north side of South Bailey Road adjacent to the station, a one-way loop will serve the
kiss-and-ride. It is important to note however, that the conceptual design of the Thorndale Train
Station will be completed by a design consultant.
The increase in traffic volumes in the study area is more attributable to background
growth than train station activity. This can be readily observed by comparing the train station
generated traffic to existing and future volumes. The difference between existing and future
volumes far exceed traffic generated by the station. The one exception is the intersection of
South Bailey Road/Hazelwood Avenue where train station generated trips exceed background growth. However, during the traffic peak hour the reverse would be true. Generally, within the study area, traffic generated by the CaIn Industrial Park is the largest contributor to the increase in AM traffic, and the approved shopping centers are the largest contributors to the
increase in PM traffic.
PAGE 20 THORNDALE TRAIN STATION TRAFFIC STUDY
Figure 6-A: AM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS
90 •••••......................•.•.........................................................................................................................•...................................................................
I Transit Peak I 80 .............. J. ••••••••••••••••••••••••••••• 1 ••.••••••••.••••••••••••••••.•••••••••••••••••••••••••••••••••••••••••••••••••••••••••.•••••••.•••••.•••••••••••••••••••••••••••••••••.•.•.•.••.•..•.•••••••••••••••••••••
70- .......................... .
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6:00 6:30 7:00 7:30 8:00 8:30 9:00 9:30 10:00 10:30 11 :00 11 :30 NOON
APPROX. AM ARRIVAL TIME AT THORNDALE
I ~ DOWNINGTOWN. WHITFORD ~EXTON E2l MALVERN
Figure 6-B: PM TRANSIT ACTIVITY AT ADJACENT R-5 REGIONAL RAIL LINE TRAIN STATIONS
1001,-----------------------------------------------------------------------,
90 ............................................................................................................................................................................................................................. .
, I Transk Peak I 80 .. ··································l·················· .................................................................................................................................................................... .
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APPROX. PM DEPARTURE TIME AT THORNDALE
I ~ DOWNINGTOWN. WHITFORD ~EXTON EZl MALVERN
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 21
At the parking lot and kiss-and-ride driveways, the future AM and PM train peak
volumes were representative of worst case conditions. Thus, the transit peak hour volumes were
assigned to the driveways. Because a disproportionate number of passengers arrive from the east
and parking spaces in that section of the lot will fill rapidly, vehicles from that direction were
proportioned among both driveways. Eastbound vehicles will use the first driveway into the lot.
Traffic generated by the train station is shown in Figures 7 and 8 for the AM and PM peak traffic hours. Included is traffic generated by park-and-ride as . well as kiss-and-ride
activity.
Total 1993 AM and PM traffic volumes in the proposed Thorndale Train Station study
area are shown in Figures 9 and 10.
FUTURE LEVEL OF SERVICE ANALYSIS
Future level of service without improvements at the intersections in the Thorndale Train Station study area are shown graphically in Figure 11. Again, the analysis examines worst case conditions - auto peak hour along US 30 and train peak hour at South Bailey Road/Hazelwood Avenue and the driveways to the parking lot and kiss-and-ride area.
In the future, level of service at the US 30/North Bailey Road intersection will not
experience any deterioration from existing service levels. The eastbound left-turn lane and
through lane will operate at level of service A during the AM and PM peak hours. The
westbound right-turn lane and through lane will operate at level of service A during the AM and level of service B during the PM peak hour. Both lanes on the North Bailey Road approach will operate at level of service C during both peak periods.
Level of service at US 30/South Bailey Road will deteriorate from existing service levels.
The South Bailey Road approach will operate at level of service E during the AM and level of
service F during the PM peak hour. It presently operates at level of service C in the AM and
level of service E in the PM. The westbound left-turn lane will operate at level of service A
in the AM and level of service B in the PM. This analysis does not consider signalization of
the intersection.
The eastbound approach of South Bailey Road/Hazelwood Avenue will operate at level of service A in the AM peak hour and level of service C during the PM peak hour. Although
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THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 27
the eastbound approach is projected to experience a deterioration of PM service levels from level
of service A to level of service C, it is still a satisfactory service level. This is representative of worst case conditions with passengers exiting the train station. An analysis of the AM and
PM auto peak hour indicates level of service A operating conditions (not shown in the report).
Level of service analyses indicate all driveways to the parking lot and kiss-and-ride area will function at level of service A during the AM and PM peak periods.
FUTURE LEVEL OF SERVICE ANALYSIS WITH IMPROVEMENTS
A level of service analysis of future conditions with improvements was conducted for the intersections in the study area. The main improvements modeled were installation of a traffic
signal at US 30/South Bailey Road, widening the shoulder on the eastbound approach of US 30
at South Bailey Road to serve right turning vehicles, and coordinating the traffic signals at the
South Bailey Road ~nd North Bailey Road intersections. Future level of service with improvements are sh~wn graphicaliy in Figure 12. Again, the analysis examined auto peak
conditions along US 30 and train peak conditions at the South Bailey Road/Hazelwood Avenue·
intersection.
The feasibility of coordinating the two intersections, optimizing their signal timings, and evaluating the capacity of the left-turn lanes, was evaluated using a TRANSYT-7F traffic
simulation model. TRANSYT -7F, a model sponsored by the Federal Highway Administration
(FHW A), is used by PennDOT to evaluate traffic signal timing and coordination. This section
of US 30 has a background cycle for traffic signals of 80 seconds. To remain consistent with
the existing background cycle length of the corridor, this cycle length was employed to optimize the phasing for the existing US 30/North Bailey Road intersection traffic signal and the
recommended traffic signal at the US 30/South Bailey Road intersection. The TRANSYT -7F
model showed that effective coordination will result. TRANS YT -7F did indicate that the eastbound exclusive left-turn lane at the US 30/North Bailey Road intersection may not have
adequate storage capacity. However, this problem is relatively minor and since this movement
has a protected phase, the queues will dissipate quickly during the next green phase. The analysis indicated a lesser problem will be encountered on the westbound US 30 left-turn to
South Bailey Road.
With construction of a new traffic signal at South Bailey Road, the US 30 approaches to
the intersection are projected to operate at level of service A during the AM traffic peak hour.
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THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 29
During the PM traffic peak hour the eastbound US 30 through-lane will operate at level of
service C and the right-turn lane will operate at level of service B. With the traffic signal
improvement, both US 30 westbound lanes will operate at level of service B during the PM
traffic peak hour. The South Bailey Road approach will operate at level of service C during
both peak hours.
Level of service analyses at the US 30/North Bailey Road intersection using the optimized
signal timing from the TRANSYT -7F model runs, indicated that service levels will be
indistinguishable from service levels prior to the signal modification. Two movements, the
westbound through lane during the AM traffic peak hour and the eastbound left-turn lane in the
PM traffic peak hour, will experience an insignificant reduction in service levels from service
level A to level of service B.
At the South Bailey Road/Hazelwood A venue intersection and the intersections created
by construction of the parking lot and kiss-and-ride area at the proposed Thorndale Train Station,
no capacity improvements are envisioned. Therefore no change in level of service is expected.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 31
FINDINGS AND RECOMMENDATIONS
FINDINGS
Based upon the analyses conducted, the following conclusions are presented regarding traffic impacts associated with construction of the Thorndale Train Station:
• The US 30/North Bailey Road and South Bailey Road/Hazelwood Avenue intersections currently operate with acceptable level of service. The US 30/South Bailey Road intersection presently operates with poor level of service, service level E in the PM peak hour.
• Based on existing traffic volumes, a traffic signal at the intersection of US 30 and South Bailey Road is warranted. According to hourly traffic counts taken by this study, it satisfies Warrant 2 - interruption of continuous traffic.
• Future train station activity will have a minimum impact on the study area because the train and traffic peak periods will not coincide. Based upon train boarding and , alighting patterns at nearby stations, commuters will board trains prior to the AM auto peak and alight trains after the PM peak. For example, in the AM, only \5 percent of the train passengers are projected to board a train during the auto peak (8:00 AM to 9:00 AM) while 65 percent are projected to board during the train peak (6:15 AM to 7:15 AM).
• The intersection most adversely impacted by the proposed train station is the South Bailey Road/Hazelwood Road intersection. Because it is currently a fairly low volume intersection, and the vast majority of passengers destined to the station will pass through it, the peak hour at the intersection will "shift" to reflect train station activity. Even under these worst case conditions, it will still operate at service level C or better.
• Under future conditions, US 30/North Bailey Road will operate with essentially the same level of service as it presently experiences. Level of service on the South Bailey Road approach of the US 30/South Bailey Road intersection will deteriorate from level of service C to level of service E in the AM, and level of service E to
PAGE 32 THORNDALE TRAIN STATION TRAFFIC STUDY
level of service F in the PM. Traffic increases attributable to commercial and industrial development previously approved by Caln Township far surpasses new
traffic generated by the train station.
• When the Thorndale Train Station is completed, the driveways to the parking lot and kiss-and-ride area will operate at superior levels of service.
• With installation of a traffic signal at US 30/South Bailey Road, the intersection will function in a satisfactory manner. The South Bailey Road approach will operate with level of service C in the AM and PM while the US 30 approaches will generally operate with level of service A and level of service B.
• As indicated in the TRANSYT -7F runs, coordination - using the existing 80 second background cycle length - between the US 30/North Bailey Road and US 30/South Bailey Road intersections will be very effective.
• Because the signal phasing was optimized using the existing background cycle length, service ~evels at the US 30/North Bailey Road intersection will not be adversely
effected.
• The exclusive left-turn lane on eastbound US 30 at North Bailey Road may have
inadequate storage capacity. However, these queues will quickly dissipate. To a lesser extent, this problem will also exist at the US 30 westbound left-turn lane to
South Bailey Road at the US 30/South Bailey Road intersection. The westbound US
30 shoulder will allow for westbound US 30 through vehicles to pass the queued vehicles.
RECOMMENDATIONS
New Traffic Signal at the US 30/South Bailey Road Intersection
To rectify congestion problems at the US 30/South Bailey Road intersection, a new traffic
signal is recommended. The intersection presently meets traffic signal Warrant 2 - interruption
of continuous traffic (see Appendix C). It is recommended that the signalization improvement incorporate the following elements:
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE 33
• Building up the eastbound US 30 shoulder at the intersection for right-turns to South Bailey Road intersection. This improved shoulder will serve as a short right-turn lane; a level of service analysis indicated an exclusive right-turn lane is needed.
• Provision of a leading green phase for the westbound left-turn lane on US 30 at South Bailey Road. A conflict factor analysis shows the intersection exceeds the warrants specified by PennDOT.
• Installation of "Signal Ahead" signs on the South Bailey Road approach. Although it does meet minimum visibility distance standards for a traffic signal as specified in the Manual On Uniform Traffic Control Devices (MUTCD), supplemental "Signal Ahead" signs will improve safety.
• Coordination of the traffic signals at South Bailey Road and North Bailey Road. This can be accomplished through a physical hard wire connection.
• Striping of a crosswalk on the eastbound US 30 approach with pedestrian push button actuation at the recommended traffic signal.
US 30/N orth Bailey Road Intersection
Due to their close proximity, the existing US 3~/North Bailey Road intersection and the proposed US 3D/South Bailey Road intersection traffic signals need to be coordinated. As mentioned, this can be accomplished through a physical hard wire connections. Using the existing 80 second background cycle length in this section of US 30, the TRANSYT-7F runs
indicated that signal phasing at the US 3~/North Bailey Road intersection needs to be adjusted.
No recommendations are offered for the potential storage capacity problem of the eastbound left-turn lane at North Bailey Road. Shortening the back-to-back westbound left-turn lane at South Bailey Road is not a viable solution. If left-turn vehicles spill back into the eastbound through lane, it will cause a short-term disruption. Because the traffic signal will change so frequently, the left-turn lane queue will quickly dissipate. Furthermore, some of the vehicles currently performing this movement will be diverted to Carlson Boulevard when it is completed. Caln Township is in the process of constructing Carlson Boulevard, a northern parallel route to US 30. When the last phase is completed, it will provide a continuous link
PAGE 34 THORNDALE TRAIN STATION TRAFFIC STUDY
between CaIn Road and US 322 via Lloyd Avenue. Thus, eastbound US 30 vehicles will have
more opportunities to make this left-tum at other less congested intersections.
, South Bailey Road/Hazelwood A venue Intersection
Even though the intersection will operate with acceptable service levels, a number of physical improvements are called for. The improvements are listed below:
• All approaches to the intersection should be marked with center lines. There are no center lines on any of the approaches at the present time.
• A modified "Side Road" sign should be erected on Hazelwood A venue to give motorists advance warning of the South Bailey Road interseCtion. Because the
intersection is situated on a curve, warning signage will give advance notice of
possible turning vehicles. Train station signs should also be posted on Hazelwood Avenue in advance of the intersection.
• Consideration should be given to cutting back the eastern curb line of the intersection and/or the southwest comer. This will permit Hazelwood Avenue through traffic to by-pass vehicles turning onto South Bailey Road. Opening up
the intersection will also make it easier for two vehicles to make concurrent turns.
• Consideration should also be given to constructing a second eastbound approach lane on South Bailey Road. The cost effectiveness of constructing additional
capacity to handle the surge of vehicles exiting the lot only once or twice a day must be balanced with the added construction cost.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE A-I
APPENDIX A
EXISTING PEAK PERIOD TRAFFIC VOLUMES
THORNDALE TRAIN STATION TRAFFIC STUDY
Table A-1: PEAK PERIOD TRAFFIC COUNTS US 30 (LINCOLN HIGHWA y)/NORTH BAILEY ROAD
Date: Weather:
TIME
6:15 - 6:30 6:30 - 6:45 6:45 - 7:00 7:00 - 7:15 7:15 - 7:30 7:30 - 7:45 7:45 - 8:00
6:15 - 9:00 PEAKHR
Date: Weather:
TIME
4:00 - 4:15 4:15 - 4:30
5:45 - 6:00 6:00 - 6:15 6:15 - 6:30 6:30 - 6:45
4:00 - 6:45 PEAKHR
Tuesday, July 9, 1991 Clear
N. BAILEYRD SOUTHBOUND
144 291 71 127 ,
Tuesday, July 9, 1991 Clear
N. BAILEY RD SOUTHBOUND
...1 ...R
35 66 29 67
24 71 31 53 36 57 29 49
352 696 142 270
PEAK HOUR
AM PEAK PERIOD
US 30 EASTBOUND
310 983 143 377
PM PEAK PERIOD
US 30 EASTBOUND
...1 2
54 106 51 119
34 114 40 106 51 110 37 113
540 1,295 225 516
US 30. WESTBOUND
2
25 42 64 57 58 77 71
707 313
104 54
US 30 WESTBOUND
2 ...R
134 39 129 29
133 23 134 38 117 21 108 21
1,440 364 554 159
PAGE A-3
2,359 1,085
TTL
434 424
399 402 392 357
4,687 1,866
PAGE A-4 THORNDALE TRAIN STATION TRAFFIC STUDY
Table A-2: PEAK PERIOD TRAFFIC COUNTS US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD
AM PEAK PERIOD
Date: Tuesday, July 9, 1991 Weather: Clear
S. BAILEYRD US 30 US 30 NORTHBOUND EASTBOUND WESTBOUND
TIME -.1 ..R ~ ..R L ~ TTL
6:15 - 6:30 1 7 80 2 8 18 116 6:30 - 6:45 3 10 93 14 10 41 171 6:45 - 7:00 5 21 83 16 23 48 196 7:00 - 7:15 5 23 93 8 8 70 207 7:15 - 7:30 5 20 94 13 14 65 211 7:30 - 7:45 12 19 100 15 14 88 248 7:45 - 8:00 10 21 95 15 15 80 236
6:15 - 9:00 80 205 1,065 131 150 772 2,403 PEAKHR 39 84 427 48 58 362 1,018
PM PEAK PERIOD
Date: Tuesday, July 9, 1991 Weather: Clear
S. BAILEY RD US 30 US 30 NORTHBOUND EASTBOUND WESTBOUND
TIME -.1 ..R ~ ..R -.1 ~ TTL
4:00 - 4:15 8 30 130 11 39 165 383 4:15 - 4:30 10 25 139 15 31 166 386
5:45 - 6:00 12 29 108 11 40 152 352 6:00 - 6:15 5 27 116 15 41 140 344 6:15 - 6:30 6 29 126 8 30 143 342 6:30 - 6:45 9 22 128 10 26 131 326
4:00 - 6:45 90 312 1,505 138 397 1,709 4,151 PEAKHR 33 116 629 54 156 654 1,642
PEAK HOUR
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE A-5
Table A-3: PEAK PERIOD TRAFFIC COUNTS SOUTH BAILEY ROAD/HAZELWOOD AVENUE
AM PEAK PERIOD
Date: Tuesday, July 9, 1991 Weather: Clear
HAZELWOOD AVE S. BAILEY RD S. BAILEY RD NORTHBOUND SOUTHBOUND EASTBOUND
TIME ...1 ~ ~ ..R ...1 ..R TTL
6:15 - 6:30 0 5 0 11 6 0 22 6:30 - 6:45 2 7 0 24 8 0 41 6:45 - 7:00 1 10 4 28 14 0 57 7:00 - 7:15 0 9 0 12 16 0 37 7:15 - 7:30 2 5 7 16 21 1 52 7:30 - 7:45 3 6 10 18 20 0 57 7:45 - 8:00 3 6 11 21 22 0 63
6:15 - 9:00 20 93 82 190 178 5 568 PEAKHR 9 45 50 60 71 4 239
PM PEAK PERIOD
Date: Tuesday, July 9, 1991 Weather: Clear
HAZELWOOD AVE S. BAILEY RD S. BAILEY RD NORTHBOUND SOUTHBOUND EASTBOUND
TIME ...1 ~ ~ ..R ..1 ..R TTL
4:00 - 4:15 2 8 17 33 29 1 90 4:15 - 4:30 2 11 18 27 25 3 86
5:45 - 6:00 2 14 14 31 23 85 6:00 - 6:15 0 9 25 31 15 81 6:15 - 6:30 3 9 10 24 20 67 6:30 - 6:45 2 10 12 19 16 59
4:00 - 6:45 23 135 184 321 256 20 939 PEAKHR 12 58 72 129 103 9 383
PEAK HOUR
THORNDALE TRAIN STATION TRAFFIC STUDY
APPENDIXB
LEVEL OF SERVICE (LOS) CRITERIA
PAGE B-1
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE B-3
LEVEL OF SERVICE (LOS)
The concept of level of service is a qualitative measure describing operational conditions
within a traffic stream and their perception by motorists in terms of speed and travel time, traffic interruptions, freedom to maneuver, comfort, and convenience. Six levels of service are defined; they are given letter designations, A to F, with level of service A representing the best
operating conditions and level of service F the worst. Level of service C is the minimum desirable condition; however, jurisdictions frequently tolerate level of service D when the cost to upgrade the highway facility becomes prohibitive.
Methodology to determine level of service is presented in the Highway Capacity Manual,
Transportation Research Board Special Report 209. Different methodologies are specified for signalized and unsignalized intersections.
SIGNALIZED INTERSECTIONS
Level of service for signalized intersections is defined in terms of delay. Delay is a
measure of driver discomfort, frustration, fuel consumption, and lost travel time. Delay is a complex measure dependent upon a number of variables, including the quality of signal progression, cycle length, and the volume to capacity (VIC) ratio. Level of service criteria is stated in terms of the average stopped delay per vehicle on an approach or lane basis. Table C-1 gives a subjective description of each level of service and its delay range. It is important to note
that delay (i.e., level of service) is not related to capacity in a simple fashion. Thus, the designation of level of service F does not automatically imply the approach is overloaded. Long
cycle length and poor signal progression can result in excessive delays. Conversely, an
overloaded approach with a short cycle length may result in a high level of service.
UNSIGNALIZED INTERSECTIONS
Level of service criteria for unsignalized intersections are defined in terms of reserved
or unused capacity. Reserve capacity is related to general delay ranges (see Table C-2). Since delay is stated in general terms, without specific numeric values, it is not possible to compare
or associate unsignalized level of service with signalized level of service. The potential capacity
of a lane is based upon two factors: (1) distribution of gaps in the cross traffic stream and (2)
driver judgement in selecting gaps through which to execute the desired maneuvers. Reserve
PAGE B-4 THORNDALE TRAIN STATION TRAFFIC STUDY
capacity represents the difference between the approach volume and potential capacity. The analysis focuses on lanes on the minor stopped street and left tum maneuvers from the major
street.
Table B-1: LEVEL OF SERVICE (LOS) CRITERIA SIGNALIZED INTERSECTIONS
LEVEL OF SERVICE A - Very low delay, good progression; most vehicles do not stop at intersection. Delay less than 5 seconds per vehicle.
LEVEL OF SERVICE B - Generally good signal progression and/or short cycle length; more vehicles stop at intersection than Level of Service A. Delay range 5-15 seconds per vehicle.
LEVEL OF SERVICE C - Fair progression and/or longer cycle length; significant number of vehicles stop at intersection. Delay range 15-25 seconds per vehicle.
LEVEL OF SERVICE D - Congestion becomes noticeable; individual cycle failures; longer delays from unfavorable progression, long cycle length, or high volume/capacity ratios; many vehicles stop at signal. Delay range 25-40 seconds per vehicle.
LEVEL OF SERVICE E - Considered limit of acceptable delay, indicative of poor progression, long cycle length, high volume/capacity ratio; frequent individual cycle failures. Delay range 40-60 seconds per vehicle.
LEVEL OF SERVICE F - Unacceptable delay, indication of oversaturation (i.e., arrival flow exceeds capacity). Average delay exceeds 60 seconds per vehicle.
Table B-2: LEVEL OF SERVICE (LOS) CRITERIA UNSIGNALIZED INTERSECTIONS
Level of Reserve Service Capacity
A Greater than 400 B 300-400 C 200-299 D 100-199 E 0-99 F *
Expected Delay to Minor Street Traffic
Little or no delay Short traffic delays Average traffic delays Long traffic delays Very long traffic delays
*
* When demand volume exceeds the capacity of the lane, extreme delays will be encountered with queuing which may cause severe congestion affecting other traffic movements in the intersection.
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE C-l
APPENDIXC
TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION
AUTOMATIC TRAFFIC RECORDER (ATR) COUNTS
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE C-3
Table C-l: TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION AUTOMATIC TRAFFIC RECORDER (ATR) COUNTS
us 30 N BAILEY ROAD MEET HOUR EB WB TOTAL NB AD,INB WARRANT 2?
12-1 68 102 170 9 8 N
1-2 35 31 66 9 8 N
2-3 13 25 38 6 5 N
3-4 18 18 36 5 4 N
4-5 44 29 73 12 11 N
5-6 146 56 202 32 28 N
6-7 385 201 586 70 61 N
7-8 493 387 880 143 126 Y
8-9 554 471 1025 143 126 Y
9-10 680 536 1216 133 117 Y
10-11 709 613 1322 125 110 Y
11-12 779 763 1542 145 127 Y
12-1 838 866 1704 160 140 Y
1-2 699 761 1460 122 107 Y
2-3 677 742 1419 135 118 Y
3-4 760 774 1534 166 146 Y
4-5 696 819 1515 160 140 Y
5-6 705 783 1488 181 159 Y
6-7 626 726 1352 150 132 Y
7-8 584 697 1281 120 105 Y
8-9 501 596 1097 111 97 Y
9-10 335 460 795 54 47 N
10-11 230 271 501 33 29 N
11-12 130 200 330 55 48 N
TOT 10705 10927 21632 2279 1999
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE D-1
APPENDIXD
TRAFFIC SIGNAL WARRANT ANALYSIS US 30/S0UTH BAILEY ROAD INTERSECTION
MANUAL TURNING MOVEMENT COUNTS
THORNDALE TRAIN STATION TRAFFIC STUDY
Table D-l: TRAFFIC SIGNAL WARRANT ANALYSIS
AM
6: 15- 6:30 6:30- 6:45 6:45- 7:00 7:00- 7:15 7:15- 7:30 7:30- 7:45 7:45- 8:00 8:00- 8:15 8: 15- 8:30 8:30- 8:45 8:45- 9:00
MID-DAY
9:00- 9:30 9:30-10:00
10:00-10:30 10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30- 1 :00
1 :00- 1 :30 1:30- 2:00 2:00- 2:30 2:30- 3:00 3:00- 3:30 3:30- 4:00
PM
4:00- 4:15 4: 15- 4:30 4:30- 4:45 4:45- 5:00 5:00- 5:15 5: 15- 5:30 5:30- 5:45 5:45- 6:00 6:00- 6:15 6: 15- 6:30 6:30- 6:45
US 30/S0UTH BAILEY ROAD INTERSECTION MANUAL TURNING MOVEMENT COUNTS
S BAILEY RD US 30 NORTH EAST
L R TOT S R TOT L
1 7 8 80 2 82 8 3 10 13 93 14 107 10 5 21 26 83 16 99 23 5 23 28 93 8 101 8 5 20 27 94 13 107 14
12 19 31 100 15 115 14 10 21 32 95 15 110 15 12 15 27 103 14 117 13 12 23 36 107 9 116 17 8 20 28 110 13 123 17 7 26 36 107 12 119 11
10 55 65 302 9 311 23 14 37 51 302 13 315 36 15 48 63 326 20 346 29
7 42 49 320 15 335 28 14 68 82 314 16 330 60 13 51 64 325 11 336 57 18 57 75 375 16 391 65 10 60 70 362 11 373 49 9 56 65 301 12 313 53
17 32 49 283 13 296 43 10 44 54 304 21 325 38 10 41 51 384 22 406 59 20 49 69 325 14 339 68 20 47 67 357 20 377 51
8 30 38 130 11 141 39 10 25 35 139 15 154 31
7 25 32 151 13 164 31 8 27 36 154 11 165 38
13 32 45 173 13 186 46 5 32 38 151 17 168 41 7 34 41 129 14 143 34
12 29 42 108 11 119 40 5 27 33 116 15 131 41 6 29 35 126 8 134 30 9 22 31 128 10 138 26
US 30 WEST
S TOT
18 29 41 54 48 73 70 79 65 80 88 104 80 97 85 99 84 103 90 109
103 120
220 243 270 306 276 305 318 346 239 299 369 426 391 456 347 396 394 447 306 349 336 374 352 411 381 449 364 415
165 206 166 199 175 210 167 207 152 202 160 202 158 196 152 198 140 186 143 178 131 162
DAILY TOTAL 357 1,204 1,572 7,150 482 7,632 1,206 7,044 8,315
PAGE D-3
INT TOT
119 174 198 208 214 250 239 243 255 260 275
619 672 714 730 711 826 922 839 825 694 753 868 857 859
385 388 406 408 433 408 380 359 350 347 331
17,519
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE B-1
APPENDIXE
TRAFFIC SIGNAL COORDINATION ANALYSIS
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
PA
GE
E
-3
Tab
le E
-l:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
2)
• CO
MM
ENT:
US
30
/NO
RTH
BA
ILEY
RO
AD
INTE
RSE
CTI
ON
T
RA
N
S Y
T
-7
F T
R A
F F
I
C
S I
G N
A L
S
Y S
T E
M
RELE
ASE
5
JULY
, 19
87
SPO
NSO
RED
BY
: FE
DER
AL
HIGH
WAY
A
DM
INIS
TRA
TIO
N
OFF
ICE
OF
TRA
FFIC
O
PERA
TIO
NS
OP
T
I M
I
Z A
T IO
N
PR
O G
RA
M
VER
SIO
N
2.0
DEVE
LOPE
D BY
: TR
AN
SPO
RT
AND
ROAD
RE
SEAR
CH
LABO
RATO
RY
UN
ITED
KI
NGDO
M
AND
TRA
NSP
ORT
A T
IONR
ESEA
RCI-C
ENTE
R UNIVERSIT)()~LORIDA
I N
PU
T
D A
TA
R E
P 0
R
TF
0
R
RU
N
FIE
LD
S:
LIN
E N
O.
2
TITL
E
3 4
5 6
7 8
9 10
11
RUN
TITL
E CA
RD
2)
US
30:
N.
BA
ILEY
RD
TO
S
. BA
ILEY
RD
AM
O
PTIM
IZE
LIN
E N
O.
3)
++
+
+ +
++
+
++
+
+ LI
NE
NO
.
4)
LIN
E N
O.
5)
CARD
TY
PE
MIN
CY
CLE
80
104
++
+
WAR
NING
+
106
++
+
WAR
NING
+
107
++
+
WAR
NING
+
CARD
TY
PE
2
CARD
TY
PE
10
MAS
TER
NODE
NETW
ORK
CONT
ROL
CARD
SE
C/
MAX
CY
CLE
CYCL
E IN
CR
.
SEC
/ ST
EP
CYCL
E ST
EP
LOST
GR
EEN
STO
P NO
RMAL
TI
ME
EXTE
N.
PEN
ALT
Y
OUTP
UT
INIT
IAL
LE
VEL
TI
MIN
GS
80
o 3
3
THE
SEC
/ST
EP
FACT
OR
IN
FIEL
D
5 IS
IG
NORE
D IN
A
SIN
GLE
CY
CLE
RUN
.
2 -1
THE
SEC
/ST
EPS
FA
CTOR
IN
FI
ELD
6
IS
TOO
SMAL
L FO
R CY
CLE
LEN
GTH
S AB
OVE
60
SECO
ND
S.
IT
WIL
L BE
IN
CREA
SED
TO
AL
LOW
A
MAX
IMUM
OF
60
ST
EPS/
CY
CLE
.
A S
TOP
PEN
ALT
Y
OF
"-1"
W
ILL
RESU
LT
IN
AUTO
MAT
IC
CALC
ULA
TIO
N
OF
THE
PI
TO
MIN
IMIZ
E FU
EL
CON
SUM
PTIO
N.
LIN
K
SPE
CIF
IC
DELA
Y OR
ST
OP
WEI
GH
TS
ON
CARD
TY
PE
37
& 3
8 W
ILL
STIL
L
BE
APP
LIED
, HO
WEV
ER.
LIS
T
OF
NODE
S TO
BE
O
PTIM
IZED
2 o
o o
o o
SYST
EM
MAS
TER
SYST
EM
DEF
AU
LTS
SYST
EM
EXTE
RNAL
SY
STEM
FU
EL
YELL
OW
ALL
-RED
SA
TFLO
W
SPEE
D
FACT
OR
3 2
1800
40
3
5
100
o DA
TA
VEH
ICLE
LE
NGTH
25
o OR
IEN
TA
TIO
N
o
o o o
12
13
14
15
PERI
OD
SE
C(O
l SP
D(O
l EN
GL(
O)
LENG
TH
PER
C(l
TIM
E(l
ME
TR
(l)
60
o o
o
o o
o o
o o
o o
16
PNCH
DE
CK o o o
PA
GE
E
-4
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-1:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
(C
onti
nued
) U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
HR
AN
SYT
-7F
: us
30
: N
. BA
ILEY
RD
TO
S
. B
AIL
EY
RD
AM
OPT
IMIZ
E PA
GE
2
FIE
LD
S:
2 3
4 5
6 7
8 9
10
11
12
13
14
15
16
----
----
----
----
--IN
TER
SEC
TIO
N
,-.-
-----------._
--
CO
NTR
OllE
R
TIM
ING
DA
TA
LIN
E CA
RD
NODE
O
FFSE
T /
INTE
RVA
L D
URA
TIO
NS
~SECS.
OR PERCENT~ ..
....
....
....
....
....
....
....
....
....
....
...
DOUB
LE
NO
. TY
PE
NO
. Y
lD.P
T.
REF
INT
INT
l IN
T2
IN
3 IN
T4
INT
INT6
IN
T7
INT8
IN
T9
INT1
0 IN
Tll
CY
CLE
6)
13
0 0
7 3
47
3 2
13
3 2
0 0
0 0
PHA
SE
TIM
ING
DA
TA
LIN
E CA
RD
NODE
ST
ART
V
AR
IAB
. Y
EllO
W
All-
RE
D
MIN
IM.
CONT
N
O.
TYPE
N
O.
INTV
l IN
TVl
INTV
l IN
TVl
SEC
S.
LIN
KS
MOV
ING
IN
THIS
PH
ASE
....
....
....
....
. 0 .
••••
•••.
••••
••
FLAG
~l 21
1
1 2
0 10
10
3 10
4 0
0 0
0 0
0 0
22
3 3
4 5
20
101
102
103
-104
0
0 0
0 0
23
6 6
7 8
10
105
106
0 0
0 0
0 0
0
LIN
K
DATA
LI
NE
CARD
LI
NK
LI
NK
SA
T.
TOTA
L M
ID-B
lK.
FIR
ST
INPU
T lI
NK
...
. SE
COND
IN
PUT
lIN
K ...
. TH
IRD
IN
PUT
lIN
K ...
. QU
EUE
NO
. TY
PE
NO
. lE
NG
TH
FLOW
V
OL.
V
OL.
N
O.
VO
L.
SPD
/TT
NO.
VO
L.
SPD
/TT
N
O.
VO
L.
SPD
/TT
CA
P.
10j
28
101
0 15
00
58
0 0
0 0
0 0
0 0
0 0
0 11
28
10
2 0
1755
42
3 0
0 0
0 0
0 0
0 0
0 0
12
28
103
360
1775
46
1 0
203
50
20
205
411
40
0 0
0 0
13
28
104
150
0 16
8 0
203
75
20
205
83
40
0 0
0 0
LIN
E CA
RD
LIN
K
ADD
STA
RT
GREE
N A
DJU
ST.
lIN
K
DATA
(C
ON
TIN
UED
) FO
URTH
IN
PUT
lIN
K
OPP
OSI
NG
lIN
KS
AND
PERC
ENTA
GES
...
....
....
....
PE
RM
NO
. TY
PE
NO
. lO
ST-T
IME
EX
TEN
So
MFR
SN
EAK
ERS
NO
. V
OL.
SP
D/T
T LI
NK
1
%
LIN
K
2 %
LI
NK
3
%
MOD
EL
14)
29
104
0 0
0 2
0 0
0 10
2 10
0 0
0 0
0 0
LIN
K
DATA
LI
NE
CARD
LI
NK
LI
NK
SA
T.
TOTA
L M
ID-B
lK.
FIR
ST
INPU
T lI
NK
...
. SE
COND
IN
PUT
lIN
K ...
. TH
IRD
IN
PUT
lIN
K ...
. QU
EUE
NO
. TY
PE
NO
. lE
NG
TH
FLOW
V
OL.
V
OL.
N
O.
VO
L.
SPD
/TT
NO.
VO
L.
SPD
/TT
N
O.
VO
L.
SPD
/TT
CAP.
15l
28
105
0 15
00
206
0 0
0 0
0 0
0 0
0 0
0 16
28
10
6 0
1450
76
0
0 0
0 0
0 0
0 0
0 0
17)
* CO
MM
ENT:
US
30
/SO
UTH
BA
ILEY
RO
AD
INTE
RSE
CTI
ON
~--------------~--
INTE
RSE
CTI
ON
2
__
__
__
_ ~ _
__
__
m
_
__
_
CO
NTR
OllE
R
TIM
ING
DA
TA
LIN
E CA
RD
NODE
O
FFSE
T/
INTE
RVA
L D
URA
TIO
NS
~SECS.
OR
PER
CEN
Tk
.. 0
....
. 0.
0 ..
.••
0 0 ..
....
....
.•..
. 0
0..
....
....
DO
UBLE
N
O.
TYPE
N
O.
YlD
.PT
. RE
F IN
T IN
T1
INT2
IN
3
INT
4 IN
T IN
T6
INT7
IN
T8
INT9
IN
T10
INT1
1 CY
CLE
18 )
13
2 0
0 7
3 47
3
2 13
3
2 0
0 0
0
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-l:
HRA
NSY
T -7
F:
FIEL
DS:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30
: N
. BA
ILEY
RD
TO
S
. BA
ILEY
RD
AM
O
PTIM
IZE
2 3
4 5
6 7
8 9
PHAS
E TI
MIN
G
DATA
ST
ART
VA
RIA
B.
YELL
OW
ALL
-RED
M
INIM
.
10
11
12
13
14
15
LIN
E NO
. CA
RD
TYPE
NO
DE
NO
. IN
TVL
INTV
L IN
TVL
INTV
L SE
CS.
LI
NK
S M
OVIN
G IN
TH
IS
PHAS
E ..
....
....
....
....
....
....
....
.. .
19}
20
21
21
22
23
2 2 2
1 3 6
1 3 6
2 4 7
o 5 8
10
20
10
201
201
20
3
20
2
-20
2 o
o 2
04
o o
20
5 o
o o o o o o
o o o o o o P
AG
E
E-S
PAGE
3 16
CONT
FL
AG o o o
LIN
E NO
. CA
RD
TYPE
LI
NK
NO
. LI
NK
LE
NGTH
SA
T.
FLOW
TO
TAL
VO
L.
LIN
K
DATA
M
ID-B
LK.
FIR
ST
INPU
T LI
NK
...
. SE
COND
IN
PUT
LIN
K ...
. TH
IRD
IN
PUT
LIN
K ...
. QU
EUE
22
) 2
3)
LIN
E NO
.
24
)
LIN
E NO
.
25~
26
27
LIN
E NO
.
28
)
VO
L.
NO.
VO
L.
SPD
/TT
NO.
VO
L.·
SPD
/TT
NO.
VO
L.
SPD
/TT
CAP.
28
28
CARD
TY
PE
29
201
20
2
36
0
15
0
17
80
o 4
07
2
00
LIN
K
ADD
STAR
T GR
EEN
AD
JUST
.
o o
NO.
LOST
-TIM
E EX
TEN
S.
MFR
SN
EAK
ERS
20
2
o o
o 2
10
2
10
2
29
7
10
4
LIN
K
DATA
FO
URTH
IN
PUT
NO.
VO
L.
o o
40
10
5
40
105
(CO
NTI
NUE
D )
LIN
K
OPP
OSI
NG
SP
D/T
T LI
NK
1
o 2
05
LIN
K
DATA
11
0
96
2
5
25
o o
o o o o
LIN
KS
AND
PERC
ENTA
GES ..
....
....
....
. %
LI
NK
2
%
LIN
K
3 %
10
0
o o
o o
o o
PERM
M
ODEL
o
CARD
TY
PE
LIN
K
LIN
K
SAT.
TO
TAL
MID
-BLK
. FI
RST
IN
PUT
LIN
K..
..
SECO
ND
INPU
T L
INK
....
TH
IRD
IN
PUT
LIN
K ...
. QU
EUE
NO.
LENG
TH
FLOW
V
OL.
V
OL.
NO
. V
OL.
SP
D/T
T NO
. V
OL.
SP
D/T
T NO
. V
OL.
SP
D/T
T CA
P.
28
28
28
20
3
20
4
20
5
CARD
TY
PE
52
PROG
RAM
NO
TE
PROG
RAM
NO
TE
PROG
RAM
NO
TE
PROG
RAM
NO
TE
o
o o o o
12
82
1
51
4
18
08
o
17
5
63
4
94
o
o 0
o 0
o 0
RUN
CARD
o o
o o o o A
CAR
D TY
PE
52
CA
USES
RU
N TO
BE
O
PTIM
IZED
U
SIN
G
THE
DEFA
ULT
NORM
AL
OPT
IMIZ
ATI
ON
ST
EP
SIZ
ES.
IF
CA
RD
TYPE
4
WAS
IN
PUT,
IT
IS
IG
NO
RED
.
o o o o
NO
ERRO
RS
DET
ECTE
D.
TRAN
SYT
-7F
PERF
ORM
S FI
NA
L PR
OCE
SSIN
G.
IF
ERRO
RS
ARE
DET
ECTE
D,
FURT
HER
PRO
CESS
ING
IS
SU
SPEN
DED
.
THER
E AR
E A
TOT
AL
OF
2 NO
DES
AND
11
LIN
KS
INCL
UD IN
G BO
TTLE
NEC
KS,
IF
A
NY
, IN
TH
IS
RUN.
'
THER
E W
ERE
A T
OTAL
OF
3
WAR
NING
M
ESSA
GES
ISSU
ED
IN
THE
ABOV
E RE
PORT
.
o o o o
o o o o
o o o o
o o o o
o o o o
o o o o
o o o o
PA
GE
E
-6
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-l:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
(C
onti
nued
) U
S 3
0 (L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30
: N
. B
AIL
EY
RD
TO
S.
BA
ILEY
RD
AM
O
PTIM
IZE
CY
CLE
: 80
SE
CO
ND
S,
60
STEP
S PA
GE
4
<PER
FORM
AN
CE
WIT
H
OPT
IMA
L SE
TTIN
GS>
NODE
LI
NK
FL
OW
SAT
DEG
REE
TOTA
L TO
TAL
----
----
DELA
Y --
----
--AV
ERAG
E U
NIF
ORM
M
AX
BACK
QU
EUE
FUEL
PH
ASE
LI
NK
NO
NO
FL
OW
OF
SAT
TRA
VEL
TI
ME
UN
IFO
RM
RAND
OM
TOTA
L DE
LAY
STO
PS
OF
QU
EUE
CA
PAC
ITY
CO
NSUM
LE
NGTH
NO
(V
EH
/H)
(VEH
/H)
(%)
(VE
H-M
I/H)
(VE
H-H
/H)
(VE
H-H
/H)
(SE
C/V
EH
) (V
EH
/Hi%
) (V
EH/L
K)
(VE
H/L
K)
(GA
/H)
(SE
C)
101
58
1500
7
.00
.1
3
.13
.0
0
.13
8
.1
24.5!
42'1
1 >
0
.34
50
10
1 10
2 42
3 17
55
44
.00
1
.27
1
.19
.0
9
1.2
7
10
.8
22
4.3
53
%
5 >
0
3.1
3
50
102
103
461
1775
38
3
1.5
1
1.1
7
.24
.0
6
.30
2
.4
48
.0
10%
1
14
1.7
9
60
103
104
168
500
52
4.8
0
.44
.1
3
.14
.2
6
5.6
4
3.3
26
%
1 6
.60
60
10
4 10
5 20
6 15
00
78
.00
2
.44
1
.75
.6
9
2.4
4
42
.7
18
5.8
90
%
4 >
0
3.6
1
20
105
106
76
1450
30
.0
0
.62
.5
9
.03
.6
2
29
.4
62
.5
82%
1
>
0 1
.07
20
10
6
1392
M
AX
78
36.3
1 6
.06
4
.02
1
.00
5
.03
1
3.0
5
88
.4(
42%
) 1
0.5
5
PI
=
9.2
2 20
1 40
7 17
80
35
27
.82
1
.26
.4
1 .0
5
.46
4
.1
66.9!
21%1
2 14
2
.05
58
20
1 2
202
200
500
74
5.7
2
1.3
6
.68
.5
1 1
.18
2
1.3
1
85
.0
92%
4
6 2
.22
58
20
2 2
203
175
1282
68
.0
0
1.7
9
1.4
3
.36
1
.79
3
6.8
1
54
.3
88%
4
>
0 2
.83
22
20
3 2
204
63
1514
8
.00
.1
6
.16
.0
0
.16
9
.0
27
.7
44%
1
>
0 .3
9
48
204
2 20
5 49
4 18
08
52
.00
1
. 77
1.6
3
.14
1
.77
1
2.9
2
90
.9
59%
7
>
0 4
.15
48
20
5
2 13
39
MAX
74
3
3.5
4
6.3
3
4.3
0
1.0
6
5.3
5
14
.4
74
4.8
( 56
%)
11
.64
P
I =
1
0.3
<SY
STEM
W
IDE
TOTA
LS
INCL
UD
ING
A
LL
LIN
KS>
TOTA
L TO
TAL
TOTA
L TO
TAL
TOTA
L AV
ERAG
E TO
TAL
TOTA
L D
ISTA
NC
E TR
AV
EL
UN
IFO
RM
RAND
OM
DEL
AY
DE
LAY
UN
IFO
RM
FUEL
PE
RFO
RMA
NCE
SP
EED
TR
AV
ELED
TI
ME
DELA
Y D
ELA
Y
STO
PS
CONS
UM
IND
EX
(VE
H-M
I/H)
(VE
H-H
/H)
(VE
H-H
/H)
(VE
H-H
/H)
(VE
H-H
/H)
(SE
C/V
EH
) (V
EH/H
-%)
(GA
/H)
(MI/
H)
69
.85
1
2.4
0
8.3
2
2.0
6
10
.38
1
3.6
9
1333
.1 (
49
%)
22
.18
19
.51
16
.53
<T
OTA
LS>
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-l:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30:
N.
BA
ILEY
RD
TO
S
. BA
ILEY
RD
AM
O
PTIM
IZE
TRAN
SYT
-7F
SIG
NA
L CO
NTRO
LLER
SE
TTIN
GS
NETW
ORK-
WID
E SI
GN
AL
TIM
ING
DA
TA
SYST
EM
CYCL
E LE
NGTH
=
80
SE
CON
DS
MAS
TER
OFF
SET
REFE
REN
CE
LOCA
TIO
N
= IN
TER
SEC
TIO
N
NO
.
ALL
OFF
SETS
AR
E RE
FERE
NCE
D
TO
THE
STA
RT
OF
INTE
RVA
L N
O.
1 AT
TH
IS
SIG
NA
L.
INTE
RSE
CTI
ON
CO
NTRO
LLER
SE
TTIN
GS
----
----
----
----
-.
INTE
RSE
CTI
ON
--
----
----
----
----
INTE
RVA
L NU
MBE
R :
2 3
INTV
L LE
NG
TH(S
EC):
7 3
45
INTV
L LE
NGTH
(%
) :
9 4
54
PIN
SE
TTIN
GS
(%)
: 10
0/0
9 13
PHAS
E ST
ART
(N
O.)
: 2
INTE
RVA
L TY
PE
V
Y
V
LIN
KS
MOV
ING
103
101
104
102
103
-104
OFF
SET
=
0 SE
C.
0 %
.
THIS
IS
TH
E M
ASTE
R CO
NTR
OLL
ER.
+++
193
++
+
WAR
NING
+
4 5
6 7
8
3 2
15
3 2
4 3
19
4 3
67
71
74
93
97
3
Y
R
V
Y
R
105
106
+
THE
OFF
SET
FALL
S W
ITH
IN
1%
OF
AN
INTE
RVA
L CH
ANGE
PO
INT
AT
THE
STA
RT
OF
INTE
RVA
L N
O.1
.
CYCL
E:
PA
GE
E
-7
80
SECO
ND
S,
60
STEP
S PA
GE
5
PA
GE
E-8
T
HO
RN
DA
LE
TR
AIN
ST
AT
ION
TR
AF
FIC
ST
UD
Y
Tab
le E
-1:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
(C
onti
nued
) U
S 30
(L
INC
OL
N H
IGH
WA
y) A
T N
OR
TH
AN
D S
OU
TH
BA
ILE
Y R
OA
DS
US
30:
N.
BAIL
EY
RD
TO
S.
BAIL
EY
RD
AM
OPT
IMIZ
E CY
CLE:
80
SE
CON
DS,
60
ST
EPS
PAGE
6
.. ---
....
....
....
....
....
....
....
...
INTE
RSEC
TIO
N
2 ---------
... -
......
......
......
INTE
RVA
L NU
MBE
R :
1 2
3 4
5 6
7 8
INTV
L LE
NG
TH(S
EC):
7 3
43
3 2
17
3 2
INTV
L LE
NGTH
(%
) :
9 4
52
4 3
21
4 3
PIN
SE
TTIN
GS
(%):
1
00
10
9
13
65
69
72
93
97
PHAS
E ST
ART
(N
O.)
: 2
3 IN
TERV
AL
TYPE
V
Y
V
Y
R
V
Y
R
LIN
KS
MOV
ING
201
201
203
202
-202
20
4 20
5
OFF
SET
66
SEC
. 83
%
.
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-l:
AM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
y) A
T N
OR
TH
AN
D S
OU
TH
BA
ILE
Y R
OA
DS
LIN
E N
O.
29
)
US
30:
N.
BAIL
EY
RD
TO
S.
BAIL
EY
RD
AM
OPT
IMIZ
E
CARD
TY
PE
90
PROG
RAM
NO
TE
o o
o o
o EN
D OF
JO
B!
CYCL
E:
80
SE
CON
DS,
TERM
INA
TIO
N
CARD
o o
o o
o o
o
PA
GE
E
-9
60
ST
EPS
PAGE
7
o o
o
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
P
AG
E
E-1
1
Tab
le E
-2:
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
2)
* CO
MM
ENT:
US
30
/NO
RTH
BA
ILEY
RO
AD
INTE
RSEC
TIO
N
T R
AN
S Y
T -
7 F
T R
A F
F I
C
S
I G
N A
L
S Y
S T
E M
RE
LEA
SE
5 JU
LY,
1987
SPON
SORE
D BY
: FE
DERA
L HI
GHW
AY
AD
MIN
ISTR
ATI
ON
O
FFIC
E OF
TR
AFF
IC
OPE
RATI
ON
S
OP
T
I M
I Z
A T
IO
N
PR
O G
RA
M
VER
SIO
N
2.0
DEVE
LOPE
D BY
: TR
ANSP
ORT
AND
ROAD
RE
SEAR
CH
LABO
RATO
RY
UN
ITED
KI
NGDO
M
AND
TRANSPORTATIONRESEARC~ENTER
UN IV
ERS
IT'tO
IfLO
R ID
A
I N
PU
T
D A
TA
R E
P 0
R
T~
FO
R
RU
N
FIEL
DS:
LIN
E NO
.
2)
TITL
E
2 3
4 5
6 7
8 9
RUN
TITL
E CA
RD
US
30:
N.
BAIL
EY
RD
TO
S.
BAIL
EY
RD
PM
OPT
IMIZ
E NE
TWOR
K CO
NTRO
L CA
RD
10
11
12
13
14
15
16
LIN
E NO
. CA
RD
TYPE
M
IN
CYCL
E MA
X CY
CLE
CYCL
E IN
CR
. SE
C/
SEC
/ ST
EP
STEP
LO
ST
GREE
N ST
OP
OUTP
UT
INIT
IAL
PE
RIO
D
SEC
(O)
SPD
(O)
ENG
L(O
) CY
CLE
NORM
AL
TIM
E EX
TEN
. PE
NALT
Y LE
VEL
TIM
ING
S LE
NGTH
PE
RC
(1)
TIM
E(1
) M
ETR
(1)
PNCH
DE
CK
3)
80
80
o 3
3
++
+
104
++
+
WAR
NING
+
+
TH
E SE
C/S
TEP
FACT
OR
IN
FIEL
D
5 IS
IG
NORE
D IN
A
SIN
GLE
CY
CLE
RUN.
+
++
10
6 +
++
W
ARNI
NG
+
2 -1
+
THE
SEC
/STE
PS
FACT
OR
IN
FIEL
D
6 IS
TO
O SM
ALL
FOR
CYCL
E LE
NGTH
S AB
OVE
60
SECO
ND
S.
IT
WIL
L BE
IN
CREA
SED
TO
ALLO
W
A M
AXIM
UM
OF
60
STEP
S/C
YC
LE.
++
+
107
++
+
WAR
NING
+
+
A
STO
P PE
NALT
Y O
F "-
1"
WIL
L RE
SULT
IN
AU
TOM
ATIC
CA
LCUL
ATIO
N OF
TH
E PI
TO
M
INIM
IZE
FUEL
CO
NSU
MPT
ION
. LI
NK
SP
EC
IFIC
DE
LAY
OR
STO
P W
EIGH
TS
ON
CARD
TY
PE
37
& 3
8 W
ILL
STIL
L
BE
APP
LIED
, HO
WEV
ER.
LIN
E CA
RD
LIST
OF
NO
DES
TO
BE
OPT
IMIZ
ED
NO.
TYPE
4)
LIN
E NO
.
5)
2
CARD
TY
PE
10
MAS
TER
NODE
1
2 o
o o
o o
SYST
EM
MAS
TER
SYST
EM
DEFA
ULTS
SY
STEM
EX
TERN
AL
SYST
EM
FUEL
YE
LLOW
A
LL-R
ED
SATF
LOW
SP
EED
PD
F FA
CTOR
3 2
1800
40
3
5
100
o DA
TA
VEH
ICLE
LE
NGTH
25
o OR
IEN
TA
TIO
N
o
o 60
o
o o
o
o o
o o
o o
o o
o o
o o
PA
GE
E
-12
Tab
le E
-2:
HRA
NSY
T -7
F:
FIE
LD
S:
INTE
RSE
CTI
ON
LIN
E NO
.
6)
LIN
E N
O. gj
LIN
E NO
.
10 1
11
12
13
LIN
E N
O.
14)
LIN
E N
O.
15 )
16 )
CARD
TY
PE
13
CARD
TY
PE
21
22
23
CARD
TY
PE
28
28
28
28
CARD
TY
PE
29
CARD
TY
PE
28
28
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
(C
onti
nued
) U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30:
N.
BAIL
EY
RD
TO
S.
BA
ILEY
RD
PM
O
PTIM
IZE
2 3
4 5
6 7
8 9
10
11
CONT
ROLL
ER
TIM
ING
DA
TA
12
13
14
15
PAGE
2 16
NODE
O
FF
SE
T/I
NT
ER
VA
L
DU
RATI
ON
S (S
EC
S.
OR
PERC
ENT)
..
....
....
....
....
....
....
....
....
....
....
...
DOUB
LE
NO
. Y
LD
.PT
. RE
F IN
T IN
Ti
INT2
IN
T3
INT4
IN
T5
INT6
IN
T7
INT8
IN
T9
INT1
0 IN
T11
CYCL
E
NODE
N
O.
o o
9 3
41
3 2
PHAS
E TI
MIN
G
DATA
ST
ART
V
AR
IAB
. YE
LLOW
A
LL-R
ED
MIN
IM.
17
3 2
o o
o
INTV
L IN
TVL
INTV
L IN
TVL
SEC
S.
LIN
KS
MOV
ING
IN
THIS
PH
ASE
..
....
....
....
....
....
....
....
.. .
1 3 6
1 3 6
2 4 7
o 5 8
12
20
10
103
101
105
104
102
106
LIN
K
DATA
o 10
3 o o
-104
o o o o
o o o o o o
o o o
o
CONT
FL
AG o o o
LIN
K
LIN
K
NO
. LE
NGTH
SA
T.
TOTA
L M
ID-B
LK.
FIR
ST
INPU
T L
INK
....
SE
COND
IN
PUT
LIN
K..
..
THIR
D
INPU
T L
INK
....
QU
EUE
101
102
103
104
o o 36
0 15
0
FLOW
V
OL.
V
OL.
N
O.
VO
L.
SPD
/TT
NO
. V
OL.
SP
D/T
T N
O.
VO
L.
SPD
/TT
CA
P.
1515
17
82
1773
o
171
675
677
306
o o o o
o o 20
3 20
3
o o 11
9 13
4
o o 20
20
o o 20
5 20
5
o o 55
8 17
6
o o 40
40
o o o o
o o o o
o o o o
o o o o
LIN
K
ADD
STA
RT
GREE
N A
DJU
ST.
LIN
K
DATA
(C
ON
TIN
UED
) FO
URTH
IN
PUT
LIN
K
OPP
OSI
NG
LI
NK
S AN
D PE
RCEN
TAG
ES ...
....
....
...
. PE
RM
MOD
EL
NO
. LO
ST-T
IME
EXTE
NS.
M
FR
SNEA
KER
S NO
. V
OL.
SP
D/T
T LI
NK
1
%
LIN
K
2 %
LI
NK
3
%
104
o
LIN
K
LIN
K
NO
. LE
NGTH
105
106
o o
o o
2 o
o o
102
100
o o
o o
o LI
NK
DA
TA
SAT.
TO
TAL
MID
-BLK
. FI
RST
IN
PUT
LIN
K..
..
SECO
ND
INPU
T L
INK
....
TH
IRD
IN
PUT
LIN
K ...
. QU
EUE
FLOW
V
OL.
V
OL.
N
O.
VO
L.
SPD
/TT
NO
. V
OL.
SP
D/T
T N
O.
VO
L.
SPD
/TT
CA
P.
1522
14
77
30
3
153
o o o o
o o o o
o o o o
o o o o
o o o o
o o 17
) *
COM
MEN
T:
US
30/S
0UT
H
BAIL
EY
ROAD
IN
TER
SEC
TIO
N
INTE
RSE
CTI
ON
2
LIN
E NO.
18)
CARD
TY
PE
13
CONT
ROLL
ER
TIM
ING
DA
TA
NODE
O
FF
SE
T/I
NT
ER
VA
L
DU
RATI
ON
S (S
EC
S.
OR
PERC
ENT)
..
....
....
....
....
....
....
....
....
....
....
...
DOUB
LE
NO
. Y
LD
.PT
. RE
F IN
T IN
Ti
INT2
IN
T3
INT4
IN
T5
INT6
IN
T7
INT8
IN
T9
INT1
0 IN
T11
CYCL
E
2 o
o 9
3 41
3
2 17
3
2 o
o o
o
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
P
AG
E
E-1
3
Tab
le E
-2:
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
HR
AN
SYT
-7F
: US
30
: N
. BA
ILEY
RD
TO
S
. BA
ILEY
RD
PM
O
PTIM
IZE
PAGE
3
FIE
LD
S:
2 3
4 5
6 7
8 9
10
11
12
13
14
15
16
LIN
E N
O.
19l
20
21
LIN
E N
O.
22
) 23
)
LIN
E N
O.
24)
LIN
E N
O.
25~
26
27
LIN
E N
O.
28)
CARD
TY
PE
21
22
23
CARD
TY
PE
28
28
CARD
TY
PE
29
CARD
TY
PE
28
28
28
CARD
TY
PE
52
NODE
N
O. 2 2 2
PHA
SE
TIM
ING
DA
TA
STA
RT
VA
RIA
B.
YELL
OW
ALL
-RED
M
INIM
. IN
TVL
INTV
L IN
TVL
INTV
L SE
CS.
LI
NK
S M
OVIN
G IN
TH
IS
PHA
SE ..
....
....
....
....
....
....
....
.. .
1 3 6
1 3 6
2 4 7
o 5 8
12
20
10
201
201
203
202
-202
o LI
NK
DA
TA
o 20
4 o o
205 o
o o o o o o
o o o o o o
CONT
FL
AG o o o
LIN
K
LIN
K
SAT.
TO
TAL
MID
-BLK
. FI
RST
IN
PUT
LIN
K..
..
SECO
ND
INPU
T L
INK
....
TH
IRD
IN
PUT
LIN
K ...
. QU
EUE
NO
. LE
NGTH
FL
OW
VO
L.
VO
L.
NO
. V
OL.
SP
O/T
T N
O.
VO
L.
SPD
/TT
NO
. V
OL.
SP
D/T
T C
AP.
201
202
360
150
1818
o 76
3 20
0
LIN
K
ADD
STA
RT
GREE
N A
DJU
ST.
o o
NO
. LO
ST-T
IME
EXTE
NS.
M
FR
SNEA
KER
S
202
o o
o 2
102
102
575
100
40
40
105
105
203
100
25
25
o o o o
o o LI
NK
DA
TA
(CO
NTI
NU
ED)
FOUR
TH
INPU
T LI
NK
O
PPO
SIN
G
LIN
KS
AND
PERC
ENTA
GES
...
....
....
...
. N
O.
VO
L.
SPD
/TT
LIN
K
1 %
LI
NK
2
%
LIN
K
3 %
o o
o 20
5 10
0 o
o o
o LI
NK
DA
TA
o o
PERM
M
ODEL
o
LIN
K
LIN
K
SAT.
TO
TAL
MID
-BLK
. FI
RST
IN
PUT
LIN
K..
..
SECO
ND
INPU
T L
INK
....
TH
IRD
IN
PUT
LIN
K ...
. QU
EUE
NO
. LE
NGTH
FL
OW
VO
L.
VO
L.
NO
. V
OL.
SP
D/T
T N
O.
VO
L.
SPD
/TT
NO
. V
OL.
SP
D/T
T C
AP.
203
204
205 o
o o o o
1282
15
37
1835
o
320 71
734 o
o 0
o 0
o 0
RUN
CARD
o o
o o o o
o o o o
o o o o
o o o o
o o o o
o o o o
o o o o
o o o o
o o o o PR
OGRA
M
NOTE
A
CAR
D TY
PE
52
CAU
SES
RUN
TO
BE
OPT
IMIZ
ED
USI
NG
TH
E D
EFA
ULT
NO
RMAL
O
PTIM
IZA
TIO
N
STEP
SI
ZE
S.
PROG
RAM
NO
TE
PROG
RAM
NO
TE
PROG
RAM
NO
TE
I F C
ARD
TYPE
4
WAS
IN
PUT,
IT
IS
IG
NO
RED
.
NO
ERRO
RS
DET
ECTE
D.
TRA
NSY
T-7F
PE
RFOR
MS
FIN
AL
PRO
CES
SIN
G.
IF
ERRO
RS
ARE
DET
ECTE
D,
FURT
HER
PR
OCE
SSIN
G
IS
SUSP
END
ED.
THER
E AR
E A
TOT
AL
OF
2 NO
DES
AND
11
LIN
KS
INCL
UD
ING
BO
TTLE
NEC
KS,
IF
A
NY
, IN
TH
IS
RUN
. '
THER
E W
ERE
A T
OTAL
OF
3
WAR
NING
M
ESSA
GES
IS
SUED
IN
TH
E AB
OVE
REPO
RT.
PA
GE
E
-14
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-2:
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
(C
onti
nued
) U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30
: N
. B
AIL
EY
RD
TO
S.
BA
ILEY
RD
PM
O
PTIM
IZE
CY
CLE
: 80
SE
CO
ND
S,
60
STEP
S PA
GE
4
<PER
FORM
AN
CE
WIT
H
OPT
IMA
L SE
TT
ING
S>
NODE
LI
NK
FL
OW
SAT
DEG
REE
TOTA
L TO
TAL
----
----
DE L
A Y
--
----
--AV
E RA
G E
U
NIF
ORM
M
AX
BACK
QU
EUE
FUEL
PH
ASE
LI
NK
NO
NO
FL
OW
OF
SAT
TRA
VEL
TI
ME
UN
IFO
RM
RAND
OM
TOTA
L D
ELA
Y
STO
PS
OF
QU
EUE
CA
PAC
ITY
CO
NSUM
LE
NG
TH
NO
(VE
H/H
) (V
EH
/H)
(%)
(VE
H-M
I/H
)(V
EH
-H/H
) (V
EH
-H/H
) (S
EC
/VE
H)
(VE
H/H
j%)
(VE
H/L
K)
(VE
H/L
K)
(GA
/H)
(SE
C)
101
171
1515
24
.0
0
.58
.5
6
.02
.5
8
12
.2
92
.0
54%
2
>
0 1
.33
44
10
1 10
2 67
5 17
82
80
.00
4
.02
3
.24
.7
7
4.0
2
21 .
.4
52
4.1
78
%
12
>
0 8
.09
44
10
2 10
3 67
7 17
73
61
46
.27
2
.10
.5
2
.24
.7
6
4.0
1
29
.5
19%
3
14
3.2
8
56
103
104
306
500
153*
8
.75
5
7.9
1
4.1
0
53
.51
5
7.6
0
67
7.7
1
99
.9
65%
14
>
6C
4
3.5
5
56
104
105
303
1522
88
.0
0
3.9
9
2.4
4
1.5
4
3.9
9
47
.4
27
4.6
91
%
6 >
0
5.6
2
24
105
106
153
1477
46
.0
0
1.2
0
1.1
0
.10
1
.20
2
8.2
1
23
.5
81%
3
>
0 2
.09
24
10
6
2285
M
AX
153*
5
5.0
2
69
.80
11
.9
7
56
.18
6
8.1
5
10
7.4
1
34
3.6
( 59
%)
63
.96
P
I =
6
1.8
2 20
1 76
3 18
18
73
52
.15
3
.38
1
.40
.4
9
1.8
9
8.9
27
6.9/
36%1
6 14
5
.46
52
20
1 2
202
200
500
110*
5
.72
1
2.8
4
1.3
3
11
.33
1
2.6
6
22
7.8
1
81
.2
91%
7
>
6C
10
.59
52
20
2 2
203
320
1282
91
.0
0
4.3
5
2.4
0
1.9
4
4.3
5
48
.9
28
8.2
90
%
7 >
0
6.0
2
28
203
2 20
4 71
15
37
11
.00
.2
7
.26
.0
0
.27
1
3.4
3
9.5
56
%
1 >
0
.58
40
20
4 2
205
734
1835
94
.0
0
7.6
4
4.4
0
3.2
4
7.6
4
37
.5
652.
1 89
%
15
>
0 1
2.0
0
40
205
2 20
88
MAX
11
0*
57
.87
2
8.4
7
9.7
9
17.0
1 2
6.8
0
46
.2
14
37
.8(
69%
) 3
4.6
5
PI
=
32
.4
<SY
STEM
W
IDE
TOTA
LS
INC
LUD
ING
A
LL
LIN
KS>
TOTA
L TO
TAL
TOTA
L TO
TAL
TOTA
L A
VER
AG
E TO
TAL
TOTA
L D
ISTA
NC
E TR
AV
EL
UN
IFO
RM
RAND
OM
DEL
AY
D
ELA
Y
UN
IFO
RM
FUEL
PE
RFO
RMA
NCE
SP
EED
TR
AV
ELED
TI
ME
DEL
AY
D
ELA
Y
STO
PS
CONS
UM
IND
EX
(VE
H-M
I/H
) (V
EH
-H/H
) (V
EH
-H/H
) (V
EH
-H/H
) (V
EH
-H/H
) (S
EC
/VE
H)
(VE
H/H
-%)
(GA
/H)
(MI/
H)
11
2.8
9
98
.27
2
1.7
6
73
.19
9
4.9
5
78
.16
2
78
1.4
( 64
%)
98
.61
9
4.2
5
1 .4
8
<TO
TALS
>
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-2:
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30:
N.
BAIL
EY
RD
TO
S.
BAIL
EY
RD
PM
OPT
IMIZ
E
TRA
NSY
T -7
F SI
GN
AL
CONT
ROLL
ER
SETT
ING
S
NETW
ORK-
WID
E SI
GN
AL
TIM
ING
DA
TA
SYST
EM
CYCL
E LE
NGTH
=
80
SE
CON
DS
MAS
TER
OFF
SET
REFE
REN
CE
LOCA
TIO
N
= IN
TER
SEC
TIO
N
NO
.
ALL
OFF
SETS
AR
E RE
FERE
NCE
D
TO
THE
STA
RT
OF
INTE
RVA
L N
O.
1 AT
TH
IS
SIG
NA
L.
INTE
RSE
CTI
ON
CO
NTR
OLL
ER
SETT
ING
S
--_
.....
.... _-
_ .. _
----
--IN
TER
SEC
TIO
N
------------------
INTE
RVA
L NU
MBE
R :
2 3
INTV
L LE
NG
TH(S
EC):
9 3
39
INTV
L LE
NGTH
(%
) :
11
4 47
PIN
SE
TTIN
GS
(%)
: 10
0/0
11
15
PHA
SE
STA
RT
(NO
.):
2
INTE
RVA
L TY
PE
V
Y
V
LIN
KS
MOV
ING
103
101
104
102
103
-104
OFF
SET
0 SE
C.
O !
k o.
THIS
IS
TH
E M
ASTE
R CO
NTR
OLL
ER.
++
+
193
++
+
WAR
NING
+
4 5
6 7
8
3 2
19
3 2
4 3
24
4 3
62
66
69
93
97
3
Y
R
V
Y
R
105
106
+
THE
OFF
SET
FALL
S W
ITH
IN
1%
OF
AN
INTE
RVA
L CH
ANGE
PO
INT
AT
THE
STA
RT
OF
INTE
RVA
L N
O.1
.
CYCL
E:
PA
GE
E
-IS
80
SECO
ND
S,
60
STEP
S PA
GE
5
PA
GE
E
-16
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-2:
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
(C
onti
nued
) U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
US
30:
N.
BA
ILEY
RD
TO
S
. BA
ILEY
RD
PM
O
PTIM
IZE
......
......
......
......
......
......
......
IN
TER
SEC
TIO
N
2 -_
.....
.... _ .
.. _
----
----
-
INTE
RVA
L NU
MBE
R :
2 3
4 5
6 7
8
INTV
L LE
NG
TH(S
EC):
9 3
35
3 2
23
3 2
INTV
L LE
NGTH
(%
) :
11
4 42
4
3 29
4
3
PIN
SE
TTIN
GS
(%):
1
00
10
11
15
57
61
64
93
97
PHA
SE
STA
RT
(NO
.):
2 3
INTE
RVA
L TY
PE
V
Y
V
Y
R
V
Y
R
LIN
KS
MOV
ING
201
201
203
202
-202
20
4 20
5
OFF
SET
0 SE
C.
O 9
< o.
++
+
193
++
+
WAR
NING
+
+
TH
E O
FFSE
T FA
LLS
WIT
HIN
1%
OF
AN
IN
TERV
AL
CHAN
GE
POIN
T AT
TH
E ST
ART
OF
IN
TERV
AL
NO
.1.
CYCL
E:
80
SECO
ND
S,
60
STEP
S PA
GE
6
TH
OR
ND
AL
E T
RA
IN S
TA
TIO
N T
RA
FF
IC S
TU
DY
Tab
le E
-2:
PM
TR
AF
FIC
SIG
NA
L C
OO
RD
INA
TIO
N R
UN
U
S 30
(L
INC
OL
N H
IGH
WA
Y)
AT
NO
RT
H A
ND
SO
UT
H B
AIL
EY
RO
AD
S
LIN
E N
O.
29
)
US
30;
N.
BAIL
EY
RD
TO
S.
BAIL
EY
RD
PM
OPT
IMIZ
E
CARD
TY
PE
90
PROG
RAM
NO
TE
o o
o o
o EN
D OF
JO
B!
CYCL
E:
80
SE
CON
DS,
TERM
INA
TIO
N
CARD
o o
o o
o o
o
PA
GE
E
-17
60
ST
EPS
PAGE
7
o o
o
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE F-l
APPENDIXF
TRAFFIC VOLUMES AND LEVEL OF SERVICE (LOS) SUMMARY SHEETS
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE F-3
Table F-l: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD
AM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES
1993 1993 LANE GROUP EXISTING NO BUILD BUILD
EASTBOUND LEFT 143 167 168 THROUGH 377 460 461
WESTBOUND THROUGH 313 419 423 RIGHT 54 58 58
SOUTHBOUND LEFT 71 76 76 RIGHT 127 199 206
PM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES
1993 1993 LANE GROUP EXISTING NO BUILD BUILD
EASTBOUND LEFT 225 287 306 THROUGH 516 669 677
WESTBOUND THROUGH 554 674 675 RIGHT 159 171 171
SOUTHBOUND LEFT 142 153 153 RIGHT 270 300 303
PAGE F-4 THORNDALE TRAIN STATION TRAFFIC STUDY
Table F-2: US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD
AM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES
1993 1993 LANE GROUP EXISTING NO BUILD BUILD
EASTBOUND THROUGH 427 494 494 RIGHT 48 55 63
WESTBOUND LEFT 58 189 200 THROUGH 362 407 407
NORTHBOUND LEFT 39 49 50 RIGHT 84 123 125
PM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES
.. 1993 1993
LANE GROUP EXISTING NO BUILD BUILD
EASTBOUND THROUGH 629 734 734 RIGHT 54 68 71
WESTBOUND LEFT 156 196 200 THROUGH 654 763 763
NORTHBOUND LEFT 33 46 67 RIGHT 116 226 253
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE F-5
Table F-3: souro BAILEY ROAD/HAZELWOOD AVENUE
AM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES
1993 1993 LANE GROUP EXISTING NO BUILD BUILD*
EASTBOUND LEFT 71 79 111 RIGHT 4 2 13
NORTHBOUND LEFT 9 14 93 THROUGH 45 37 37
SOUTHBOUND THROUGH 50 6 6 RIGHT 60 206 443
PM PEAK HOUR EXISTING AND FUTURE TRAFFIC VOLUMES
1993 1993 LANE GROUP EXISTING NO BUILD BUILD *
EASTBOUND LEFT 103 145 375 RIGHT 9 9 84
NORTHBOUND LEFT 12 14 23 THROUGH 58 54 54
SOUTHBOUND THROUGH 72 74 74 RIGHT 129 134 166
* BASED ON THE TRANSIT PEAK HOUR
PAGE F-6 THORNDALE TRAIN STATION TRAFFIC STUDY
Table F-4: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD
AM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE
1993 1993 BUILD
LANE GROUP EXISTING BUILD WI lMPTS
EASTBOUND LEFT A A A THROUGH A A A
WESTBOUND THROUGH A A B RIGHT A A A
SOUTHBOUND LEFT C C C RIGHT C C C
INTERSECTION B B B
PM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE
1993 1993 BUILD
LANE GROUP EXISTING BUILD WI lMPTS
EASTBOUND LEFT A A B THROUGH A A A
WESTBOUND THROUGH B B B RIGHT B B B
SOUTHBOUND LEFT C C C RIGHT C C C
INTERSECTION B B B
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE F-7
Table F-5: US 30 (LINCOLN HIGHWAy)/SOUTH BAILEY ROAD
LANE GROUP
EASTBOUND THROUGH RIGHT
WESTBOUND LEFT THROUGH
NORTHBOUND
INTERSECTION
LANE GROUP
EASTBOUND THROUGH RIGHT
WESTBOUND LEFT THROUGH
NORTHBOUND
INTERSECTION
AM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE
EXISTING
A
C
1993 BUILD
A
E
1993 BUILD
WI IMPTS
A A
A A
C
A
PM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE
EXISTING
A
E
1993 BUILD
B
F
1993 BUILD
WI IMPTS
C B
B B
C
B
NOTE: 1993 IMPROVEMENTS CALL FOR SIGNALIZATION OF THE US 30/S0UTH BAILEY ROAD INTERSECTION. THEREFORE, LEVEL OF SERVICE IS NOT COMPARABLE BETWEEN EXISTING AND FUTURE CONDITIONS BECAUSE THE HIGHWAY CAPACITY METHODOLOGY FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS IS DIFFERENT.
PAGE F-8 THORNDALE TRAIN STATION TRAFFIC STUDY
Table F-6: SOUTH BAILEY ROAD/HAZELWOOD A VENUE
LANE GROUP
EASTBOUND
NORTHBOUND LEFT
LANE GROUP
EASTBOUND
NORTHBOUND LEFT
AM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE
EXISTING
A
A
1993 BUILD *
A
A
1993 BUILD
WI IMPTS*
A
A
PM PEAK HOUR EXISTING AND FUTURE LEVELS OF SERVICE
EXISTING
A
A
1993 BUILD *
c
A
1993 BUILD
WI IMPTS*
c
A
* BASED ON THE TRANSIT PEAK HOUR
THORNDALE TRAIN STATION TRAFFIC STUDY
APPENDIX G
LEVEL OF SERVICE (LOS) CALCULATION WORKSHEETS
PAGE G-l
THORNDALE TRAIN STATION TRAFFIC STUDY
US 30 (LINCOLN HIGHW A Y)/N BAILEY ROAD
INCLUDES:
EXISTING CONDITIONS 1993 WITH TRAIN, NO IMPROVEMENTS 1993 WITH TRAIN, WITH IMPROVEMENTS
PAGE G-3
THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-l: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
PAGE G-5
INTERSECTION: US 30 (LINCOLN HIGHWAy)/NORTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: EXISTING CONDITIONS
No. Lanes Volumes Lane width RTOR Vols
Northbound L T R
Phase combination 1 NB Left
Thru Right Peds
SB Left * Thru Right * Peds
EB Right WB Right Green 13A Yellow/A-R 5 Lost Time 1.5 CYcle Length: 80 secs
2
Southbound L T R
Eastbound L T R
1 71
11.0
Signal 3
111 127 143 377
12.0 12.0 12.0 '0
Operations 4 I
I IEB Left I Thru I I Right I I Peds I IWB Left I Thru I I Right I
Peds NB Right SB Right Green Yellow/A-R
5
* *
6A 3
Lost Time 0.0 Phase combinatlon order: #1 #5
o
6
* *
* *
Westbound L T R
1 1 313 54
12.0 12.0 o
7 8
48A 5
1.5 #6
-----------------------------------------------------------------------Intersection Performance Summary
Lane Group: Adj Sat vjc g/c Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
SB L 1454 300 0.26 0.21 20.4 C 19.2 C R 1499 309 0.46 0.21 18.6 C
EB L 1684 189 0.00 0.78 0.0 A 1.3 A T 1773 1374 0.30 0.77 1.7 A
WB T 1755 1130 0.31 0.64 4.1 A 4.0 A R 1492 960 0.06 0.64 3.4 A
Intersection Delay = 5.5 (sec/veh) Intersection LOS = B
PAGE G-6 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-2: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWA y)/NORTH BAILEY ROAD TIME: PM PEAK HOUR COMMENT: EXISTING CONDITIONS
No. Lanes Volumes Lane Width RTOR Vols
Northbound L T R
Phase combination 1 NB Left
Thru Right Peds
SB Left Thru Right Peds
EB Right
*
*
2
Southbound L T R
Eastbound L T R
1 142
11.0
1 270
12.0 o
1 1 225 516
12.0 12.0
Signal operations 3 4 I
IEB I
Left Thru
~ Right Peds
WB Left Thru Right Peds
NB Right SB Right
5
* *
Green 9A IYellow/A-R 3
WB Right Green Yellow/A-R Lost Time
17A 5
1.5 CYcle Length: 80 secs
I Lost Time 0.0 Phase combination order: #1 #5
Intersection Performance Summary Lane Group: Adj Sat vic g/c
Westbound L T R
o
6
* *
* *
41A 5
1.5 #6
1 554
12.0
7
1 159
12.0 o
8
Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
SB L 1477 378 0.38 0.26 19.0 C 20.2 C R 1522 390 0.71 0.26 20.8 C
EB L 1684 253 0.00 0.72 0.0 A 2.0 A T 1773 1285 0.41 0.73 2.9 A
WB T 1782 991 0.57 0.56 8.0 B 7.5 B R 1515 843 0.19 0.56 5.7 B
Intersection Delay = 8.1 (sec/veh) Intersection LOS = B
THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-3: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
PAGE G-7
INTERSECTION: US 30 (LINCOLN HIGHWA y)/NORTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS
Northbound I Southbound Eastbound Westbound I L T R I L T R L T R L T R I
---- ---- ----1----No. Lanes I 1 1 1 1 1 1 I Volumes I 76 206 168 461 423 58 I Lane Width 111.0 12.0 12.0 12.0 12.0 12.0 RTOR Vols I 0 0 0 I
Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 I NB Left IEB Left * *
Thru I Thru * * I Right I Right I Peds I Peds I
SB Left * IWB Left Thru Thru * Right * Right * Peds Peds
EB Right NB Right WB Right SB Right Green 13A Green 6A 48A Yellow/A-R 5 Yellow/A-R 3 5 Lost Time 1.5 Lost Time 0.0 1.5 Cycle Length: 80 secs Phase combinatlon order: #1 #5 #6 -----------------------------------------------------------------------
Intersection Performance Summary Lane Group: Adj Sat vic glc Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
SB L 1454 300 0.28 0.21 20.5 C 23.4 C R 1499 309 0.74 0.21 24.5 C
EB L 1684 189. 0.00 0.78 0.0 A 1.4 A T 1773 1374 0.37 0.77 1.9 A
WB T 1755 1130 0.42 0.64 4.6 A 4.5 A R 1492 960 0.07 0.64 3.4 A
Intersection Delay = 6.9 (sec/veh) Intersection LOS = B
PAGE G-8 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-4: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWAy)/NORTH BAILEY ROAD TIME: PM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS
No. Lanes Volumes Lane Width RTOR Vols
Northbound L T R
Phase combination 1 NB Left
Thru Right Peds
SB Left * Thru Right * Peds
EB Right WB Right Green 17A Yellow/A-R 5 Lost Time 1.5 Cycle Length: 80 secs
2
Southbound L T R
Eastbound L T R
1 153
11.0
1 303
12.0 o
1 1 306 677
12.0 12.0 \
Signal operations 3 4 I 5 I
IEB Left * I Thru * Right Peds
WB Left Thru Right Peds
NB Right SB Right Green 9A Yellow/A-R 3 Lost Time 0.0
Phase combinatlon order: #1 #5
o
6
* *
* *
Westbound L T R
1 675
12.0
7
1 171
12.0 o
8
41A 5
1.5 #6
-----------------------------------------------------------------------Intersection Performance Summary
Lane Group: Adj Sat vic g/c Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
SB L 1477 378 0.41 0.26 19.2 C 22.5 C R 1522 390 0.79 0.26 24.1 C
EB L 1684 253 0.44 0.72 4.2 A 3.7 A T 1773 1285 0.54 0.73 3.5 A
WB T 1782 991 0.70 0.56 9.6 B 8.8 B R 1515 843 0.21 0.56 5.8 B
Intersection Delay = 9.4 (sec/veh) Intersection LOS = B
THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-5: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS
PAGE G-9
I Northbound Southbound Eastbound Westbound I I L T R L T R L T R L T R I 1 ____ ---- ----I
No. Lanes I 1 1 1 1 1 1 I Volumes I 76 206 168 461 423 58 I Lane Width I 11.0 12.0 12.0 12.0 12.0 12.0 I RTOR Vols I 0 0 0 I
Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 I NB Left IEB
I Left * * Thru I Thru *. * I Right I Right I Peds I Peds I
SB Left * IWB Left Thru I Thru * I Right * I Right * I Peds I Peds I
EB Right INB Right WB Right ISB Right Green 15A I Green 7A 45A Yellow/A-R 5 IYellow/A-R 3 5 Lost Time 1.5 I Lost Time 0.0 1.5 CYcle Length: 80 secs Phase combination order: #1 #5 #6 -----------------------------------------------------------------------
Intersection Performance Summary Lane Group: Adj Sat vic g/c Approach: Mvrnts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
SB L 1454 336 0.25 0.23 19.2 C 20.3 C R 1499 347 0.66 0.23 20.7 C
EB L 1684 210 0.00 0.75 0.0 A 1.7 A T 1773 1330 0.39 0.75 2.4 A
WB T 1755 1064 0.44 0.61 5.6 B 5.5 B R 1492 905 0.07 0.61 4.2 A
Intersection Delay = 6.8 (sec/veh) Intersection LOS = B
PAGE G-lO THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-6: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWAY)/NORTH BAILEY ROAD TIME: PM PEAK HOUR COM.M:ENT: 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS
Northbound L T R
Southbound L T R
Eastbound L T R
Westbound L T R
No. Lanes Volumes Lane Width RTOR Vols
Phase combination 1 NB Left
Thru Right Peds
SB Left * Thru Right * Peds
EB Right WB Right Green 19A YellowjA-R 5 Lost Time 1.5 CYcle Length: 80 secs
2
1 153
11.0
1 303
12.0 o
1 1 306 677
12.0 12.0
Signal Operations 3 4 I 5 I
IEB Left * I Thru * I I Right I I Peds I IWB Left
Thru Right Peds
NB Right SB Right Green 9A YellowjA-R 3 Lost Time 0.0
Phase combinatlon order: #1 #5
o
6
* *
* *
39A 5
1.5 #6
1 675
12.0
7
1 171
12.0 o
8
-----------------------------------------------------------------------Intersection Performance Summary
Lane Group: Adj Sat vjc gjc Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
SB L 1477 415 0.38 0.28 17.8 C 19.4 C R 1522 428 0.72 0.28 20.2 C
EB L 1684 253 0.56 0.70 6.6 B 4.9 A T 1773 1241 0.56 0.70 4.2 A
WB T 1782 947 0.73 0.53 10.9 B 10.0 B R 1515 805 0.22 0.53 6.4 B
Intersection Delay = 9.7 (secjveh) Intersection LOS = B
THORNDALE TRAIN STATION TRAFFIC STUDY
US 30 (LINCOLN lllGHWAY)/S BAILEY ROAD
INCLUDES:
EXISTING CONDmONS 1993 WITH TRAIN, NO Th1PROVEMENTS 1993 WITH TRAIN, WITH Th1PROVEMENTS
PAGE G-ll
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE G-13
Table G-7: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWAY)/SOUTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: EXISTING CONDITIONS
CAPACITY AND LEVEL-OF-SERVICE
POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v (pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS P M SH R SH
------- -------- --------- ------------ ------------ ---
MINOR STREET
NB LEFT 40 232 222 > 222 > 182 > D > 390 > 265 >C
RIGHT 85 600 600 > 600 > 515 > A
MAJOR STREET
WE LEFT 60 794 794 794 734 A
PAGE G-14 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-8: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHW A Y)/SOUTH BAILEY ROAD TIl\fE: PM PEAK HOUR COM.MENT: EXISTING CONDITIONS
CAPACITY AND LEVEL-OF-SERVICE
POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v (pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS P M SH R SH
------- -------- --------- ------------ ------------ ---MINOR STREET
NB LEFT 33 91 75 > 75 > 41 > E > 215 > 64 >E
RIGHT 117 462 462 > 462 > 345 > B
MAJOR STREET
WB LEFT 157 631 631 631 474 A
THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-9: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
PAGE G-15
INTERSECTION: US 30 (LINCOLN HIGHWA Y)/SOUTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS
CAPACITY AND LEVEL-OF-SERVICE
MOVEMENT
MINOR STREET
NB LEFT
RIGHT
MAJOR STREET
WE LEFT
FLOWRATE v (pcph)
51
127
206
POTEN"TIAL CAPACITY c (pcph)
P
152
548
724
ACI'UAL MOVEMENT CAPACITY c (pcph)
M
119
548
724
SHARED CAPACITY
c (pcph) SH
> 119 > > 270 > > 548 >
724
RESERVE CAPACITY
c = c - v R SH
LOS
68 > E 92 >E
421 > A
518 A
PAGE G-16 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-10: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWAy)/SOUTH BAILEY ROAD TIME: PM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS
CAPACITY AND LEVEL-OF-SERVICE
POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v(pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS P M SH R SH
------- -------- --------- ------------ ------------ ---
MINOR STREET
NB LEFT 68 72 51 > 51 > -17 > F > 163 > -160 >F
RIGHT 256 395 395 > 395 > 139 > D
MAJOR STREET
WE LEFT 201 548 548 548 347 B
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE G-I7
Table G-U: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
INTERSECTION: US 30 (LINCOLN HIGHWA Y)/SOUTH BAILEY ROAD TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS
I Northbound Southbound Eastbound Westbound I I L T R L T R L T R L T R I 1---- ---- ---- ---- ---- ----
No. Lanes I > < 1 1 1 1 I Volumes I 50 125 494 63 200 407 I Lane Width I 13.0 13.0 12.5 10.5 12.5 I RTOR Vols I 0 0 0 I
Signal Operations Phase combination 1 2 3 4 I 5 6 7 8 I NB Left * IEB Left
Thru I Thru * I Right * I Right * I Peds I Peds I
SB Left IWB Left * * Thni Thru * * Right Right Peds Peds
EB Right NB Right WB Right SB Right Green 17A Green 7A 43A Yellow/A-R 5 Yellow/A-R 3 5 Lost Time 1.5 Lost Time 0.0 1.5 cycle Length: 80 secs Phase combinatlon order: #1 #5 #6 -----------------------------------------------------------------------
Intersection Performance Sunnnary Lane Group: Adj Sat vic g/c Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
NB LR 1283 329 0.57 0.26 18.2 C 18.2 C EB T 1808 1051 0.50 0.58 4.9 A 4.7 A
R 1514 880 0.08 0.58 3.5 A WB L 1584 198 0.00 0.71 0.0 A 1.3 A
T 1781 1291 0.34 0.73 1.9 A Intersection Delay = 4.9 (sec/veh) Intersection LOS = A
PAGE G-18 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-12: LEVEL OF SERVICE (LOS) ANALYSIS SIGNALIZED INTERSECTIONS
INTERSECTION: TlJ\!IE: COMMENT:
US 30 (LINCOLN HIGHW AY)/SOUTH BAILEY ROAD PM PEAK HOUR 1993 WITH TRAIN, WITH SIGNAL IMPROVEMENTS
Northbound L T R
Southbound L T R
Eastbound L T R
Westbound L T R
---- ---- ---- ---- ---- ---- ----
No. Lanes > < 1 1 1 1 Volumes 67 253 734 71 200 763 Lane Width 13 .0 13 .0 12.5 10.5 12.5 RTOR Vols 0 0 0
Signal Operations Phase combination 1 2 3 4 5 6 7 8 NB Left * EB Left
Thru Thru * Right * Right * Peds Peds
SB Left WE Left * * Thru Thru * * Right Right Peds Peds
EB Right NB Right WE Right SB Right Green 23A Green 9A 35A YellowjA-R 5 YellowjA-R 3 5 Lost Time 1.5 Lost Time 0.0 1.5 Cycle Length: 80 secs Phase combinatlon order: #1 #5 #6 -----------------------------------------------------------------------
Intersection Performance Summary Lane Group: Adj Sat vjc gjc Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS ----- ------- ----- ----- ----- -----
NB LR 1282 425 0.79 0.33 21.5 C 21.5 C EB T 1835 883 0.88 0.48 16.5 C 15.5 C
R 1537 740 0.10 0.48 5.3 B WE L 1616 242 0.50 0.63 7.4 B 5.9 B
T 1818 1182 0.68 0.65 5.5 B Intersection Delay = 12.0 (secjveh) Intersection LOS = B
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE G-19
SOUTH BAILEY ROADIHAZELWOOD AVENUE
INCLUDES:
EXISTING CONDmONS -1993 WITH TRAIN, NO IMPROVEMENTS
THORNDALE TRAIN STATION TRAFFIC STUDY PAGE G-21
Table G-13: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD AVENUE TIME: AM PEAK HOUR COMMENT: EXISTING CONDITIONS
CAPACITY AND LEVEL-OF-SERVICE
MOVEMENT
MINOR STREET
EB LEFT
RIGHT
MAJOR STREET
NB LEFT
FLOWRATE v (pcph)
73
4
9
POTENTIAL CAPACITY c (pcph)
P
786
996
999
ACTUAL MOVEMENT CAPACITY c (pcph)
M
782
996
999
>
SHARED CAPACITY
c (pcph) SH
782 >
RESERVE CAPACITY
c = c - v R SH
LOS
709 > A > 791 > 714 >A > 996 > 992 > A
999 990 A
PAGE G-22 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-14: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD AVENUE TIME: PM PEAK HOUR COMMENT: EXISTING CONDITIONS
CAPACITY AND LEVEL-OF-SERVICE
MOVEMENT
MINOR STREET
EB LEFT
RIGHT
MAJOR STREET
NB LEFT
FLOWRATE v (pcph)
104
9
12
POTENTIAL CAPACITY c (pcph)
P
714
957
984
ACTUAL MOVEMENT CAPACITY c (pcph)
M
709
957
984
>
SHARED CAPACITY
c (pcph) SH
709 >
RESERVE CAPACITY
c = c - v R SH
LOS
605 > A > 724 > 611 >A > 957 > 948 > A
984 972 A
THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-15: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD A VENUE TIME: AM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS
CAPACITY AND LEVEL-OF-SERVICE
POTEN- ACWAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v (pcph) c (pcph) c (pcph) c (pcph) c = c - v P M SH R SH
------- -------- --------- ------------ ------------
MINOR STREET
PAGE G-23
LOS
---
EB LEFT 114 592 545 > 545 > 464 > A
RIGHT 13 863 863
MAJOR STREET
NB LEFT 93 755 755
> 550 >
> 467 863 >
755
>A 860 > A
662 A
PAGE G-24 THORNDALE TRAIN STATION TRAFFIC STUDY
Table G-16: LEVEL OF SERVICE (LOS) ANALYSIS UNSIGNALIZED INTERSECTIONS
INTERSECTION: SOUTH BAILEY ROAD/HAZELWOOD AVENUE TIME: PM PEAK HOUR COMMENT: 1993 WITH TRAIN, NO IMPROVEMENTS
CAPACITY AND LEVEL-OF-SERVICE
POTEN- ACWAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY
MOVEMENT v (pcph) c (pcph) c (pcph) c (pcph) c = c - v LOS P M SH R SH
------- -------- --------- ------------ ------------ ---
MINOR STREET
EB LEFT 379 712 706 > 706 > 327 > B > 741 > 278 >C
RIGHT 85 952 952 > 952 > 867 > A
MAJOR STREET
NB LEFT 23 977 977 977 963 A