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t+ I.,. TABLES EXISTING PLUS PROJECT CONDITIONS INTERSECTION LEVELS OF SERVICE ' j Sunday Peak AM Peak Hour I PM Peak Hour Hour Control Averag I Average I Average Intersection Type a Delav LOS Delay LOS Delay LOS Middle Road/Lammers Road Stop-Sign 1.9 A 1.4 A I 1.6 A Middle Road/Naglee Road Stop-Sign 1.7 A 1.2 A 2.6 A Naglee Road/Grant Line Road Signal 11.3 B 7.5 B 8.9 B Lammers Rd./Grant Line Road Stop-Sign 0.2 B 0.3 B 0.5 A Middle Rd./Project Driveway 1 Stop-Sign - - - - 3.5 C Middle Rd.fProject Driveway 2 Stop-Sign - - - - 3.6 C Note: The delays indicated are average intersection delays (in sec/veh)for both signalized and unsignali=ed intersections. The LOS indicated are worst-care LOS by movement for uruigmlized intersections and r. average LOS for all movements for signalized intersections. Table 5 indicates the average overall intersection delay expressed in seconds per vehicle. Level of Service values for tmsignalized intersections indicate the worst-case LOS by movement. All intersection turning movement volumes and Level of Service worksheets are contained in Appendix A. For the driveway intersections, the peak levels of traffic impact are anticipated on Sundays between 9:00 A.M. and 1:00 P.M. when the project's trip generation is expected to be at a maximum. The driveway intersection analysis assumes a 75% parking occupancy rate during the project's peak hour of trip generation. Based upon a 300 vehicle maximum parking capacity for the project sire, a trip generation rate of 225 trip ends into the project and 225 trip ends out of the project have been applied for the above driveway intersection analysis. Although this rate is higher than the recommended ITE _ trip generation rate, it was applied in this analysis to model worst-case impacts at the driveway intersections. Furthermore, assuming that most of the project generated Sunday peak trips would occur within a 15-minute period during the peak hour, a peak hour factor (PHF) of 0.25 was used for project trips in the above analysis. As evident from Table 5, all existing study intersections and project driveway intersections (that will be constructed with the development of the project), are expected to operate at or above the County's LOS threshold of "C", with the development of the project. Due to low levels of existing traffic on Middle Road and other study area roadways, the 15-minute peak period of Sunday trips into and out of the project is not expected to cause unacceptable levels of traffic impacts at the driveway intersections or existing roadways. Based upon a queuing analysis .. (presented in the appendix) a worst-case maximum queue of 1 vehicle (queue length of 20 feet) is expected for the northbound left-tum at the western driveway approach and at the eastern driveway approach. A worst-case maximum queue of I vehicle (queue length of 20 feet) is expected for the northbound right-tum at the western driveway approach and at the eastern driveway approach. The recommended driveway throat-depth of 50 feet is expected to provide sufficient capacity to accommodate the driveway queues under existing plus project conditions. The mitigation measures recommended under existing and existing plus project conditions are summarized in a later section. rnmry Baptist Church Project Page 13 Traffic Study