HomeMy WebLinkAboutRoundabout at CR 48 & Rt 25TRAFFIC STUDY
OF A ROUNDABOUT AT
MIDDLE ROAD (C.R. 48) AND
MAIN STREET
(N.Y.S. ROUTE 25)
SOUTHOLD, NEW YORK
Prepared for:
SIDNEY B. BOWNE & SON
Prepared by:
DUNN ENGINEERING ASSOCIATES
SEPTEMBER 2000
INTRODUCTION ................................................ 1
BACKGROUND ON THE C.R. 48 ROADWAY IMPROVEMENT
PROJECT ....................................................... 3
EXISTING CONDITIONS ......................................... 7
Roadway/Intersection Descriptions ............................. 8
Traffic Control ............................................. 9
Traffic Volumes ............................................ 9
Accident Analyses .......................................... 10
FUTURE CONDITIONS: ROUNDABOUT ........................... 12
Roundabout Guidelines ...................................... 13
Preliminary Roundabout Design .............................. 14
SIDRA Roundabout Capacity Analyses ......................... 21
Comparison of Roundabout Operation to Traffic Signal Operation .... 24
Geometric Design .......................................... 26
CONCLUSIONS ................................................. 29
APPENDIX ..................................................... 31
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INTRODUCTION
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INTRODUCTION
As part of the roadway improvement project for Middle Road (C. R. 48) from Horton Lane to Main Street
(N.Y.S. Route 25), it was required that the use of a roundabout at C.R. 48 and N.Y.S. Route 25 be
examined. Two roundabout designs were requested~ne for traffic volumes based on a 1% growth factor
and another for traffic volumes based on a 2.5% growth factor. Traffic volumes at the 1% growth factor
reflect conditions if a building moratorium is imposed and strictly enforced in the Town of Southold;
traffic volumes at the 2.5% growth factor reflect conditions at a growth rate more typical for the Town
of Southold.
Geometric designs were developed for roundabouts at both 1% and 2.5% growth factors. These designs
were based on New York State Department of Transportation 0X!YSDOT) and Federal Highway
Administration (FHWA) design guidelines. To ensure that these designs provided sufficient capacity for
the projected number of vehicles on the roadways, SIDRA roundabout capacity analyses were performed.
The results of these and other analyses and an indication of the process by which the roundabouts at
C.R. 48 and N.Y.S. Route 25 were designed are provided in the following sections.
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BACKGROUND ON THE
C.R. 48 ROADWAY
IMPROVEMENT PROJECT
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BACKGROUND ON THE C.R. 48 ROADWAY IMPROVEMENT PROJECT
The roadway improvements that are being made along C.R. 48 from Horton Lane to N.Y.S. Route 25 in
the Town of Southold include drainage improvements, the insertion of two-way left-turn lanes or raised
medians along C.R. 48, the addition of right-tum lanes as necessary along C.R. 48, and the establishment
of at least a five-foot wide shoulders along C.R. 48. The shoulders along C.R. 48 are expected to serve
as bicycle lanes. Signs will be installed which designate the roadway as a bicycle route.
According to the NYSDOT Scoping Procedure Manual, the design life for a roadway improvement
project is ETC + 10 years. Since the estimated time of completion (ETC) for this project is 2003,
roadway and traffic signal improvements associated with this project should typically be designed for
2013 traffic volumes.
Figure 1 shows the location of the Town of Southold within Suffolk County. Figure 2 shows the area
of the roadway improvement project within the Town of Southold.
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Roc
WESTCHESTER
CONN.
LONG
ISLAND
SOUND
BRONX
QUEENS
NASSAU
SUFFOLK
KINGS
FIGURE I
RICHMOND
AREA MAP
DUNN ENGINEERING ASSOCIATES
CALE: DATE:
1'= 7.4mi SEPT. 2000 5
Cove
/
/
/
/
/
/
N.Y.S. ROUTE 25
FIGURE 2
LOCATION PLAN
I DUNN ENGINEERING ASSOCIATES
SEPTEMBER 2000 1"=1200' (~
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EXISTING
CONDITIONS
7
EXISTING CONDITIONS
Roadway/Intersection Descriptions
C.R. 48, for the length of this roadway improvement project, is a major east-west, undivided Suffolk
County roadway. It has one travel lane in each direction and separate turn lanes as necessary at major
intersections.
N.Y.S. Route 25, for the length of this roadway improvement project, is a major east-west, undivided
New York State roadway. It has one travel lane in each direction and separate turn lanes as necessary
at major intersections.
At the eastern end of the roadway improvement project, N.Y.S. Route 25 curves northward and forms
a T qntersect~on w~th C.R. 48. C.R. 48 terminates at this intersection, while N.Y.S. Route 25 curves
back eastward and continues to Orient Point.
The lane configurations at the intersection of C.R. 48 and N.Y.S. Route 25 are as follows:
Eastbound Approach on C.R. 48
Westbound Approach on N.Y.S. Route 25
Northbound Approach on N.Y.S. Route 25
One thru lane and one separate right-turn lane
One left-turn lane and one thru lane
One lefMum lane and one separate right-turn
lane.
Approximately 140 feet east of the intersection of C.R. 48 and N.Y.S. Route 25 is another
"T"-intersection, N.Y.S. Route 25 and Sound Road. Sound Road is a minor north-south Town of
Southold roadway. It has one travel lane in each direction and intersects N.Y.S. Route 25 from the north.
Sound Road provides access from N.Y.S. Route 25 to the residential area just north of C.R. 48/N.Y.S.
Route 25.
The lane configurations at the intersection of N.Y.S. Route 25 and Sound Road are as follows:
Eastbound Approach on N.Y.S. Route 25
Westbound Approach on N.Y.S. Route 25
Southbound Approach on Sound Road
One left-turn/thru lane
One thru/fight-turn lane
One left-turn/thru/right-turn lane.
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Due to the proximity of Sound Road to the intersection of C.R. 48 and N.Y.S. Route 25, it will be
necessary to incorporate Sound Road into any roundabout design.
Traffic Control
The intersection of C.R. 48 and N.Y.S. Route 25 currently functions as a stop-controlled intersection.
Yellow flashers operate in the eastbound and westbound directions, and a red flasher operates in the
northbound direction.
The intersection of N.Y.S. Route 25 and Sound Road is also stop-controlled. There is a STOP sign on
the northwest corner of the intersection for southbound traffic.
Traffic Volumes
Traffic counts were collected at C.R. 48 and N.Y.S. Route 25 in 1998. These counts are located in the
Traffic Counts section of the Appendix. Traffic counts were projected to the years 2000, 2013, and 2023.
These years are the existing year, the design year of any traffic signal installed for this project, and the
design year of any roundabout installed for this project. Counted and projected traffic volumes are
provided in the Projected Traffic Volumes section of the Appendix.
Traffic counts, projected to the year 2000 at both 1% or 2.5% growth, are already high enough at C.R. 48
and N.Y.S. Route 25 that the intersection meets the peak-hour volume requirements for the installation
of a traffic signal. By 2013 then, some alternative to stop-control at C.R. 48 and N.Y.S. Route 25 will
definitely be required.
The results of unsignalized Highway Capacity Software (HCS) analyses reinforce that an alternative to
stop-control is required at C.R. 48 and N.Y.S. Route 25. The existing stop-controlled intersection fails
during the P.M. and Saturday peak periods for year 2000 traffic volumes at both 1% or 2.5% growth.
Detailed results of existing unsignalized HCS analyses are provided in the Unsignalized HCS Analyses
section of the Appendix. A summary of these results at both 1% and 2.5% growth is provided in
Table 1.
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PP Dela ,~ I~
(~ec/veh~ (see/veh):
Eastbound/
A 8.2 A 8.2
A.M. Peak Westbound
Northbound C 20.7 C 21.7
Eastbound/
A 8.1 A 8.1
P.M. Peak Westbound
Northbound F 54.1 F 64.3
Eastbound/
A 9.9 A 10.0
Saturday Peak Westbound
Northbound F 376.6 F 455.8
Table 1
Unsignalized HCS Results
C.R. 48 and N.Y.S. Route 25
Existing Conditions
As indicated in Table 1, the eastbound and westbound traffic at C.R. 48 and N.Y.S. Route 25 moves well
during all peak periods. Northbound traffic, which must always yield to high volumes of eastbound and
westbound traffic, does not move well, however. During the Saturday peak period, the delay to
northbound traffic is 376.6 sec/veh (over 6 min/veh) at 1% growth and 455.8 sec/veh (over 7 min/veh)
at 2.5% growth. These delays are excessive and suggest that existing stop-control at the intersection does
not provide sufficient capacity for northbound vehicles.
Accident Analyses
Accident records for C.R. 48 and N.Y.S. Route 25 from 1996 to 1998 were obtained from the Southold
Town Police and the New York State Department of Transportation. These records indicate that, during
the entire three-year period, only four accidents occurred at the intersection of C.R. 48 and N.Y.S.
Route 25. These accidents are diagramed and summarized in Figure 3. As shown in Figure 3, all four
accidents at the intersection resulted in property damage only-no fatalities or even injuries. There is,
therefore, not an existing accident problem at C.R. 48 and N.Y.S. Route 25.
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C.R.48
ROUTE 25
LEGEND:
R~~OF MOVING VEHICLE V ',
~AKE
TURN
PEDESTRIAN PA'B-I------z
RXED OI~ECT , r'l
HE.,M~ON ' -
DEER -----,.B
~DESWIPE V ,
~iCYCLE "^
RIGHT TURN 'h
PARKED VEHICLE .-El
OTHER OTHER
ACCIDENT TYPE ~. ANGLE LEFT TURN REAR END OVERTAKE HEAD-ON OTHER TOTAL
FATAL 0 0 0 0 0 0 0
INJURY 0 0 O 0 0 0 0
Pi) ONLY 1 0
TOTAL 1 0 3 0 0 0
LEGEND:
(DATE) ~
(TIME) (I OR PD)
A PAVEMENT pAVEMENT D-DRY I-ICY W-WET
B WEATHER C=CLEAR F-FOG R-RNN
SL-SLEEI' S-SNOW
C lIGHT COND. Y~,DAY N-NIGHT
K-DUSK D=DAV/N
IiINJURY
pD=PROPt. KI'Y DAMAGE ONLY
U-UNKNOWN
F-FATAL
DUNN
ASSOCIATES, P.C.
~ ~. tl~
FIGURE 3
ACCIDE~ DIAG~
C.R.48 AT ~ATE RO~ 25
1996-1998
FUTURE CONDITIONS:
ROUNDABOUT
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12
FUTURE CONDITIONS: ROUNDABOUT
Roundabout Guidelines
Reasons for Use
A roundabout should be installed at an intersection primarily to improve the capacity or safety of the
intersection. In some cases, a roundabout may be installed for traffic calming or aesthetic purposes.
At C.R. 48 and N.Y.S. Route 25, it has already been demonstrated that safety is not a problem. However,
providing sufficient capacity for existing, and certainly for future traffic volumes, as a stop-controlled
intersection is a problem. The installation of a roundabout would increase intersection capacity.
There is also a desire to create a visually appealing gateway to Orient Point. A well-landscaped and well-
maintained roundabout at C.R. 48 and N.Y.S. Route 25 could serve as an attractive entrance to the
extreme North Fork
Site Conditions
A roundabout should only be installed at an intersection when site conditions are conducive to its
effective and safe operation. One site requirement for a roundabout is that it be located on fairy level
terrain. This allo~vs for proper drainage and sufficient sight distance. Another site requirement is that
traffic volumes be fairly balanced. This ensures that gaps in traffic are available and fairly evenly
distributed.
In the vicinity of C.R. 48 and N.Y.S. Route 25, the terrain is very flat. Drainage and sight distances
should not be problems.
The unbalanced distribution of traffic at C.R. 48 and N.Y.S. Route 25 may be a problem. As shown in
the Projected Traffic Volumes section of the Appendix, during any peak hour, approximately 75% of the
projected roundabout volume is concentrated on two approaches; fewer than 8% is located on the
southbound approach. Excessive delays may, therefore, be incurred on the third and southbound
roundabout approaches due to a lack of available gaps in traffic. Detailed roundabout analyses will have
to be conducted, however, to determine whether or not this is a significant problem.
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Capacity
A roundabout should be designed to provide adequate capacity for traffic volumes at ETC + 20 years.
A roundabout should also be demonstrated to reduce delay more than an alternative form of traffic
control.
Detailed roundabout analyses have been conducted at 2023 traffic volumes to determine whether or not
a roundabout at C.R. 48 and N.Y.S. Route 25 can provide sufficient capacity in the design year for the
roundabout.
Detailed roundabout analyses have also been conducted at 2013 traffic volumes so that a realistic
comparison can be made of C.R. 48 and N.Y.S. Route 25 as a roundabout and C.R. 48 and
N.Y.S. Route 25 with a traffic signal at the design year of the traffic signal.
Preliminary Roundabout Design
Traffic Volumes
The FHWA Roundabouts: Informational Guide states that, unlike traffic signals which are usually
designed based on peak hour volumes, roundabouts should be designed based on peak 15-minute
volumes. To determine the 2013 and 2023 traffic volumes for which roundabouts at C.R. 48 and
N.Y.S. Route 25 should provide sufficient capacity, it was, therefore, necessary to extract A.M., P.M.,
and Saturday peak 15-minute volumes at C.R. 48 and N.Y.S. Route 25 from 1998 traffic counts. These
peak 15-minute volumes were multiplied by four to provide 1998 hourly volumes based on peak 15-
minute volumes. The hourly volumes were then projected to the years 2000, 2013, and 2023.
Traffic volumes along Sound Road were estimated based on tax maps and the Institute of Transportation
Engineers (ITE) Trip Generation manual. It was estimated from the tax maps that approximately 70 lots
north of C.R. 48/N.Y.S. Route 25 would use Sound Road to access C.R. 48. The number of trips
expected to be generated along Sound Road were, therefore, calculated from ITE Trip Generation as the
number of trips generated by 70 single family detached homes. These traffic volumes were then
projected to the years 2000, 2013, and 2023.
Traffic volumes expected to be generated by proposed developments in the immediate vicinity of C.R. 48
and N.Y.S. Route 25 were also added to the roadways. The proposed developments included a 23-unit
low-density housing development just west of C.R. 48 and N.Y.S. Route 25 and an 8-room bed &
breakfast with a 100-seat restaurant on the northeast comer ofN.Y.S. Route 25 and Sound Road. The
traffic was distributed to C.R. 48, N.Y.S. Route 25, and Sound Road based on driveway configurations
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and existing directional distribution information available from 1998 traffic counts at C.R. 48 and N.Y.S.
Route 25 and the NYSDOT count program.
Once traffic volumes for the proposed developments were added to projected 2013 and 2023 traffic
volumes along C.R. 48, N.Y.S. Route 25, and Sound Road at their existing configurations, the volumes
were re-distributed as necessary to reflect changes which would result from incorporating the roadways
into a roundabout.
Counted and projected traffic volumes based on peak 15-minute volumes and existing roadway
configurations are provided for C.R. 48 and N.Y.S. Route 25 in the Projected Traffic Volumes section
of the Appendix. Roundabout volumes based on peak 15-minute volumes and the incorporation of Sound
Road are also provided in this section of the Appendix.
Number of Lanes
Planning Approach
To determine the expected number of lanes that roundabouts at C.R. 48 and N.Y.S. Route 25 will require
at 1% and 2.5% growth, information from the planning section of the FHWA roundabout guide was used.
For the planning approach, it was necessary to obtain average annual daily traffic (AADT) volumes for
C.R. 48 and N.Y.S. Route 25. Available AADT estimates were taken from the information in theAgency
Counts section of the Appendix and then projected to 2013 and 2023 at 1% and 2.5% growth. The
resulting AADT's for each approach of the existing intersection of C.R. 48 and N.Y.S. Route 25 are
shown in Table 2 below.
Eastbound C.R. 48 12,500 13,800 16,000 20,500
Westbound N.Y.S. Route 25 5,700 6,300 7,200 9,200
Northbound N.Y.S. Route 25 8,700 9,600 11,000 14,100
Table 2
Projected Average Annual Daily Traffic in 2013 and 2023
C.R. 48 and N.Y.S. Route 25
1% and 2.5% Growth Rates
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As shown in Figure 4, the number of lanes required for a roundabout may be estimated based on the
maximum AADT on any leg of the roundabout and on the percentage of left tums at the roundabout. The
percentage ofleft turns for a roundabout at C.R. 48 and N.Y.S. Route was calculated fi.om the roundabout
volumes in the Projected Traffic Volumes section of the Appendix as 25%. The percentage of traffic on
the minor approaches was calculated as approximately 33%. When the maximum AADT's in Table 2
are plotted with 25% left turns, it appears that a one-lane roundabout will provide sufficient capacity for
2013 and 2023 volumes at 1% growth and for 2013 volumes at 2.5% growth. A one-lane roundabout wilt
probably not, however, provide sufficient capacity for 2023 volumes at 2.5% growth especially
considering that roundabouts should be designed to operate at 85% capacity or less. At 1% growth then,
a one-lane roundabout is required. At 2.5% growth, a two-lane roundabout is required.
Operation Approach
The expected number of lanes that roundabouts at C.R. 48 and N.Y.S. Route 25 will require at 1% and
2.5% growth were also determined based on information fi.om the operation section of the FHWA
roundabout guide. For the operation approach, it was necessary to determine entry flows and circulating
flows for each approach of the roundabout.
HCS roundabout analyses were conducted to determine the entry and circulating 2023 volumes for
roundabouts at C.R. 48 and N.Y.S. Route 25 based on 1% and 2.5% growth rates. These analyses were
conducted both with all volumes included in the roundabout and without eastbound and northbound right-
mm volumes included in the roundabout. The latter analyses were made since eastbound and northbound
right-turn volumes are very high and since it was anticipated that separate right-turn lanes may be
necessary on these approaches. The results of 2023 HCS roundabout analyses at 1% and 2.5% growth
with and without ali right-turn volumes are provided in the HCS Roundabout Analyses section of the
Appendix. The maximum entry flows and corresponding circulatory flows for each scenario are provided
in Table 3.
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60,000
50,000
40,000
30,000
20,000
10,000
'
· 1 Lane(50% Minor)
O 2013 (1% Growth)
0% 10% 20% 30% 40%
Left Turn Percentage
· I Lane (33% blinor) ~' 2 Lanes (50% Minor) ~< 2 Lanes(33% Minor)
· 2023 (1% Growth) O 2013 (2.5% Growth) · 2023 (2.5% Growth)
Exhibit 3-1. Maximum daily
service volumes for a
four- leg roundabout.
Figure 4
Number of Lanes Required for 2013 and 2023 Roundabout Volumes - Planning Approach
C.R. 48, N.Y.S. Route 2S, and Sound Road
1% and 2.S% Growth Rates
CONCLUSIONS
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29
At C.R. 48 and N.Y.S. Route 25, roundabouts can be designed to provide sufficient capacity for 2023
traffic volumes at both l% and 2.5% growth rates. At 1% growth, a one-lane roundabout with separate
eastbound and northbound right-turn lanes is required. At 2.5% growth, a two-lane roundabout is
required. The installation of either roundabouts necessitates roadway re-alignments and the significant
taking of land.
Based on the comparison of roundabout operation to traffic signal operation at C.R. 48 and N.Y.S. Route
25, it appears that the installation of a roundabout does not provide any significant advantage over the
installation ora traffic signal. At 1% growth, C.R. 48 and N.Y.S. Route 25 operates better as a signalized
intersection than as a roundabout. At 2.5% growth during the A.M. and P.M. peak periods, C.R. 48 and
N.Y.S. Route 25 also operates better as a signalized intersection than as a roundabout. At 2.5% growth
during the Saturday peak period, C.R. 48 and N.Y.S. Route 25 operates slightly better as a roundabout
than as a signalized intersection. However, the signalized intersection still operates at level of service
C. This is a good level of service and no roadway realignments or land takings are required to achieve
this level of service. The installation of a roundabout would require both roadway re-alignment and
extensive property acquisition.
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APPENDIX
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APPENDIX
Traffic Counts
WIIB\C R. 48-9816800
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iJunn i=nglneerlng Associates
66 Main Street
Westhampton Beach, NY 11978
SHEET NO. OF:
CALCULATED BY DATE
CHECKED BY DATE
DUNN ENGINEERING ASSOCIATES
PAGE: 1
te Code : 94036
FILE: None
S street: MAIN ST/RT 25
W Street: RT 98
%Y OF WK : Th~IRSDAY Movements by: Primary DATE: 7/90/98 ~1
me From North From East From South From West Vehicle
~gin RT THRU LT RT THRU LT RT THRU LT RT THRU LT Total
........................................................... ~ ..............................................
:90 0 0 0 0 26 9 16 0 16 18 29 0 114
:45 0 0 0 0 21 7 18 0 15 15 37 0 113
~ TOT~.L 0 0 0 0 47 16 34 0 31 33 66 0 227
:00 AM 0 0 0 024 12 26 0 17 9 48 0 196
7:15 0 0 0 022 13 21 0 7 11 67 0 141
7:30 0 0 0 033 28 28 0 14 17 65 0 185
:45 0 0 o 038 22 19 0 12 16 58 0 165
~ TOTAL 0 0 0 0 117 75 94 0 50 53 238 0 627
:00 AM 0 0 :~ 044 24 29 0 15 20 60 0 188
:15 0 0 0 040 25 2B 0 11 18 52 0 174
8:30 0 0 0 031 20 22 0 14 17 49 0 153
":45 0 0 9 046 33 29 0 11 29 53 0 201
TOTAL 0 0 0 0 161 102 104 0 51 84 214 0 716
9:00 AM 0 0 0 0 42 34 33 0 25 26 76 0 236
:15 0 0 0 0 37 30 24 0 14 22 61 0 188
y TOTAL 0 0 0 0 404 257 289 0 171 218 655 0 1994
PEAK PERIOD ANALYSIS FOR THE PERIOD: 6:30 AM - 9:30 AM
DIRECTION SWART
FROM PEAK HOUR
North 12:00 AM
East 8:30 AM
South 8~15 AM
PEAK ~ ........ VOLLrMES ....... -.'' PERCENTS
FACTOR Right Thru Left Total R~ht Thru Left
900 0 0 0 0 0 0 0
0~86 0 156 117 273 0 57 43
0.75 112 0 61 173 65 0 35
0,82 94 239 0 393 28 72 0
Entire Intersection
North
East
South
West
8:30 AM
0.00 0 0 0 0 0 0 0
0.86 0 156 117 273 0 57 43
0.74 108 0 64 172 63 0 3?
0.82 94 239 0 333 28 72 0
DUNN ENGINEERING ASSOCIATES
PAGE: 1
;re Code : 94036
FILE: None
~ Street: MAIN ST/RT 25
rW Street: RT 28
=Y OF WK = THURSDAY Movements by: Primary DATE: 7/30/98
Total Turning Volumes for the Period: 8:30 AM - 9:30
RT
239
94
0 0
MAIN ST/RT 25
273
333
li~~ MAIN ST/RT 25
0 108
N
0
156
117
RT ~8
DUNN ENGINEERING ASSOCIATES
PAGE: 1
te Code : 94036 FILE: None
Street: MAIN ST/RT 25
Street: RT 48 DATE: 7/30/98
Movements by: Primary
OF WK : THURSDAY
me From North From East From South From West Vehicle
Total
RT THRU LT RT THRU LT RT THRU LT RT THRU LT
;:30 279
3:45 0 0 0 0 52 31 46 0 49 25 76 0
~ TOTAL 0 0 0 0 112 74 89 0 80 55 115 0 525
~:00 PM 0 0 0 061 40 50 043 26 58 0 278
4:15 0 0 0 059 43 42 050 21 49 0 264
~:30 0 0 0 049 32 39 048 25 57 0 250
!:45 0 0 0 0125 51 55 053 28 52 0 364
~ TOT~J~ 0 O 0 0 294 166 186 0 194 100 216 0 1156
~:00 PM 0 0 0 091 42 50 040 33 45 0 301
%:15 0 0 0 086 47 56 044 24 58 0 315
5:30 0 0 0 081 40 45 031 20 63 0 280
.:45 0 0 0 075 36 37 034 7 55 0 244
~T~ 0 0 0 0 333 165 188 0 149 84 221 0 1140
6:00 PM 0 0 0 0 71 29 40 0 24 24 50 0 238
5:15 0 0 0 0 73 34 33 0 20 25 57 0 242
~.y T(3T;%L 0 0 0 0 883 468 536 0 467 288 659 0 3301
PEAK PERIOD AN~kLYSIS FOR THE PERIOD: 3~30 PM - 6:30 PM
DIRECTION START PEAK HR ........ VOLUMES ........
FROM PEAK HOUR FACTOR Right Thru Left Total
.... PERCENTS ...
Right Thru Left
0 0 0
0 68 32
52 0 45
29 71 0
North 4:45 PM 0.00 0 0 0 0
EaSt 0.80 0 383 180 563
South 0.87 206 0 168 374
West 0.97 105 218 0 323
0 0 0
0 68 32
55 0 45
33 67 0
DUNN ENGINEERING ASSOCIATES
PAGE:
te code : S4036 FILE: None
Street: MAIN ST/RT 25
Street: RT 48 DATE: 7/30/98
Movements by: Primary
OF WK : THURSDAY
....................................... L .......................................................
Total Turning Volumes for the Period: 4:45 PM 5:45 PM
218
105
0 0
MAIN ST/RT 25 ~
563
323
t MAIN
ST/RT 25
374 --I
0 206
N
0
383
180
RT 48
DUNN ENGINEERING ASSOCIATES
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ire Code : 94036
FILE: None
S Street: MAIN ST/RT 25
[:00 AM 0 0 0 0 60 61 58 0 38 49 128 0 394
~:15 0 0 0 0 65 64 72 0 40' 55 130 0 426
~1:30 0 0 0 0 81 83 66 0 36 43 128 0 437
i;45 0 0 0 0 41 55 57 0 28 48 90 0 319
TOTAL 0 0 0 0 247 263 253 0 142 195 476 0 1576
~:00 PM 0 0 0 070 67 64 026 42 124 0 393
2:15 0 0 0 039 44 58 046 49 62 0 298
~2:30 0 0 0 045 54 50 012 32 78 0 271
%2:45 0 0 0 045 50 60 039 37 118 0 349
~ TOTAL 0 0 0 0 199 215 232 0 123 160 382 0 1311
1:00 PM 0 0 0 0 83 28 56 0 34 32 58 0 291
1:18 0 0 0 0 65 53 57 0 43 35 92 0 345
1:30 0 0 0 0 51 65 42 0 19 51 99 0 327
1:48 0 0 0 0 30 30 36 0 20 29 64 0 209
~ TOTAL 0 0 0 0 229 176 191 0 116 147 313 0 1172
-2:00 PM 0 0 0 087 56 30 046 33 53 0 305
2:15 0 0 0 058 62 56 040 34 75 0 325
2:30 0 0 0 049 45 61 045 38 65 0 303
2:45 0 0 0 0135 71 45 027 43 53 0 374
~R TOTAL 0 0 0 0 329 234 192 0 158 148 246 0 1307
,3:00 PM 0 0 0 0 96 65 61 0 52 37 73 0 384
3:15 0 0 0 0 52 50 53 0 43 39 71 0 308
3:30 0 0 0 0 86 73 56 0 38 20 41 0 314
3:45 0 0 0 0 68 50 50 0 41 22 43 0 274
~R TOTAL 0 0 0 0 302 238 220 0 174 118 228 0 1280
nAY TOTAL 0 0 0 0 1306 1126 1088 0 713 768 1645 0 6646
DUNN ENGINEERING ASSOCIATES
PAGE: 2
.e Code : 94036
Street: MAIN ST/RT 25 FILE: None
PEAK PERIOD ANALYSIS FOR THE PERIOD: 11:00 ~34 - 4:00 PM
DIRECTION START PEAK HR ........ VOLUMES ............ PERCENTS
FROM pEAK HOUR FACTOR Right Thru Left Total Right Thru Left
North 12:00 A~ 0.00 0 0 0 0 0 0 0
East 2:45 PM 0.76 0 369 259 628 0 59 41
South 11:00 ~ 0.88 253 0 140 395 64 0 36
West 11:00 ;~4 0.91 195 476 0 671 29 71 0
North 11:00 AM 0 00 0 0 0 0 0 0 0
East 0.78 0 247 263 510 0 48 52
South 0.88 253 0 142 395 64 0 36
West 0.91 195 476 0 671 29 71 0
DUNN ENGINEERING ASSOCIATES
;re Code : 94036 PAGE: 1
Street: MAIN ST/RT 25 FILE: None
Street: RT 48
OF WK ~ SAIT;RDAY Movements by: Primary DATE: 8/08/98
Total Turning Volumes for the Period: 11:00 AM - 12:00 PM
0
0
476
195
MAIN_ ST/RT 25 ~
510 247
N
671
395 --I
0 253
Projected Traffic Volumes
WHB\C R 48-98168 00
File: Dividers wp
1% Growth
WHBXC R 48-9816800
File: Dividers wp
2.5% Growth
WHB\C R 48-9816800
File: Dividers.wp
500 36~ 3321 725 473=
156 383 247 164~ 402~ 26a 242 ~84 37[ 310 747 48z
~IAi N/Al N/A N/A/ N/AI
2731 563i 5~u 287/ 5921 536 42o~ 853i 77. 538'i 1,0921 99;
641 168~ 142 67~ 177~ 14~ 94 2~8 21( 121 317~
~1: 172~ 374 395 181~ 393] 41. 2561 556/ 59; 3281 712~ 758
NIA' NJA N/A
N/A NrA N/A N/A N/A N/~ N~ N/~ N/A ~IA ~ N/A
~ N,~ N,;~ N/A N/A/ NIA N/A
Intersectio~ ~ ~ 1,65~ ~' 1,896 2,381
~470' 405 357 426 74~ 521 613 1.0¢~ N/A ~84N/At 1.381Nl.~
NIA NIA ~IA 68~ 8191 1,422
347 42~ *,'29 365 4451 766
N/Al N/Al N/A NIA N/A/ NIA N/Al N/A N/F* ~ N/AI
25~16i ~46T 32~. 494 18 ~ 2641 574[ 519 19 ~ 5~6-- 801 72( ~ 3: 469 1.025 -- 92~
257 578 512 --270 607 538 375~ 847 74( ~ 95~
18 11L 18 19[ 1,1,~t 1~ 43 35; 62 ~56[ N/A44 ~,~80
~/A N/A
22' ~ ~[ 23 1] ~ 52[ 55
~1i 223 21c~ 53~ 330 317J i 406! ~99
132 204i 332J 139 214 349 200[ 304 497 2561 3~ bJb
~ : i84! ~OOt 324 1931 5~ ~40 282~ 7~ 490 362~ 9~ 627
~' T;';( ~n 264 22[ 23i[ ~77 174~ _ 222 4211 51~
T~ O' 0 O 0 O/ ¢ ~ ~
~~ ~ 10 1( ~ 11' li ~ 23 ~ 30
~ '~h~i-- 20~~ ~8 49( ~1~l 20~ 52' ~19~ ~3~ 757 408 ~8~ 970
?nm i ..^' ~ i22~ ~i[ 18 72 165l 252 221 211! 323
RT 116 ~zi ,- -,
TOt61 328! 320 68~ 345 33[ 71 5031 482' 1,033 643/ 617 1
%~% 12~ 199' 323J 126 2091 339 182 297 484 234 380 6~'~
8 32 20 ~ 34~ 21 12, 46 29 15 59 37
;WB~.,~;TO~i 2961 719j 658 311 755i 691 453 1.079 989 580J 1,3811
LT 44 1321 1~4 46' 139 151 65[ 196 213 83' 250
~:~ 1~2i ~i~ 2~6 ~8 )22' 269 ~mi 3~7 2~5~ 404
LT 32 ~11 20 34~ ~2] 2~ 4~[ le; ~ 59[ 2¢
Unsignalized HCS Analyses
WIIB\C R 48-9816800
File l)i~idcrs xxp
1% Growth
WHB\C R 48-9816800
File l)i~idcrs ~p
HCS: Unsignalized Intersections Release 3.1c
TWO-WAY STOP CONTROL(TWSC) ANALYSIS_
nalyst: DEA/2MC
~tersectJon: CR48 @ SR 25
~,unt Date: 8/23/00
me Period: 2000 AP1 @ :[%
~tersection Orientation: East-West Major St.
~hicle Volume Data:
-~overnents: 2 3 4 5 7 9
olume: 244 96 :[~_9 :[59 65 :[:[0
IFR: 298 117 145 194 79 134
~,F: 0.82 0.82 0.82 0.82 0.82 0.82
~V: 0.00 0.00 0.00 0.00 0.00 0.00
:destrian Volume Data:
:ovements:
~ne width:
'alk speed:
Blockage:
JedJan Type: None
of vehicles: 0
Flared approach Movements:
of vehicles: NoKchbound 0
# of vehicles: Southbound 0
ane usage for movements :[,2&3 approach:
Lane ! Lane 2
L T R L T R L
N Y N N N N N
£hannelized: Y
;rade: 0.00
Lane 3
T
N
R
N
-~ne usage for movements 4,5&6 approach:
Lane i Lane 2
L T R L T R L
y N N N Y N N
Channelized: N
~rade: 0.00
Lane 3
T
R
N
Lane usage for movements 7,8&9 approach:
Lane 1 Lane 2
L T R L T R L
Y N N N N N N
Lane 3
T
:hannelized: Y
lade: 0.00
Iane usage for movements 10,11&12 approach:
Lane ! Lane 2
L T R L T R L
N N N N N N N
,~annelized: N
Grade: 0.00
Data for Computing Effect of Delay to Major Street Vehicles:
Eastbound Westbound
~hared In volume, major th vehicles: 0 0
~;hared In volume, major rt vehicles: 0 0
,at flow rate, major th vehicles: !700 /,700
~at flow rate, major rt vehicles: :[700 1700
Number of major street through lanes: i !
Lane 3
T
N
R
N
Length of study period, hrs: 0.25
~/orksheet 4 Critical Gap and Follow-up time calculation.
',ritical Gap Calculations:
4ovement 4 7 9
c,base 4.1 7.1 6.2
c, hv 1.0 1.0 1.0
hv 0.00 0.00 0.00
c,g 0.2 0.!
0.00 0.00 0.00
3,It 0.0 0.7 0.0
stage 0.00 0.00 0.00
stage 4.1 6.4 6.2
Follow Up Time Calculations:
Movement 4 7 9
t f, base 2.2 3.5 3.3
t f, HV 0.9 0.9 0.9
~Phv 0.00 0.00 0.00
tf 2.2 3.5 3.3
~ Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St. 9 12
~ Conflicting Flows 356
Potential Capacity 692
Pedestrian Impedance Factor 1.00
· Movement Capacity 692
Probability of Queue free St. 0.81
~ep 2: LT from Major St. 4 1
~nflicting Flows 298
,tential Capacity 1275
~edestrian Impedance Factor 1.00
4ovement Capacity 1275
obability of Queue free St. 0.89
:rep 4: LT from Minor St. 7 10
~onflicting Flows 840
Potential Capacity 338
edestrian Impedance Factor 1.00
,aj. L, Min T Impedance factor 0.89
~laj. L, Min T Adj. Imp Factor. 0,91
Cap. Adj, factor due to Impeding mvmnt 0.91
iovement Capacity 309
.~orksheet 10 delay,queue length, and LOS
Movement 1 4 7 8 9 10 11 12
(vph) 145 79
: m(vph} 1275 309 692
~/c 0.11 0.26
95% queue length
~ntrol Delay 8.2 20.7
OS A C
~pproach Delay 20.7
Approach LOS C
HCS: Unsignalized Intersections Release 3.1c
TWO-WAY STOP CONTROL(TWSC) ANALYSTS_
nalyst: DEA/.1MC
~tersection: CR48 @ SR 25
,unt Date: 8/23/00
~me Period: 2000 PM @ 1%
.tersection Orientation: East-West Major St.
~ehicle Volume Data:
ovements: 2 3 4 S 7 9
}olume: 222 107 184 391 171 210
JFR: 222 107 184 391 171 210
iF: 1.00 1.00 t.00 1.00 1.00 1.00
-HV: 0.00 0.00 0.00 0.00 0.00 0.00
,edestrian Volume Data:
iovements:
Flow:
ane width:
Calk speed:
~/o Blockage:
~edian Type: None
j of vehicles: 0
Flared approach Movements:
4 of vehicles: Northbound 0
# of vehicles: Southbound 0
'Lane usage for movements 1,2&3 approach:
Lane i Lane 2
L T R L T R L
' N Y N N N N N
:hannelized: Y
.Grade: 0.00
Lane usage for movements 4,5&6 approach:
Lane I Lane 2
L m P- L T R L
y N N N Y N N
Channeiized: N
Grade: 0.00
Lane 3
T
Lane 3
T
R
N
R
N
Lane usage for movements 7,88~9 approach:
Lane i Lane 2
. L T R L T R L
y N N N N N N
Lane 3
T
ChannelJzed: Y
'ade: 0.00
lane usage for movements 10,11&12 approach:
Lane 1 Lane 2
L T R L T R L
N N N N N N N
~annelized: N
Grade: 0.00
Lane 3
T
R
N
Data for Computing Effect of Delay to Major Street Vehicles:
Eastbound Westbound
~hared In volume, major th vehicles: 0 0
=hated In volume, major rt vehicles: 0 0
at flow rate, major th vehicles: 1700 1700
-_at flow rate, major rt vehicles: 1700 1700
Number of major street through lanes: i i
~ength of study period, hrs: 0.25
'~orksheet 4 Critical Gap and Follow-up time calculation.
--:ritical Gap Calculations:
iovement 4 7 9
lc,base 4,1 7.1 6.2
c,hv 1.0 1.0 1.0
_-hr 0.00 0.00 0.00
t c,g 0.2 0.1
-q 0.00 0.00 0,00
3,It 0.0 0.7 0.0
1 stage 0.00 0.00 0.00
C
-1 stage 4.1 6.4 6.2
ollow Up Time Calculations:
vlovement 4 7 9
t f, base 2.2 3.5 3.3
_ f, HV 0.9 0.9 0.9
_'hv 0.00 0.00 0.00
tf 2.2 3.5 3.3
-Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St. 9 12
-Conflicting Flows 276
Potential Capacity 768
Pedestrian Impedance Factor 1.00
,. Movement Capacit7 768
Probability of Queue free St. 0.73
~ep 2: LT from Major St. 4 i
,nflicting Flows 222
,tential Capacity 1359
~'edestrian Impedance Factor 1.00
Movement Capacity 1359
obability of Queue free st. 0.86
"~ep 4: LT from Minor St. 7 10
~onflicting Flows 1035
Potential Capacity 259
~destrian Impedance Factor 1.00
aj. L, Min T Impedance factor 0.86
I~aj. L, Nin TAdj. Imp Factor. 0.90
Cap. Adj. factor due to Impeding mvmnt 0.90
ovement Capacity 232
'orksheet 10 delay,queue length, and LOS
Movement 1 4 7 8 9 10 11 12
[vph) 184 171
m(vph) 1359 232 768
~/c 0.14 0.74
95% queue length
ontrol Delay
DS
~pproach Delay
Approach LOS
8.1 54.1
A F
54.1
F
HCS: Unsignalized Intersections Release 3.1c
TWO-WAY STOP CONTROL(I~VSC) ANALYSIS
'~qalyst: DEA/.1MC
Intersection: CR48 @ SR 25
ount Date: 8/23/00
mime Period: 2000 Sat @ 1%
tntersection Orientation: East-West Major St.
,~ehicle Volume Data:
'lovements: 2 3 4 5 7 9
'~olume: 486 199 268 252 145 258
HFR: 540 221 298 280 161 287
'HF: 0.90 0.90 0.90 0.90 0.90 0.90
~HV: 0.00 0.00 0.00 0,00 0.00 0.00
i'edestrian Volume Data:
4ovements:
Flow:
'_ane width:
/Valk speed:
~/o Blockage:
4edian Type: None
~ of vehicles: 0
Flared approach MovementS;
_¢ of vehicles: Northbound 0
# of vehicles: Southbound 0
._ane usage for movements 1,2&3 approach:
Lane 1 Lane 2
L T R L T R L
--~ N Y N N N N N
~£hannelized: Y
~Grade: 0.00
Lane 3
T
R
N
Lane usage for movements 4,5&6 approach:
, Lane i Lane 2
= L T R L T R L
y N N N Y N N
Channelized: N
,Grade: 0.00
Lane 3
T
N
Lane usage for movements 7,8&9 approach:
Lane i Lane 2
L T R L T R L
y N N N N N N
Lane 3
T
N
R
N
Channelizech Y
rade: 0.00
Lane usage for movements 10,11&12 approach:
Lane 1 Lane 2
L T R L T R L
N N N N N N N
,m~annelized: N
Grade: 0.00
Lane 3
T
N
Data for Computing Effect of Delay to Hajor Street Vehicles:
Eastbound Westbound
Shared In volume, major th vehicles: 0 0
Shared In volume, major rt vehicles: 0 0
~t flow rate, major th vehicles: 1700 1700
~t flow rate, major rt vehicles: 1700 1700
Number of major street through lanes: i i
~ength of study period, hrs: 0.25
"J';orksheet 4 Critical Gap and Follow-up time calculation.
ritical Gap Calculations:
iovement 4 7 9
tc, l~se 4.1 7.1 6,2
c, hv 1.0 1.0 1.0
hv 0.00 0.00 0.00
c,g 0.2 0.1
0.00 0.00 0.00
3,It 0.0 0.7 0.0
c,T:
stage 0.00 0.00 0.00
stage 4.1 6.4 6.2
=ollow Up Time Calculations:
lovement 4 7 9
t f, base 2.2 3.5 3.3
f, HV 0.9 0.9 0.9
'hv 0.00 0.00 0.00
tf 2.2 3.5 3.3
~Vorksheet 6 Impedance and capacib/equations
';rep 1: RT from Minor St. 9 12
~Conflicting Flows 651
Potential Capacity 472
'edestrian Impedance Factor 1.00
:~qovement Capacity 472
Probability of Queue free St. 0.39
J~:ep 2: LT from Major St. 4
inflicting Flows 540
~tential Capacity 1039
Pedestrian Impedance Factor 1.00
Movement Capacity 1039
obabilJty of Queue free St. 0.71
~'ep 4.: LT from Minor St. 7 10
~onflicting Flows 1526
Potential Capacity 131
~destrian Impedance Factor 1.00
~aj. L, Min T Impedance factor 0.71
Maj. L, Min T Adj. Tmp Factor. 0.78
Cap. Adj. factor due to Impeding mvmnt 0.78
ovement Capacity 102
~orksheet 10 delay,queue length, and LOS
Movement I 4 7 8 9 10 11 12
(vph) 298 161
m(vph) 1039 102 q72
~/c 0.29 1.58
95% queue length
:ontrol Delay
~OS
9.9 376.6
A F
Approach Delay 376.6
Approach LOS F
2..5% Growth
~IIB\(-' R 48-98168 00
File: DMdcrs x~p
HCS: Unsignalized Intersections Release 3.tc
TWO-WAY STOP CONTROL(TWSC) ANALYSIS_
Analyst: DEA/]MC
Z~ersection: CR48 @ SR 25
unt Date: 8/23/00
~ne Period: 2000 AM @ 2.5%
~ tersection Orientation: East-West Major St.
~hicle Volume Data:
,vements: 2 3 4 5 7 9
~olume: 251 99 123 164 67 113
]~FR: 306 121 150 200 82 138
IF: 0.82 0.82 0.82 0.82 0.82 0.82
;~IV: 0.00 0.00 0.00 0.00 0.00 0.00
~,;~destrian Volume Data:
Flow:
~ne width:
'alk speed:
;~o Blockage:
edian Type: None
:.~ of vehicles: 0
dElared approach Movements:
~ of vehicles: Northbound 0
# of vehicles: Southbound 0
~ane usage for movements 1,2&3 approach:
Lane 1 Lane 2
L T R L T R L
N Y N N N N N
;hannelized: Y
;rade: 0.00
Lane 3
T
ane usage for movements 4,5&6 approach:
Lane 1 Lane 2
L T R L T R L
y N N N Y N N
Channelized: N
Srade: 0.00
Lane 3
T
N
R
N
Lane usage for movements 7,8&9 approach:
Lane 1 Lane 2
L T R L T R L
y N N N N N N
Lane 3
T
N
R
N
Channelized: Y
grade: 0.00
Lane usage for movements lO,11&12 approach:
Lane I Lane 2
L T R L T R L
N N N N N N N
:~hannelized: N
Grade: 0.00
Lane 3
T
N
R
N
Data for Computing Effect of Delay to Major Street Vehicles:
Eastbound Westbound
C:~hared In volume, major th vehicles: 0 0
~Shared In volume, major rt vehicles: 0 0
at flow rate, major th vehicles: 1700 1700
-___.~at flow rate, major rt vehicles: 1700 1700
Number of major street through lanes: 1 1
;;~ength of study period, hfs: 0.25
;~Vorksheet 4 Critical Gap and Follow-up time calculation.
:ritical Gap Calculations:
lovement 4 7 9
tc, base 4.1 7.1 6.2
~'hv 0.00 0.00 0.00
t c,g 0.2 0.1
~ 0.00 0.00 0.00
3,it 0.0 0.7 0.0
1stage 0.00 0.00 0,00
:~1 stage 4.1 6.4 6.2
:oliow Up Time Calculations:
qovement 4 7 9
t f, base 2.2 3.5 3.3
~ f, HV 0.9 0.9 0.9
.~'hv 0.00 0.00 0.00
t f 2.2 3.5 3.3
.:;Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St, 9 12
:~Conflicting Flows 366
Potential Capacity 683
Pedestrian Impedance Factor 1.00
._Movement Capacity 683
--Probability of Queue free St, 0.80
~ep 2: LT from Major St. 4
--,nflicting Flows 306
· tential Capacity 1266
~edestrian Impedance Factor 1.00
Movement Capacity 1266
obability of Queue free St. 0.88
~ep 4: LT from Minor St. 7 10
~nflicting Flows 866
Potential Capacity 326
-- :destrian Impedance Factor 1.00
~j. L, Min T Impedance factor 0.88
~'~aj. L, Min T Adj. Imp Factor. 0.91
Cap. Adj. factor due to Impeding mvmnt 0.91
;)vement Capacity 297
orksheet 10 delay,queue length, and LOS
Movement i 4 7 8 9 10 11 12
'vph) 150 82
m(vph) 1266 297 683
~'/c 0.12 0.28
95% queue length
--~ntrol Delay
:-,~pproach Delay
Approach LOS
8.2 21.7
A C
21.7
C
HCS: Unsignalized Intersections Release 3.1c
TWO-WAY STOP CONTROL(I~VSC) ANALYSIS
.nalyst: DEA/.]MC
~rsection: CR48 @ SR 25
!nt Date: 8/23/00
~me Period: 2000 PM @ 2.5%
~rsection Orientation: East-West Major St.
lehicle Volume Data:
vementS: 2 3 4 5 7 9
~olume: 229 110 189 402 177 216
'-R: 229 110 189 402 177 216
F: 1.00 1.00 1.00 1.00 1.00 1.00
~V: 0.00 0.00 0.00 0.00 0.00 0.00
Pedestrian Volume Data:
ne width:
~lk speed:
% Blockage:
=dian Type: None
-~ of vehicles: 0
'ared approach Movements:
~ of vehicles: Northbound 0
# of vehicles: Southbound 0
'-~ane usage for movements 1,2&3 approach:
Lane 1 Lane 2
~ L T R L T R .... _L_ ....
]hanndized: Y
-~rade: 0.00
Lane 3
T
N
R
N
ane usage for movements 4,5&6 approach:
Lane 1 Lane 2
L T R L T R L
.......... y N N N Y N N
Channelized: N
Grade: 0.00
Lane 3
T
N
R
N
Lane osage for movements 7,8&,9 approach:
Lane 1 Lane 2
L T R L T R L
y N N N N N N
Lane 3
T
N
R
N
iannelized: Y
ade: 0.00
:ne usage for movements 10,11&12 approach:
Lane I Lane 2
L T R L T R L
N N N N N N N
'~annelized: N
rade: 0.00
Lane 3
T
ara for Computing Effect of Delay to Major Street Vehicles:
Eastbound Westbound
i~ared In volume, major th vehicles: 0 0
hated In volume, major Kc vehicles: 0 0
~t flow rate, major th vehicles: 1700 1700
=t flow rate, major rt vehicles: 1700 1700
umber of major street through lanes:
ength of study period, hrs: 0.25
~orksheet 4 Critical Gap and Follow-up time calculation.
ritical Gap Calculations:
.ovement 4 7 9
c,base 4.1 7.1 6.2
c,hv 1.0 1.0 1.0
,hv 0.00 0.00 0.00
c,g 0.2 0.1
0.00 0.00 0.00
3,Jr 0.0 0.7 0.0
c,T:
stage 0.00 0.00 0.00
c
'1stage 4.1 6.4 6.2
ollow Up Time Calculations:
lovement 4 7 9
f, base 2.2 3.5 3.3
f, HV 0.9 0.9 0.9
~ hv 0.00 0.00 0.00
f 2.2 3.5 3.3
~orksheet 6 Impedance and capacity equations
-~tep 1: ET from Minor St. 9 12
Conflicting Flows 284
Potential Capacity 760
Pedestrian Impedance Factor 1.00
Hovement Capacity 760
Probability of Queue free St. 0.72
· ~ep 2: LT from Major St. 4 1
nflicting Flows 229
jtentJal Capacity 1351
· edestrian Impedance Factor 1.00
-~vement Capacity 1351
3bability of Queue free St. 0.86
~L~p 4: LT from Minor St. 7 10
~nflicting Flows 1064
· otential Capacity 249
-destrian Impedance Factor 1.00
~j. L, Min T Impedance factor 0.86
,laj. L, Min T Adj. Imp Factor. 0.89
~ap. Adj. factor due to Impeding mvmnt 0.89
3vement Capacity 222
~orksheet 10 delay,queue length, and LOS
Movement i 4 7 8 9 10 11 12
vph) 189 177
m(vph) 1351 222 760
~'/c 0.14 0.80
95% queue length
3ntrol Delay 8.1 64.3
~_~S A F
Approach Delay 64.3
Approach LOS F
HCS: UnsignalJzed Intersections Release 3.1c
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
~.nalyst: DEA/JMC
Intersection: CR48 @ SR 25
:ount Date: 8/23/00
~ ime Period: 2000 Sat @ 2.5%
Tntersection Orientation: East-West Major St.
=!ehicle Volume Data:
'4ovements: 2 3 4 5 7 9
'Volume: 500 205 276 260 149 266
HFR: 556 228 307 289 166 296
· HF: 0.90 0.90 0.90 0.90 0.90 0.90
.'HV: 0.00 0.00 0.00 0.00 0.00 0.00
='edestrian Volume Data:
.tovements:
Flow:
' ane width:
Yalk sp~ed:
% Blockage:
4edian Type: None
7 of vehicles: 0
Flared approach Movements:
,'? of vehicles: Northbound 0
# of vehicles: Southbound 0
-ane usage for movements 1,2&3 approach:
Lane I Lane 2
L T R L T R
N Y N N N N
Channelized: Y
Srade: 0.00
L
N
Lane 3
T
Lane usage for movements 4,5&6 approach:
Lane I Lane 2
L T R L T R
Y N N N Y N
Channelized: N
Grade: 0.00
Lane 3
T
Lane usage for movements 7,8&9 approach:
Lane 1
L T R L
Lane 2
T
Y N N N N
R
N
Lane 3
T
R
N
Channelized: Y
:rade: 0.00
Lane usage for movements 10,11&12 approach:
Lane i Lane 2
L T R L T R L
N N N N N N N
¢~hannelized: N
Grade: 0.00
Lane 3
T
N
R
N
Data for Computing Effect of Delay to Major Street Vehicles:
Eastbound Westbound
~;hared In volume, major th vehicles: 0 0
Shared In volume, major rt vehicles: 0 0
;at flow rate, major th vehicles: 1700 1700
Bat flow rate, major rt vehicles: 1700 1700
Number of major street through lanes: i i
-_ength of study period, hrs: 0.25
Worksheet 4 Critical Gap and Follow-up time calculation.
~ritical Gap Calculations:
qovement 4- 7 9
tc, base 4.1 7.1 6.2
c, hv 1.0 1.0 1.0
.'hv 0.00 0.00 0.00
t c,g 0.2 0.1
G 0.00 0.00 0.00
3,It 0.0 0.7 0.0
i stage 0.00 0.00 0.00
lc
stage 4.1 6.4 6.2
Follow Up Time Calculations:
Movement 4 7 9
t f, base 2.2 3.5 3.3
t f, HV 0.9 0.9 0.9
.Phv 0.00 0.00 0.00
tf 2.2 3.5 3.3
Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St. 9 12
Conflicting Flows 669
Potential Capacity 461
Pedestrian Impedance Factor 1.00
Movement Capacity 461
Probability of Queue free St, 0.36
:ep 2: LT from Major St. 4 1
~nflicting Flows 556
Jtential Capacity 1025
~destrian Impedance Factor 1.00
iovement Capacity 1025
obability of Queue free St. 0.70
rep 4: LT from Minor St. 7 10
,Jnflicting Flows 1572
otentiat Capacity 123
-~destrian Impedance Factor 1.00
aj. L, Min T Impedance factor 0.70
;aj. L, Min TAdj. Imp Factor. 0.77
~p. Adj. factor due to Impeding mvmnt 0.77
ovement Capacity 94
'orksheet 10 delay,queue length, and LOS
iovement :L q 7 8 9 10 11 12
I II I
· /vph) 307 166
m(vph) 1025 94 461
~c 0.30 1.75
.'5oA~ queue length
-ontrol Delay 10.0 455.8
-)S B F
-',pproach Delay 455.8
· ,pproach LOS F
Agency Counts
WHB\C R 48-9816800
File: Dividers wp
NEW YORK STATE
DEPT OF TRANSPORTATION
AVERAGE WEEKDAY
HOURLY REPORT
A~M EASTBOUND
12-1 32
1-2 16
2-3 8
3-4 6
4-5 13
5-6 51
6-7 217
7-8 395
8-9 392
9-10 388
10-11 420
11-12 474 **
PM
12-1 442
1-2 415
2-3 403
3-4 383
4-5 416
5-6 415
6-7 363
7-8 267
8-9 203
9-10 140
10-11 106
11-12 59
WESTBOUND
37
15
11
10
23
51
160
274
358
323
343
344
378
387
415
429
447 **
392
404
261
294
159
149
82
CR 48 MIDDLE ROAD
YOUNGS AVENUE TO
ROUTE 25
AUGUST 05,1996
FILE NAME
CR 48 0766T0896
DAILY TOTAL
11,770
EST. AADT
10,540
** DENOTES
PEAK HOUR
TOTALS 6,024 5,746
NEW YORK STATE
DEPT OF TRANSPORTATION
AVERAGE WEEKDAY
HOURLY REPORT
AM EASTBOUND
12-1 34
1-2 15
2 -3 10
3-4 6
4-5 8
5-6 22
6-7 66
7-8 105
8-9 136
9-10 174
10-11 214
11-12 245
PM
12-1 260 **
1-2 237
2-3 254
3 -4 243
4-5 246
5-6 224
6-7 170
7-8 156
8-9 147
9-10 140
10-11 92
11-12 56
TOTALS 3,260
WESTBOUND
18
9
5
4
4
18
41
85
135
174
202
223 **
212
209
214
194
184
156
152
142
133
100
67
41
2,722
ROUTE 25
ROUTE 114 TO
MIDDLE ROAD
JULY 1993
FILE
RT25
NAME
070520793
DAILY TOTAL
5,982
EST. AADT
4,700
** DENOTES
PEAK HOUR
Vo Ci~ ~tib~ VOi~ V4iUme CkCuiati~n ~bi~e
With All Right Turns
A.M. Peak 445 218 644 315
P.M. Peak 855 198 1381 286
Sat. Peak 915 466 1323 673
Without Eastbound and Northbound Right Turns
A.M. Peek 402 73 581 105
P.M. Peak 855 198 1381 286
Sat. Peak 876 220 1266 318
Table 3
Maximum Entry Volumes and Corresponding Circulatory Volumes in 2023
With and Without All Right-Turn Volumes
C.R. 48, N.Y.S. Route 25 and Sound Road
1% and 2.5% Growth Rates
When the entry and circulatory flows in Table 3 at 1% growth are plotted as shown in Figure 5, it appears
that a one-lane roundabout at C.R. 48 and N.Y.S. Route 25 should provide sufficient capacity for 2023
volumes at 1% growth. To ensure that the roundabout operates at less than 85% capacity, however,
separate eastbound and northbound right-turn lanes should be installed. As shown in the HCS
Roundabout Analyses section of the Appendix, the roundabout will operate at Saturday volumes well
above recommended capacity if the separate right-mm lanes are not provided.
When the flows in Table 3 at 2.5% growth are plotted as shown in Figure 6, it appears that a one-lane
roundabout at C.R. 48 and N.Y.S. Route 25 will not provide sufficient capacity for 2023 volumes, even
if separate r/ght-tum lanes are installed.
At 1% growth then, a one-lane roundabout with separate eastbound and northbound right-turn lanes is
required. At 2.5% growth, a two-lane roundabout is required. More detailed analyses must be conducted
to determine if the two-lane roundabout also requires separate eastbound and northbound right-mm lanes.
WHB\C.R. 48-98 ] 68.00
File: TlS.wpd 1 8
SIDRA Roundabout Capacity Analyses
SIDRA Software
Capacity analyses were conducted for the roundabouts at C.R. 48 and N.Y.S. Route 25 using aaSIDRA
(aaTraffic Signalized & Unsignalized Intersection Design & Research Aid) version 1.0. This Australian
developed software package is commonly used to evaluate roundabouts in the United States. It is also
recognized in the FHWA roundabout guide.
One-Lane Roundabout
To determine whether a one-lane roundabout with separate eastbound and northbound right turn lanes
will provide sufficient capacity for 2023 design year volumes, S1DRA capacity analyses were conducted
for the design for 2023 A.M., P.M., and Saturday volumes at 1% growth. Detailed results of these
analyses are provided in the SIDRA Roundabout Analyses section of the Appendix. A summary of the
level of service (LOS), volume-to-capacity (v/c) ratios, delays, and 95% back-of-queue lengths is
provided in Table 4.
Eastbound B .235 12.3 2
A.M. Peak Westbound B .228 13.3 2
Northbound A .113 9,4 1
Southbound B .085 12.7 1
Total Intersection B .235 12.1 N/A
Eastbound B .255 12.8 2
P.M. Peak Westbound B .617 14.0 6
Northbound A .206 9.9 2
Southbound B ,085 19.2 1
Total Intersection B .617 12.8 N/A
Eastbound B .596 15.0 7
Sat. Peak Westbound B .591 14.6 6
Northbound B .485 15.9 5
Southbound B .108 19.2 1
Total Intersection B .596 15.1 N/A
Table 4
SlDRA Capacity Analyses Results Summary for 2023
One-Lane Roundabout Design with Separate Eastbound and Northbound Right-Turn Lanes
For 1% Growth Rate Only
WHB\C.R. 48-98168.00
File: TIS,wpd 21
It can be seen from Table 4 that a one-lane roundabout with separate eastbound and northbound right-turn
lanes will operate well at 1% growth through the 2023 design year. Levels of service are very good (B
or better) for all peak periods; delays are low; queue lengths are short; and all approaches operate
significantly below 85% capacity.
The design life for the one-lane roundabout was determined by mrming A.M., P.M. and Saturday traffic
volumes in SIDRA at variable flow rates. The flow rate at which there was no longer any spare
roundabout capacity was the rate which was used to determine the design life of the roundabout. Detailed
results of the variable flow rate analyses are provided in the Roundabout Flow Rates section of the
Appendix. The calculation made to determine design life is also provided in this section of the Appendix.
At 1% growth, the design life of this one-lane roundabout is ETC + 31 years or 2034.
Two-Lane Roundabout
Before any analyses were made of a two-lane roundabout at C.R. 48 and N.Y.S. Route 25, it was decided
to ensure that the one-lane roundabout would not provide sufficient capacity for A.M., P.M., and
Saturday volumes at 2.5% growth. To do this, variable flow rate analyses were conducted for the one-
lane roundabout at 2.5% growth volumes. The results of these analyses are provided in the Roundabout
Flow Rates section of the Appendix. According to these analyses, the design life of a one-lane
roundabout at 2.5% growth is ETC + 10 or 2013. This one-lane roundabout will, therefore, not provide
sufficient capacity for volumes in the 2023 design year. This verifies that a two-lane roundabout will be
required.
To determine whether a two-lane roundabout without separate right-mm lanes will provide sufficient
capacity for 2023 volumes, SIDRA capacity analyses were conducted for the design for 2023 A.M., P.M.,
and Saturday volumes at 2.5% growth. Detailed results of these analyses are provided in the SJDzV, A
Roundabout Analyses section of the Appendix. A summary of the LOS's, v/c ratios, delays, and 95%
back-of-queue lengths is provided in Table 5.
WHB\C.R. 48-98168.00
File: TIS.wpd 22
Tme ApProach EOS
A.M. Peak Eastbound B .263 12.7 2
Westbound B .183 12.8 1
Northbound B .188 10.6 2
Southbound B .133 12.2
Total Intersection B .263 12.3 N/A
P.M, Peak Eastbound B .280 13,3 3
Westbound B .524 13.6 4
Northbound B .339 10.8 3
Southbound 8 .124 17.6 1
Total Intersection B .524 12.9 N/A
Sat. Peak Eastbound C .775 22.8 16
Westbound B .521 14.4 4
Northbound C ,846 22.3 14
Southbound B .158 17.4 1
Total Intersection B .846 19.5 N/A
Table 5
SIDRA Capacity Analyses Results Summary for 2023
Two-Lane Roundabout Design Without Separate Right-Turn Lanes
For 2.5% Growth Rate
It can be seen from Table 5 that a two-lane roundabout without separate right-tum lanes will operate well
at 2.5% growth through the 2023 design year. Levels of service are good (C or better) for all peak
periods; delays are Iow; queue lengths are acceptable; and all approaches operate below 85% capacity.
The design life of this two-lane roundabout was determined by nmning A.M., P.M., and Saturday traffic
volumes at variable flow rates. Detailed results of variable flow rate analyses are provided in the
Roundabout Flow Rates section of the Appendix. The calculation which was made to determine design
life is also provided in this section of the Appendix. A 2.5% growth, the design life of the two-lane
roundabout without separate right-turn lanes is ETC + 20 or 2023, the design year of a roundabout for
this project.
WHB\C.R. 48-98168 00
File: TIS.wpd 23
Comparison of Roundabout Operation to Traffic Signal Operation
To determine whether the use of a roundabout at C.R. 48 and N.Y.S. Route 25 provides any significant
advantage over the installation ora three-color traffic signal at the intersection, a comparison was made
between roundabout and traffic signal analyses for 2013 volumes at both 1% and 2.5% growth.
Intersection operations were compared for 2013 traffic volumes since the design year for a traffic signal
at the intersection is ETC + 10 years or 2013.
Signalized HCS analyses were conducted at C.R. 48 and N.Y.S. Route 25 for 2013 traffic volumes during
the A.M., P.M., and Saturday peak periods. Sound Road was not incorporated into the signal. Instead,
the alignment of Sound Road and the traffic control at N.Y.S. Route 25 and Sound Road were left as
existing. The detailed results of signalized analyses at C.R. 48 and N.Y.S. Route 25 are provided in the
Signalized HCS Analyses section of the Appendix.
SIDRA roundabout capacity analyses were also conducted for 2013 traffic volumes during the A.M.,
P.M., and Saturday peak periods. A comparison of SIDRA roundabout results to signalized HCS results
is provided in Table 6 for both l% and 2.5% growth rates.
As shown in Table 6, the installation of a roundabout at C.R. 48 and N.Y.S. Route 25 will not provide
any significant advantages over the installation of an actuated three-color traffic signal. At 1% growth,
the signalized intersection operates at equal or better levels of service and with less delay than the
roundabout. At 2.5% growth, the signalized intersection also operates at equal or better levels of service
and with less delay than the roundabout during the A.M .and P.M. peak periods. At 2.5% during the
Saturday peak period, the signalized intersection does not operate quite as well as the roundabout.
However, it does still function at level of service C. It also functions this well without any drastic
geometric changes being made to the intersection. In fact, the only difference between existing
conditions and design conditions is that the existing separate right-tm lane has been converted to an
exclusive right-mm lane. The installation ora two-lane roundabout, on the other hand, requires roadway
re-alignment and extensive property acquisition. Based on this analysis, it appears that the installation
of a roundabout at C.R. 48 and N.Y.S. Route 25 does not provide significant advantages over the
installation of a conventional three-color traffic signal.
WHB\C.R. 48-98168.00
File: TIS.wpd 24
i I i
i I i i
Eastbound A .23 4.5 B .21 12,2 A .30 5.3 B .19 12.3
A.M Westbound A .19 2.4 B .20 13,3 A ,26 3.0 B .14 12.8
Peak Northbound C .42 34,4 A ,10 9,2 C .48 34,1 S ,13 10,1
Southbound N/A N/A N/A B .08 12,4 N/A N/A N/A B .10 11.6
Total Intersection A .38 6.4 B .21 12.0 A .45 7.0 B .19 12.0
Eastbound A .18 5.8 B .22 12.6 A .24 6.5 B .20 12,7
P.M. Westbound A .33 4.9 B .55 13.7 A .43 6.0 B .39 13.1
Peak Northbound C .55 31.3 A .18 9.7 C .64 33.1 B .24 10.3
Southbound N/A N/A N/A B .07 17.4 N/A N/A N/A B .07 14.2
Total Intersection A .39 9.3 B .55 12,8 B ,48 10.4 B ,39 12.3
Eastbound A .45 7,9 B .61 15.4 C .71 23.7 B ,49 14.6
Sat Westbound A ,48 6.9 B .52 14.3 B ,59 19,3 B .38 13,8
Peak Northbound C ,60 34.2 B .34 12.5 D .69 37,1 B .49 13.5
Southbound N/A N/A N/A B .08 17,6 N/A N/A N/A B .09 14,4
Total Intersection B .62 10,3 B .61 14.4 C .89 23.4 B .49 14.1
Table 6
Comparison of Roundabout Operations to Traffic Signal Operation
C.R. 48, N.Y.S. Route 25 and Sound Road
1% and 2.5% Growth Rates
WHB\C R 48-98168.00
File: TIS wpd
25
Geometric Design
The one-lane roundabout with separate right-turn lanes and the two-lane roundabout without separate
right-utm lanes were both designed based on parameters provided in the NYSDOT Engineering
Instruction, EI 00-021. The roadway re-alignments and locations of roundabout features were also
designed with the intention of taking as little property as possible from owners in the vic/nity of C.R. 48,
N.Y.S. Route 25, and Sound Road.
Final designs for the one-lane and two-lane roundabouts at C.R. 48 and N.Y.S. Route 25 are provided
in Figures 7 and 8, respectively. The geometric design guidelines portion of EI 00-021 is provided in the
Geometric Design Elements for Roundabouts section of the Appendix.
It should be noted that the one-lane roundabout was designed with a track apron around the center island.
This allows vehicles larger than the WB-20 (metric) design vehicle to negotiate the one-lane roundabout
more easily.
It should also be noted that the two-lane roundabout requires the construction of sidewalks and sidewalk
ramps. These sidewalks are meant for the use of both pedestrians and bicyclists. The separate facilities
provide bicyclists who wish to avoid traveling with the stream of traffic through the roundabout an
alternative way to cross the roundabout. These facilities are required at multiple-lane roundabouts with
sigrfificant numbers of bicyclists, since the negotiation of multiple-lane roundabouts may be dangerous
for bicyclists.
WHB\C.R. 48-98168.00
File: TIS.wpd 26
817
C
REVISIONS
DUNN
ENGINEERING
ASSOCIATES, P.C.
S.C.D.P,W. C.R. 48
FIGURE 7
ONE-LANE ROUNDABOUT ON 1~
GROWTH RATE
CR 48, NYS ROUTE 25,
AND SOUND AVENUE
~/oo 27
REVISIONS
DUNN
ENGINEERING
ASSOCIATES, P.C.
S.C.D.P.W. C.R. 48
FIGURE 8
TWO-LANE ROUNDABOUT ON 2.5%
GROWTH RATE
CR 48, NYS ROUTE 25,
AND SOUND AVENUE
Tour ng Section I Count
Route Length Start Description / ~d Description ~, Year AADT
1~ RT 110 /DEPOT RD / PIGEON HiLL RD ~ 95 31,440/
1.45 DEPOT RD / PIGEON HILL RD /CB 35 PARK AVE / 94 33,530 I
179 CR 35 PARK AVE ~CR 10 ELWOOD RD / 96 22,760/
1'12 CR 10 ELWOOD RD ]LARKFIEL~ RD ! 96 32,480 J
015 CR 4 COMMACK RD ~ RT 454 VETS MEN HGWY [ 94 47,370 ~
0.48 RT 454 VETS MEN HGWY /ACC SUNKEN MEADOW PKWY ~ 94 28,400 [
2.55 ACC SUNKEN MEADOW PKWY /OLD WlLLETS PATH ~ 96 34,500 ~
1 37 OLD W LLETS PATH /START 25A O~P , ~ 99 31,57~ /
0.80 Ri OVERPASS liT 111 END 25A OLAP [ 97 30,050/
1.91 RTl11 END 25A O~P /LAKE AVENUE / 99 32,100/
0 87 LAKE AVENUE / BT 347 [ 99 24,690 /
0'88 RT347 , / HALLOC~ ..... I 98 26,260l
~;18 HAWKINS AVE/STONYBROOK RD/ CR 97 NICOLLS RD~ 98 38,010
/
2,33 CR 97 NICOLLS RD ~ CR 83 N OCEAN AVE / 97 38,550~
1.01 CR 83 N OCEAN AVE IRT 112 COrM ~ 97 20,800/
0.31 RT 112 COrM /MT SINAI-C~,~ R~ , ~ 98 28,1201
3 03 CB 2~ M DDLE SLAND RD ROC~ PT Re /CR 46 W FLOYD PKWY / 99 15,0301
2~84 !CR 46 W FLOYD PKWY /WADING RIVER RD / 99 14,040 1
2.50 WADING RIVER RD / RT 25A ~ 99 7,250
2.20 i RT 25A JEDWARDS A~ , ~ [ 97 1~,770
0.52 CR 58 OLD COUNTRY RD IRT 495 L I E ~ 98 4,450
1.68 RT 495 L I E ] MILL RD ~ 98 8,370
1.20 MILL RD ~ CR 94A RIVERHEAD ] 98 10,170
0.40 CR 94A RIVERHEAD ~CR 6~,RO~.~OK~.AVE ........ 1 ,97 9,800
0,40 CR 58 OLD COUNTRY RD ~ CR 105 CROSS RIVER DR ] 98 22,410
3.30 CR 105 CROSS RIVER DR ] SOUTH JAMESPORT AVE / MANOR ~ I 99 14,670
3.80 SOUTH JAMESPORT AVE / MANOR LA /SOUND AVE MAIN RD MATTITUCK ~ 98 14,660
2.90 SOUND AVE MAiN RD MATTITUC~ IN ~UFFOLK~E CUZCHOGU~¢ , [~ 98 ! 11 470
5.~ TUSKER LA SOUTHOLD / RT 114 I 98 7,430
1.14 BT 114 [CR48 I 97 7,410
5.58 CR 48 [ NARROW RWER RD I 98 4,950
2.67 NARROW RIVER RD / ORIENT PT END 25 I 98 3,540
NEW YORK STATE
DEPT OF TRANSPORTATION
AVERAGE WEEKDAY
HOURLY REPORT
AM
12-1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
PM
12-1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9-10
10-11
11-12
EASTBOUND
5
3
3
2
6
19
98
161
181
118
168
117
140
141
168
138
144
96
76
49
43
28
26
12
TOTALS 1,942
WESTBOUND
3
2
0
4
3
15
56
94
150
115
115
108
159
109
224 **
158
178
96
90
59
45
36
12
14
1,845
ROUTE 25
CR 48 MIDDLE ROAD TO
NARROW RIVER ROAD
OCTOBER 1995
FILE NAME
RT25 072961095
DAILY TOTAL
3,787
EST. AADT
4,200
** DENOTES
PEAK HOUR
HCS Roundabout Analyses
WHB\C R 48-98168 00
File: Dividers wp
1% Growth
with all right-turn
volumes
WHB\C R 48-98168 00
File: Dividers wp
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
'malyst: DEA/jmc
--intersection: CR 48 @ NYS Route 25
Scenario Date: 8-24-00
;cenario Time: 2023 AH @ 1% w/RTs
~Approach Flow Approach Volume
Va,e = VI+V2+V3 445
ta,w = V4+V5+V6 402
-,/a,n = V7+V8+V9 212
Va,s = VlO+Vll+V12 77
;irculating Flows Circulating Flow, Vc
~/c,e: V4+V10+V11 218
Vc,w = VI+V7+V8 73
-tc, n = Vl+V2+V10 333'
~tc, s = V4+V5+V7 450
Critical Gap(sec) Followup Time(sec)
ower bound 4.6 3.1
~lpper bound 4.1 2.6
EB WB NB SB
~apacity, upper bound 1167 1308 1066 971
...~pacity, lower bound 964 1091 873 788
v/c ratio, upper bound 0.381 0.307 0.199 0.079
~/c ratio, lower bound 0.462 0.368 0.243 0.098
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
malyst: DEA/jmc
ntersection: CR 48 @ NYS Route 25
· cenario Date: 8-24-00
alenario Time: 2023 PM @ 1% w/RTs
;pproach Flow Approach Volume
/a,e = VI+V2+V3 427
/a,w = V4+V5+V6 855
~a,n = V7+V8+V9 465
~a,s = VlO+Vll+V12 35
:irculaUng Flows CirculaQng Flow, Vc
'c,e = V4+V10+V11 183
'c,w = Vl+V7+V8 198
'c,n = Vl+V2+V10 295
'c,s = V4+VS+V7 987
CCtical Gap(sec) Followup Time(sec)
ower bound 4.6 3.1
Ipper bound 4.1 2,6
EB WB NB SB
~pacity, upper bound 1200 1186 1099 629
~_pi~city, lower bound 993 981 902 488
lc ratio, upper bound 0.356 0.721 0.423 0.056
lc ratio, lower bound 0.430 0.872 0.515 0.072
HCS: UnsJgnalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
',,nalyst: DEA/jmc
intersection: CR 48 @ NYS Route 25
Scenario Date: 8-24-00
~cenario Time: 2023 Sat @ 1% w/RTs
Approach Flow Approach Volume
,Va,e = Vl+V2+V3 915
!a,w = V4+VS+V6 876
!a,n = V7+V8+V9 541
Va,s = V10+V11+V12 50
'_irculating Flows Circulating Flow, Vc
Vc, e -- V4+Vl0+Vl! 466
Vc,w = Vi+VT+V8 220
'~c,n = Vl+V2+V10 718
~c,s = V4+V5+V7 1039
Critical Gap(sec) Followup Time(sec)
· ower bound 4.6 3.1
Jpper bound 4.1 2.6
EB WB NB SB
· ~pacity, upper bound 959 1166 783 603
:mpadty, lower bound 777 962 622 466
v/c ratio, upper bound 0.954 0.752 0.691 0.083
:~v/c ratio, lower bound 1.177 0.910 0.870 0.107
WHB\C R. 48-98168 00
File: Divlders wp
1% Growth
without eastbound
and westbound
right-turn volumes
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
nalyst: DEA/jmc
~'ntersection: CR 48 @ NYS Route 25
.,~cenario Date: 8-24-00
cenario Time: 2023 AN @ 1% w/out RTs
~pproach Flow Approach Volume
~-~a,e = Vl+V2+V3 292
a,w = V4+VS+V6 402
--~a,n = V7+V8+V9 63
Va,s = V10+V11+V12 77
irculating Flows Circulating Flow, Vc
'gc, e = Vq+V10+V11 218
,,~Vc,w = Vl+VT+V8 73
c,n = Vl+V2+VlO 333
~:,s = Vq+VS+V7 450
Critical Gap(sec) Followuplime(sec)
~ ,wer bound 4.6 3.1
_pper bound 4.1 2.6
EB WB NB SB
3pacib/, upper bound 1167 1308 1066 971
=~apacib/, lower bound 964 1091 873 788
v/c ratio, upper bound 0.250 0.307 0.059 0.079
--'c ratio, lower bound 0.303 0.368 0.072 0.098
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
_Analyst: DEA/jmc
Tntersection: CR 48 @ NYS Route 25
~Scenario Date: 8-24-00
:,cenario Time: 2023 PN @ 1% w/out RTs
Approach Flow Approach Volume
· "Va,e = Vl+V2+V3 281
~a,w = V4+V5+V6 855
-~/a,n = VT+V8+V9 185
._Va,s = V10+V11+V12 35
~rculating Flaws Circulating Flow, Vc
--Vc,e = V4+V10+VI!
mVc,w = V:I+VT+V8 198
~c,n = Vl+V2+Vl0 295
_~c,s -- V4+V5+V7 987
Critical Gap(sec) Followup Time(sec)
~ ower bound 4.6 3.1
---Jpper bound 4.1 2.6
EB WB NB SB
~apacity, upper bound 1200 1186 1099 629
~apacity, lower bound 993 981 902 488
ratio, upper bound 0.234 0.721 0.168 0.056
ratio, lower bound 0.283 0.872 0.205 0.072
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
_a, nalyst: DEA/jmc
Intersection: CR 48 @ NYS Route 25
--Scenario Date: 8-24-00
-~cenario Time: 2023 Sat @ 1% w/out RTs
'-Approach Flow Approach Volume
--Va,e = V:L+V2+V3 692
,/a,w = V4+VS+V6 876
='Va, n = VT+VS+V9 199
Va,s = V10+Vll+V12 50
]irculating Flows Circulating Flow, Vc
"'Vc,e = V4+V10+VI! 466
._Vc,w = Vl+V7+V8 220
,/c,n = Vl+V2+VlO 718
~,~c,s = V4+VS+V7 1039
Critical Gap(sec) Followup lime(sec)
-- ower bound 4.6 3.1
...Jpper bound 4.1 2.6
EB WB NB SB
~apacity, upper bound 959 1166 783 603
--Capacity, lower bound 777 962 622 466
v/c ratio, upper bound 0.721 0.752 0.254 0.083
--,/c ratio, lower bound 0.890 0.910 0.320 0.107
2.5% Growth
with all right-turn
volumes
WHB\CR 48-9816800
File: Dividers wp
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
· .nalyst: DEA/jmc
--Intersection: CR 48 @ NYS Route 25
_.Scenario Date: 8-24-00
;cenario Time: 2023 AM ~ 2.5% w/RTs
~Approach Flow Approach Volume
· ~la,e = VI+V2+V3 644
/a,w = V4+VS+V6 581
--Va,n: V7+VS+V9 305
Va,s = V10+V11+V12 111
~rculating Flows Circulating Flow, Vc
-"Vc,e = V4+V10+Vll 315
,_Vc,w: Vi+V7+V8 105
Ic, n = Vl+V2+Vl0 482
_~c~s = V4+VS+V7 649
Critical Gap(sec) Followup Time(sec)
~ ower bound 4.6 3.1
_.Jpper bound 4.1 2.6
EB WB NB SB
mpacity, upper bound 1081 1276 947 828
--capacity, lower bound 887 1062 766 661
v/c ratio, upper bound 0.596 0.455 0.322 0.134
m,/c ratio, lower bound 0.726 0.547 0.398 0.168
HCS: Unsignalized intersections Release 3.1c
ROUNDABOUT ANALYSIS.
~nalyst: DEA/jmc
intersection: CR 48 @ NYS Route 25
..~cenario Date: 8-24-00
~cenario Time: 2023 PM @ 2.5% w/RTs
~Approach Flow Approach Volume
.=~a,e = Vl+V2+V3 617
'a,w = V4+VS+V6 1381
~/a,n = V7+VB+V9 671
,..Va,s: V10+V11+V12 51
:irculating Flows Circulating Flow, Vc
~c,e = V4+V10+Vll 409
~Vc,w = Vl+V7+V8 286
'c,n = Vi+V2+Vl0 426
'c,s = V4+V5+V7 1572
Critical Gap(sec) Followup Time(sec)
ower bound 4.6 3.1
_Jpper bound 4.1 2.6
EB WB NB SB
~pacity, upper bound 1004 1106 990 387
~apacity, lower bound 817 909 805 284
v/c ratio, upper bound 0.615 1.248 0.678 0.132
'~/c ratio, lower bound 0.755 1.519 0.834 0.179
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS
· .nalyst: DEA/jmc
rintersection: CR 48 @ NYS Route 25
..~cenario Date: 8-24-00
;cenario Time: 2023 Sat @ 2.5% w/RTs
Approach Flow Approach Volume
· -Ua,e = Vl+V2+V3 1323
~a,w = V4+V5+V6 1266
-~/a,n = V7+VS+V9 783
Va,s: V10+Vll+V12 71
;irculating Flows Circulating Flow, Vc
-'Vc, e = V4+V10+V11 673
,,..Vc,w = Vl+V7+V8 318
'c,n = Vl+V2+Vl0 1037
_'c,s = V4+VS+V7 1502
Critical Gap(sec) Followup lime(sec)
ower bound 4.6 3.1
-Jpper bound 4.1 2.6
EB WB NB SB
mpacity, upper bound 812 1079 604 410
--~Japacity, lower bound 648 884 467 304
v/c ratio, upper bound 1.629 1.173 1.297 0.173
m/c ratio, lower bound 2.043 1.432 1.678 0.234
WIIB\C R 48-9816800
File: Dividers wp
2.5% Growth
without eastbound
and westbound
right-turn volumes
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS_
;nalyst: DEA/jmc
intersection: CR 48 @ NYS Route 25
Scenario Date: 8-24-00
~enario Time: 2023 AM @ 2.5% w/out RTs
Approach Flow Approach Volume
Va,e = VI+V2+V3 423
~a~w = V4+VS+V6 581
.'a,n = V7+V8+V9 90
Va,s = V10+V11+V12 111
:irculating Flows Circulatipg Flow, Vc
¢c,e = V4+V10+V11 315
,/c,w = VI+V7+V8 105
'c,n = Vl+V2+Vl0 482
'c,s = V4+VS+V7 649
Critical Gap(sec) Followup Time(sec)
ower bound 4.6 3.1
'pper bound 4.1 2.6
EB WB NB SB
~pacity, upper bound 1081 1276 947 828
apadty, lower bound 887 1062 766 661
v/c ratio, upper bound 0.391 0.455 0.095 0.134
"/c ratio, lower bound 0.477 0.547 0.117 0.168
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYS][S
;nalyst: ' DEA/jmc
Intersection: CR 48 @ NYS Route 25
~cenario Date: 8-24-00
;cenario Time: 2023 PM @ 2.5% w/out RTs
Approach Flow Approach Volume
-'-~a,e = Vi+V2+V3 406
/a,w = V4+VS+V6 138!
,/a,n = VT+VS+V9 267
Va,s = V10+Vll+V12 51
:irculating Flows Circulating Flow, Vc
Vc,e = V4+V10+V11 409
~c,w: Vl+V7+V8 286
/c,n = Vl+V2+V10 426
/c,s = V4+VS+V7 1572
Critical Gap(sec) Followup Time(sec)
Bower bound 4.6 3.1
Jpper bound 4.1 2,6
EB WB NB SB
~_pacity, upper bound 1004 1106 990 387
~apacity, lower bound 817 909 805 284
v/c raUo, upper bound 0.405 1.248 0.270 0.132
~'/c raUo, lower bound 0.497 1.519 0.332 0.179
HCS: Unsignalized Intersections Release 3.1c
ROUNDABOUT ANALYSIS.
~nalyst: DEA/jmc
Intersection: CR 48 @ NYS Route 25
~cenario Date: 8-24-00
~cenario Time: 2023 Sat @ 2.5% w/out RTs
Approach Flow Approach Volume
Va,e -- Vi+V2+V3 1000
/a,w = V4+V5+V6 1266
,/a,n = V7+V8+V9 288
Va,s = V10+V11+V12 71
_irculating Flows Circulating Flow, Vc
Vc, e: V4+V10+Vll 673
Vc,w = Vl+V7+V8 318
!c,n = Vl+V2+Vl0 1037
,/c,s: V4+V5+V7 1502
Critical Gap(sec) Followup Time(sec)
ower bound 4.6 3.1
,Jpper bound 4.1 2.6
EB WB NB SB
~pacity, upper bound 812 1079 604 410
Capacity, Power bound 648 884 467 304
v/c ratio, upper bound 1.231 1.173 0.477 0.173
,/c ratio, lower bound 1.544 1.432 0.617 0.234
SIDRA Roundabout Analyses
WHB\C R 48-9816800
File: Dividers wp
One-Lane Roundabout Design
for 1% Growth
WHB\C R. 48-98168.00
File: Dividers wp
Figures for 1-Lane Roundabout
Roundabout Geometry
Movement Descriptions
2013 Traffic
Volumes
WHB\C R 48-98168 O0
File: Dividers wp
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 2:51 PM, Aug 25,2000
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1
SIDR31 US Highway Capacity Manual (1997) Version
* 10@i%AM *
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 10@i%AM *
Table R.1 - ROUNDABOUT GAP ACCEPTANCE pAPJIMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Dominant 197 2.00 0.239 4.51 2.34
Thru 1 Dominant 197 2.00 0.239 4.51 2.34
Right 2 Excl. Slip 160E 2.00 0.199 4.00 2.00
South: NB N.Y.S. Route 25
Left 1 Dominant 301 2.00 0.234~ 4.91 2.58
Thru 1 Dominant 301 2.00 0.234~ 4.91 2.58
Right 2 Excl. Slip 292E 2.00 0.226~ 4.00 2.00
East: WB C.R. 48
Loft 1 Dominant
Thru 1 Dominant
Right 1 Dominant
North: SB Sound Road
Left 1 Dominant
Thru 1 Dominant
Right 1 Dominant
66 2.00 0.022# 3.64 1.84
66 2.00 0.022~ 3.64 1.84
66 2.00 0.022~ 3.64 1.84
406 2.00 0.424~ 4.77 2.55
406 2.00 0.424~ 4.77 2.55
406 2.00 0.424~ 4.77 2.55
Exiting flow for slip lane traffic
"Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 10@i%AM *
Table S.3 - INTERSECTION pARAMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pers/h)
vehicle delay (veh-h/h)
person delay (pets-h/h)
effective vehicle stops
effective person stops
cost (USS/h)
fuel (L/h)
CO2 (kg/h)
(veh/h)
(veh/h)
(pers/h)
B
B
12.0
13.3
13
17.36
0.208
3O8
7871
1030
1236
3.44
4.13
648
778
146.37
73.6
183.34
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
intersection ID: 1
Roundabout
* 10@i%AM *
Table S.6 - iNTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
Rate (km/h)
(veh/h) (veh-h/h) (sec)
INTERSECTION:
1030 3.44 12.0 0.311 0.63 17.36 47.2
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 10@I%AM *
Table S.7 - LJkNE PERFORMANCE
.......... r ........................
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1 265 1272 0.208 13.2 0.66 1.5 13
2 R 2 138 1559 0.088 10.1 0.56 0.6 5
South: NB N.Y.S. Route 25
1 LT 3 58 972 0.060 13.1 0.67 0.3 3
2 R 4 135 1354 0.100 7.6 0.55 0.6 5
East: WB C.R. 48
1 LTR 5 364 1777 0.205 13.3 0.65 1.3 11
North: SB Sound Road
1 LTR 6 70 937 0.075 12.4 0.67 0.5 4
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 10@1%D~4 *
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. TIP Flow Cap. Util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 LT 265 1272 100 0.208* 13.2 0.66 1.5 3.84
2 R 138 1559 100 0.089 10.1 0.56 0.6 1.73
South: NB N.Y.S. Route 25
3 LT 58 972 100 0.060 13.1 0.67 0.3 0.86
4 R 135 1354 100 0.100 7.6 0.55 0.6 1.57
East: WB C.R. 48
5 LTR 364 1777 100 0.205 13.3 0.65 1.3 8.21
North: SB Sound Road
6 LTR 70 937 100 0.075 12.4 0.67 0.5 1.16
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - A~4
ETC + 10 years at 1% growth, l-lane
intersection ID: 1
Roundabout
* 10@1 oAM
Table S.12A - FUEL CONSUMPTION, EMIssIONS AI~D COST - TOTAL
Fuel Cost HC CO NOX CO2 Lead
Mov Total Total Total
Total Total Total Total
iNTERSECTION: 73.6 146.37 0.233 10.18 0.388 183.3 0.00000
pARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (usS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
HeaXry vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25
ETC + 10 years at 1% growth, l-lane
intersection ID: 1
Roundabout
* 10@i%AM *
Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Elf Grn Deg Aver. 95% Shrt
.......... %~IV Basic (secs) Sat Delay Queue Lane
No. - ......... (sec) (m) (m)
L T R Tot Satf- 1st 2nd x
West: EB C.R. 48 0.208 13.2 13
1 LT 10 255 0 265 5
2 R 0 0 138 138 5 0.088 10.1 13
.......... 0.208 12.2 13
10 255 138 403 5
South: NB N.Y.S. Route 25
1 LT 52 6 0 58 7 0.060 13.1 5
0.100 7.6 5
2 R 0 0 135 135 5
0.100 9.2 5
52 6 135 193 6
East: WB C.R. 48 0.205 13.3 11
1 LTR 146 208 10 364 5 ......................................
.......................... ~0.205 13.3 11
146 208 10 364 5
North: SB Sound Road 0.075 12.4 4
1 LTR 37 14 19 70 6 ....................................
............................ 0.075 12.4 4
37 14 19 70 6
ALL VEHICLES Tot % Max Aver. Max
X Delay Queue
Arr. HV
0.208 12.0 13
1030 5
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes-
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 1% growth, l-lane
intersection ID: 1
Roundabout
Table S. 15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg - Aver. LOS
No. TIP Flow Cap. of Delay
(veh (veh Satn
/n) /h) (v/c) (sec)
West: EB C.R. 48
1 LT 265 1272 0.208* 13.2 B
138 1559 0.089 10.1 B
2 R
403 2831 0.208 12.2 B
South: NB N.Y.S- Route 25
3 LT 58 972 0.060 13.1 B
135 1354 0.100 7.6 A
4 R
193 2326 0.100 9.2 A
East: WB C.R. 48
5 LTR 364 1777 0.205 13.3 B
364 1777 0 .205 13 .3 B
North: SB Sound Road
6 LTR 70 937 0.075 12.4 B
* 10@i%AM *
70 937 0.075 12.4 B
ALL VEHICLES: 1030 7871 0.208 12.0 B
INTERSECTION: 1030 7871 0.208 12.0 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
1-Lane Roundabout-2013 A.M. Peak Period
Traffic Flows
Delays and Levels of Service
1-Lane Ronndabout - 2013 A.M. Peak Period
Queue Lengths
v/cRatios
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No.
*** UNREGISTERED VERSION ***
Time and Date of Analysis 4:17 PM, Aug 16,2000
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10.years at 1% growth, l-lane
Intersection ID: 1
SIDRA US Highway Capacity Manual (1997) Version
* iO@i%PM *
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Dominant 257 2.00 0.300 4.63 2.42
Thru 1 Dominant 257 2.00 0.300 4.63 2.42
Right 2 Excl. Slip 244E 2.00 0.287 4.00 2.00
South: NB N.Y.S. Route 25
Left 1 Dominant 268 2.00 0.206~ 4.77 2.50
Thru 1 Dominant 268 2.00 0.2065 4.77 2.50
Right 2 Excl. Slip 256E 2.00 0.195~ 4.00 2.00
East: WB C.R. 48
Lef~ 1 Dominant 179 2.00 0.160# 3.71 1.92
Thru 1 Dominant 179 2.00 0.160# 3.71 1.92
Right 1 Dominant 179 2.00 0.160# 3.71 1.92
North: SB Sound Road
Left 1 Dominant 985 2.00 0.736# 3.97 2.36
Thru 1 Dominant 985 2.00 0.736~ 3.97 2.36
Right 1 Dominant 985 2.00 0.736~ 3.97 2.36
E Exiting flow for slip lane traffic
~ "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** LrNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table S.3 - INTERSECTION PARAMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes (veh/h)
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pets/h)
vehicle delay (veh-h/h)
person delay (pets-h/h)
effective vehicle stops (veh/h)
effective person stops (pers/h)
cost (USS/h)
fuel (L/h)
CO2 (kg/h)
B
B
12.5
17.4
40
31.88
0.546
56
7087
1708
2050
5.95
7.14
1104
1325
273.21
137.6
342.59
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 1% growth, 1-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table S.6 - INTERSECTION PERFOPdvLn-NCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (km/h)
INTERSECTION:
1708 5.95 12.5 0.424 0.65 31.88 48.8
C.R. 48 at N.Y.S- Route 25 - PM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table S.7 - LANE PERFORMANCE ..........
Queue
Arv
Flow Cap Deg. Aver. Eff- 95% Back Short
ane Mov (veh (veh Satn Delay Stop ........... Lane
L -~ /hI /h) x (sec) Rate (vehs) (m)
No. No. ! J - .......................
West: EB C.R. 48
1 LT 1 255 1135 0.225 13.7 0.68 1.6 14
2 R 2 132 1420 0.093 10.5 0.58 0.6 5
South: NB N.Y.S. Route 25
1 LT 3 168 1057 0.159 13.0 0.68 1.0 8
2 R 4 253 1391 0.182 7.5 0.56 1.2 10
East: WB C.R. 48
1 LTR 5 866 1586 0.546 13.7 0.66 4.7 40
North: SB Sound Road
1 LTR 6 34 499 0.068 17.4 0.78 0.4 4
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg- Aver. Eff- 95% Perf.
No. TiP Flow Cap. util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 LT 255 1135 100 0.225 13.7 0.68 1.6 3.81
2 R 132 1420 100 0.093 10.5 0.58 0.6 1.70
South: NB N.Y.S. Route 25
3 LT 168 1057 100 0.159 13.0 0.68 1.0 2.50
4 R 253 1391 100 0.182 7.5 0.56 1.2 2.96
East: WB C.R. 48
5 LTR 866 1586 100 0.546* 13.7 0.66 4.7 20.23
North: SB Sound Road
6 ~TR 34 499 100 0.068 17.4 0.78 0.4 0.69
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED ~IERSION ***
Roundabout
* 10@i%PM *
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
......................... CO NOX C02 Lead
Mov Fuel Cost HC
Total Total Total Total Total Total Total
pARA/METERS USED IN COST CALCLILATIONS
Pump price of fuel (uSS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (usS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
= 0.400
= 0.70
= 3.0
15.00
0.40
1.2
1360
= 9070
C.R. 48 at N.Y.S- Route 25 - PM
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table S.14 - SUMM3L~Y OF INPUT AbrD OUTPUT DATA
L T R Tot Satf. 1st 2nd x (sec) ( )
West: EB C.R. 48
1 LT 12 243 0 255 5 0.225 13.7 14
2 R 0 0 132 132 5 0.093 10.5 14
12 243 132 387 5 0.225 12.6 14
South: NB N.Y.S. Route 25
1 LT 157 11 0 168 5 0.159 13.0 10
2 R 0 0 253 253 5 0.182 7.5 10
157 11 253 421 5 0.182 9.7 10
East: WB C.R. 48
1 LTR 238 591 37 866 5 0.546 13.7 40
238 591 37 866 5 0.546 13.7 40
North: SB Sound Road
1 LTR 13 7 14 34 9 0.068 17.4 4
13 7 14 34 9 0.068 17.4 4
ALL VE~ICLES Tot % Max Aver. Max
Arr. ~rV X Delay Queue
1708 5 0.546 12.5 40
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or si~n-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 1% ~rowth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%PM *
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total De~. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /n) (v/c) (sec)
West: EB C.R. 48
1 LT 255 1135 0.225 13.7 B
2 R 132 1420 0.093 10.5 B
387 2555 0.225 12.6 B
South: NB N.Y.So Route 25
3 LT 168 1057 0.159 13.0 B
4 R 253 1391 0.182 7.5 A
421 2448 0.182 9.7 A
East: WB C.R. 48
5 LTR 866 1586 0.546* 13.7 B
866 1586 0.546 13.7 B
North: SB Sound Road
6 LTR 34 499 0.068 17.4 B
34 499 0.068 17.4 B
ALL VEHICLES: 1708 7087 0.546 12.5 B
INTERSECTION: 1708 7087 0.546 12.5 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
1-Lane Roundabout - 2013 P.M. Peak Period
Traffic Flows
Delays and Levels of Service
1-Lane Roundabout - 2013 P.M. Peak Period
Queue Lengths
v/cRatios
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No.
*** UNREGISTERED VERSION ***
Time and Date of Analysis 4:18 PM, Aug 16,2000
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1
SIDKA US Highway Capacity Manual (1997) Version
* iO@I%SAT
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRAUS Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@I%SAT
Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Dominant 421 2.00 0.443 4.34 2.33
Thru 1 Dominant 421 2.00 0.443 4.34 2.33
Right 2 Excl. Slip 398E 2.00 0.425 4.00 2.00
South: NB N.Y.S. Route 25
Left 1 Dominant 649 2.00 0.557~ 4.41 2.46
Thru 1 Dominant 649 2.00 0.557~ 4.41 2.46
Right 2 Excl. Slip 630E 2.00 0.546~ 4.00 2.00
East: WB C.R. 48
Left 1' Dominant 199 2.00
Thru 1 Dominant 199 2.00
Right 1 Dominant 199 2.00
0.209~ 3.73 1.93
0.209% 3.73 1.93
0.209~ 3.73 1.93
North: SB sound Road 4.03 2.37
Left 1 Dominant 941 2.00 0.724~
941 2.00 0.724~ 4.03 2.37
2.37
Thru 1 Dominan~ 941 2.00 0.7~!~ .... !_~ ............
Right 1 Dominan '
E Exitin~ flow for slip lanetraffic
~ ,'Extra bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%SAT
Table S.3 - iNTERSECTION pARAMETERS _--
---intersection Level of SerVmc~ = ~
Worst movement Level of Service 14.4
Average intersection delay (s) =
Largest average movement delay (s) =
Largest back of queue, 95% (m)
performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes (veh/h)
Total vehicle flow (veh/h)
Total person flow (pers/h)
Total vehicle delay (veh-h/h)
Total person delay (pers-h/h) =
Total effective vehicle stops (veh/h) =
Total effective person stops (pers/h)
Total cost (USS/h)
Total fuel {L/h)
Total CO2 (kg/h)
17.6
64
42.01
0.611
39
5923
2158
2590
8.63
10.36
1611
1933
318.49
158.5
394.74
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%SAT
Table S.6 - iNTERSECTION pERFORMANCE
Total Total Aver. prop. Eff. perf- Aver.
Flow Delay Delay Queued Stop Index Speed
Rate (km/h)
(veh/h) (veh-h/h) (sec)
iNTERSECTION: 45.4
2158 8.63 14.4 0.618 0.75 42.01
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION-***
Roundabout
* 10@i%SAT
Table S.7 - LANE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1 626 1024 0.611 16.7 0.85 7.5 64
2 R 2 202 1235 0.163 11.4 0.64 1.3 11
South: NB N.Y.S. Route 25
1 LT 3 181 692 0.261 16.1 0.82 1.7 14
2 R 4 311 906 0.343 10.5 0.75 2.7 23
Bast: WB C.R. 48
1 LTR 5 793 1527 0.519 14.3 0.67 4.4 37
North: SB Sound Road
1 LTR 6 45 538 0.084 17.6 0.79 0.5 5
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@I%SAT
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUPS~L~RY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 LT 626 1024 100 0.611' 16.7 0.85 7.5 11.72
2 R 202 1235 100 0.164 11.4 0.64 1.3 2.81
South: NB N.Y.S. Route 25
3 LT 181 692 100 0.262 16.1 0.82 1.7 3.18
4 R 311 906 100 0.343 10.5 0.75 2.7 4.61
East: WB C.R. 48
5 LTR 793 1527 100 0.519 14.3 0.67 4.4 18.76
North: SB Sound Road
6~LT~ 45 538 100 0.084 17.6 0.79 0.5 0.91
*Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
............................ CO NOX C02 Lead
Mov Fuel Cost
Total Total Total Total Total Total Total
INTERSECTION: 158.5 318.49 0.506 22.43 0.846 394.7 0.00000
* 10@i%SAT
pARAMETERS USED IN COST CALCLrLJkTIONS
Pump price of fuel (uSS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (usS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* iO@i%SAT
Table S. 14 - SUMMARY OF INPUT AND OUTPUT DATA ...................
Lane Arrival Flow (veh/h) Ad3 . Eff Grn Deg Aver. 95% Shrt
%HV Basic (secs) Sat Delay Queue Lane
No. - ................... (sec) (m) (m)
Satf. 1st 2nd x
L T R Tot
West: EB C.R. 48 0.611 16.7 64
1 LT 19 607 0 626 5
2 R 0 0 202 202 5 0.163 11.4 64
19 607 202 828 5 0.611 15.4 64
South: NB N.Y.S. Route 25
1 LT 171 10 0 181 6 0.261 16.1 23
0 0 311 311 5 0.343 10.5 23
ltl 10 311 492 5 0.343 12.5 23
East: WB C.R. 48
1 LTR 388 382 23 793 5 0.519 14.3 37
388 382 23 793 5 0.~519 14.3 37
North: SB Sound Road
1 LTR 23 11 11 45 7 0.084 17.6 5
23 11 11 45 7 0.084 17.6 5
ALL VEHICLES Tot % Max Aver. Max
Arv. HV X Delay Queue
2158 5 0.611 14.4 64
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 10@i%SAT
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. Typ Flow Cap- of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 LT 626 1024 0.611' 16.7 B
2 R 202 1235 0.164 11.4 B
828 2259 0.611 15.4 B
South: NB N.Y.S. Route 25
3 LT 181 692 0.262 16.1 B
4 R 311 906 0.343 10.5 B
492 1598 0.343 12.5 B
East: WB C.R. 48
5 LTR 793 1527 0.519 14.3 B
793 1527 0.519 14.3 B
North: SB Sound Road
6 LTR 45 538 0.084 17.6 B
45 538 0.084 17.6 B
ALL VEHICLES: 2158 5923 0.611 14.4 B
INTERSECTION: 2158 5923 0.611 14.4 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output
1-Lane Roundabout - 2013 Sat Peak Period
Traffic Flows
Delays and Levels of Service
1-Lane Roundabout - 2013 Sat Peak Period
Queue Lengths
v/c Ratios
2023 Traffic
Volumes
WHB\C R 48-9816800
File: Dividers wp
Akcelik & Associates Pty Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer Mo Cato Registered User No.
*** UNREGISTERED VERSION ***
Time and Date of Analysis 4:21 PM, Aug 16,2000
C.R. 48 at N.Y.S- Route 25 - AM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1
SIDRA US Highway Capacity Manual (1997)
Version
* 20@l%AM *
RUN iNFORMATION
* Basic Parameters:
intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRAUS Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S- Route 25 - AM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%AM *
Table R.1 - ROUNDABOUT GAP ACCEPTANCE pARAMETERS ....................
Circ/ Intra- Prop. Critical Follow
Turn Lane Lane Up
No. Type Exit Bunch Bunched Gap
Flow Headway Vehicles (s) Headway
(s)
(pcu/h) (s)
West: EB C.R. 48 2.34
Left 1 Dominant 218 2.00 0.261 4.50
Thru 1 Dominant 218 2.00 0.261 4.50 2.34
Right 2 Excl. Slip 177E 2.00 0.218 4.00 2.00
South: NB N.Y.S. Route 25
Left 1 Dominant 333 2.00 0.268~ 4.86 2.57
Thru 1 Dominant 333 2.00 0.268~ 4.86 2.57
Right 2 Excl. Slip 323E 2.00 0.260~ 4.00 2.00
East: WB C.R. 48
Left' 1 Dominant 73 2.00 0.033~ 3.64 1.85
Thru 1 Dominant 73 2.00 0.033# 3.64 1.85
Right 1 Dominant 73 2.00 0.033~ 3.64 1.85
North: SB Sound Road
Left 1 Dominant 450 2.00 0.45~ 4.70 2.54
Thru 1 Dominant 450 2.00 0.458# 4.70 2.54
Right 1 Dominant 450 2.00 0.458~ 4.70 2.54
E Exiting flow for slip lane traffic
# "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** IINREGISTEREDVERSION ***
Roundabout
* 20@1%AM *
Table S.3 - INTERSECTION pAi%AMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m) =
Performance Index =
Degree of saturation (highest) =
Practical Spare Capacity (lowest) =
Total vehicle capacity, all lanes (veh/h) =
Total vehicle flow (veh/h) =
Total person flow (pers/h) =
Total vehicle delay (veh-h/h)
Total person delay (pers-h/h)
Total effective vehicle stops (veh/h)
Total effective person stops (pers/h)
Total cost (USS/h)
Total fuel (L/h)
Total C02 (kg/h) =
B
B
12.1
13.4
15
19.37
0.235
262
7724
1140
1368
3.85
4.61
724
869
162.43
81.7
203.33
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@1%AM *
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (km/h)
INTERSECTION:
1140 3.85 12.1 0.333 0.64 19.37 47.1
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%AM *
Table S.7 - LANE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1 293 1248 0.235 13.4 0.66 1.7 15
2 R 2 153 1533 0.100 10.2 0.57 0.7 6
South: NB N.Y.S. Route 25
1 LT 3 64 950 0.067 13.3 0.68 0.4 3
2 R 4 149 1314 0.113 7.8 0.57 0.7 6
East: WB C.R. 48
1 LTR 5 404 1769 0.228 13.3 0.65 1.4 12
North: SB Sound Road
1 LTR 6 77 909 0.085 12.7 0.68 0.6 5
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%AM *
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf o
No. T!rp Flow Cap. util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 LT 293 1248 100 0.235* 13.4 0.66 1.7 4.29
2 R 153 1533 100 0.100 10.2 0.57 0.7 1.93
South: NB N.Y.S. Route 25
3 LT 64 950 100 0.067 13.3 0.68 0.4 0.96
149 1314 100 0.113 7.8 0.57 0.7 1.77
4 R
East: WB C.R. 48
5 LTR 404 1769 100 0.228 13.3 0.65 1.4 9.12
North: SB Sound Road
6 ~TR 77 909 100 0.085 12.7 0.68 0.6 1.30
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%AM *
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX CO2 Lead
No. Total Total Total Total Total Total Total
L/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 81.7 162.43 0.259 11.30 0.430 203.3 0.00000
PARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%AM *
Table S. 14 - SUMMARY OF INPUT AIqD OUTPUT DATA ---
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 11 282 0 293 5 0.235 13.4 15
0 0 153 153 5 0.100 10.2 15
2 R
0.235 12.3 15
11 282 153 446 5
South: NB N.Y.S. Route 25
1 LT 58 6 0 64 6 0.067 13.3 6
0.113 7.8 6
2 R 0 0 149 149 5
58 6 149 213 5 0.113 9.4 6
East: WB C.R. 48
1 LTR 162 231 11 404 5 0.228 13.3 12
162 231 11 404 5 ~ 0.228 13.3 12
North: SB Sound Road
1 LTR 41 15 21 77 5 0.085 12.7 5
41 15 21 77 5 0.085 12.7 5
ALL VEHICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
1140 5 0.235 12.1 15
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** LrNREGISTERED VERSION ***
Roundabout
* 20@1%~4 *
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/n) /h) (v/c) (sec)
West: EB C.R. 48
1 LT 293 1248 0.235* 13.4 B
2 R 153 1533 0.100 10.2 B
446 2781 0.235 12.3 B
South: NB N.Y.S. Route 25
3 LT 64 950 0.067 13.3 B
4 R 149 1314 0.113 7.8 A
213 2264 0.113 9.4 A
East: WB C.R. 48
5 LTR 404 1769 0.228 13.3 B
404 1769 0.228 13.3 B
North: SB Sound Road
6 LTR 77 909 0.085 12.7 B
77 909 0.085 12.7 B
ALL VEHICLES: 1140 7724 0.235 12.1 B
INTERSECTION: 1140 7724 0.235 12.1 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDP~A Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
1-Lane Roundabout - 2023 A.M. Peak Period
Traffic Flows
Delays and Levels of Service
1-Lane Roundabout - 2023 A.M. Peak Period
Queue Lengths
v/c Ratios
Akcelik & Associates Pty Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No.
*** UNREGISTERED VERSION ***
Time and Date of Analysis 4:22 PM, Aug 16,2000
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
SIDP~A US Highway Capacity Manual (1997) Version
* 20@l%PM *
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@1%PM *
Table R.1 - ROUNDABOUT GAP ACCEPTANCE pARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Dominant 283 2.00 0.325 4.61 2.42
Thru 1 Dominant 283 2.00 0.325 4.61 2.42
Right 2 Excl. Slip 269E 2.00 0.312 4.00 2.00
South: NB N.Y.S. Route 25
Left 1 Dominant 295 2.00 0.238# 4.74 2.50
Thru 1 Dominant 295 2.00 0.2385 4.74 2.50
Right 2 Excl. Slip 282E 2.00 0.226# 4.00 2.00
East: WB C.R. 48
Left i Dominant 198 2.00 0o184~ 3.73 1.93
Thru 1 Dominant 198 2.00 0.184~ 3.73 1.93
8 2 00 0 184~ 3.73 1.93
Right 1 Dominant 19 - · .......
North: SB Sound Road 2.32
Left 1 Dominant 1087 2.00 0.770~ 3.83
Thru 1 Dominant 1087 2.00 0.770~ 3.83 2.32
1087 2.00 0.770~ 3.83 2.32
Right 1 Dominant ~ ......
· lane traffic
E Exiting flow for slmp - ~r~ase or decrease in the amount
~ "Extra" bunching (i.e. a percennage ~ ....
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%PM *
Table S.3 - iNTERSECTION pAR3kMETERS
............................. ............... .........
intersection Level of Service B
Worst movement Level of Service
Average intersection delay (s) = 12.8
Largest average movement delay (s) = 19.2
= 49
Largest back of queue, 95% (m) 35.69
Performance Index 0.617
Degree of saturation (highest) 38
practical Spare Capacity (lowest)
Total vehicle capacity, all lanes (veh/h)
%
6843
Total vehicle flow (veh/h) = 1883
Total person flow (pers/h) = 2260
Total vehicle delay (veh-h/h) = 6.68
8.02
Total person delay (pers-h/h) 1237
Total effective vehicle stops (veh/h)
Total effective person stops (pers/h) 1485
302.22
Total cost (usS/h) = 152.0
Total fuel (L/h) = 378.49
Total C02 (kg/h)
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1 *** LrNREGISTERED VERSION ***
Roundabout
* 20@1%PM *
Table S.6 - iNTERSECTION PERFORMANCE
Total Total Aver. prop. Eff. perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(km/h)
(veh/h) (veh-h/h) (sec) Rate
iNTERSECTION:
1883 6.68 12.8 0.470 0.66 35.69 48.6
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%PM *
Table S.7 - LANE PERFORMANCE
................. Qu e u e
Arv
Flow Cap Deg. Aver. Elf- 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs} (m)
West: EB C.R. 48
1 LT 1 281 1103 0.255 13.9 0.69 1.9 16
2 R 2 146 1385 0.105 10.6 0.59 0.7 6
South: NB N.Y.S- Route 25
1 LT 3 185 1029 0.180 13.2 0.70 1.1 10
2 R 4 280 1356 0.207 7.7 0.57 1.4 12
East: WB C.R. 48
1 LTR 5 955 1547 0.617 14.0 0.67 5.8 49
North: SB Sound Road
1 LTR 6 36 424 0.085 19.2 0.82 0.5 5
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
Table S. 10 - MOVEMENT CAPACITY AND PERFORMANCE sUMMARY
Mov Mov Arv Total Lane Deg - Aver - Eff · 95% Perf.
No. TIP Flow Cap. util Satn Delay Stop Back of Index
Rate Queue
(veh (veh
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
281 1103 100 0.255 13.9 0.69 1.9 4.26
1 LT ~A~ 1385 100 0.105 10.6 0.59 0.7 1.90
2 R ~o
South: NB N.Y.S. Route 25
185 1029 100 0.180 13.2 0.70 1.1 2.79
3 LT 3.33
4 R 280 1356 100 0.206 7.7 0.57 1.4
East: WB C.R. 48955 1547 100 0.617' 14.0 0.67 5.8 22.63
5 LTR -
North: SB Sound Road
* 20@l%PM *
6 LTR 36 424 100 0.085 19.2 0.82 0.5 0.77
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%PM *
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX CO2 Lead
No. Total Total Total Total Total Total Total
L/h US$/h kg/h kg/h kg/h kg/h kg/h
pARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (uSS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S- Route 25 - PM
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@1%PM *
Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA
Lane Arrival Flow (veh/h) Ad]] Eff Grn Deg Aver 95% Shrt
No. _ ................... %HV Basmc (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 13 268 0 281 5 0.255 13.9 16
2 R 0 0 146 146 5 0.105 10.6 16
13 268 146 427 5 0.255 12.8 16
South: NB N.Y.S. Route 25
1 LT 173 12 0 185 5 0.180 13.2 12
0.207 7.7 12
2 R 0 0 280 280 5
.....................
173 12 280 465 5 0.207 9.9 12
East: WB C.R. 48
1 LTR 263 651 41 955 5 0.617 14.0 49
263 651 41 955 5 -0.617 14.0 49
..........................
North: SB Sound Road
1 LTR 14 7 15 36 8 0.085 19.2 5
0.085 19.2 5
14 7 15 36 8
ALL VEHICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
1883 5 0.617 12.8 49
Total flow period = 60 minutes- Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 1% growth, l-lane
intersection ID: 1 *** UNREGISTERED VERSION ***
Roundabout
* 20@l%PM *
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. TIP Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 LT 281 1103 0.255 13.9 B
2 R 146 1385 0.105 10.6 B
427 2488 0.255 12.8 B
South: NB N.Y.S. Route 25
3 LT 185 1029 0.180 13.2 B
4 R 280 1356 0.206 7.7 A
465 2385 0.206 9.9 A
East: WB C.R. 48
5 LTR 955 1547 0.617' 14.0 B
955 1547 0.617 14.0 B
North: SB Sound Road
6 LTR 36 424 0.085 19.2 B
36 424 0.085 19.2 B
ALL VEHICLES: 1883 6843 0.617 12.8 B
INTERSECTION: 1883 6843 0.617 12.8 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
End of aaSIDRA Output ---
1-Lane Roundabout - 2023 P.M. Peak Period
Traffic Flows
Delays and Levels of Service
1-Lane Roundabout - 2023 P.M. Peak Period
Queue Lengths
v/c Ratios
Akcelik & Associates Pty Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 4:57 PM, Aug 28,2000
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
SIDRA US Highway Capacity Manual (1997) Version
* 20@I%SAT
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@i%SAT
Table R.1 - ROUNDABOUT GAP ACCEPTANCE pARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Dominant 466 2.00 0.477 3.76 2.03
Thru 1 Dominant 466 2.00 0.477 3.76 2.03
Right 2 Subdominant 466 2.00 0.477 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 718 2.00 0.594~ 4.41 2.50
Thru 1 Subdominant 718 2.00 0.594~ 4.41 2.50
Right 2 Dominant 718 2.00 0.594~ 4.00U 2.00U
East: WB C.R. 48
Left '1 Dominant 220 2.00 0.236~ 3.74 1.94
Thru 1 Dominant 220 2.00 0.236# 3.74 1.94
Right 1 Dominant 220 2.00 0.236# 3.74 1.94
North: SB Sound Road
Left 1 Dominant 1039 2.00 0.759# 3.89 2.33
Thru 1 Dominant 1039 2.00 0.759~ 3.89 2.33
Right 1 Dominant 1039 2.00 0.759# 3.89 2.33
U User specified critical gap or follow-up headway for an entry stream
# "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@I%SAT
Table S.3 - INTERSECTION PARAMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pers/h)
vehicle delay (veh-h/h)
person delay (pers-h/h)
effective vehicle stops
effective person stops
cost (USS/h)
fuel (L/h)
c02 (kg/h)
(veh/h)
(veh/h)
(pers/h)
B
B
15.1
19.2
61
55.71
0.596
43
5655
2445
2934
10.28
12.34
1890
2268
452.53
222.3
553.58
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@i%SAT
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (km/h)
INTERSECTION:
2445 10.28 15.1 0.667 0.77 55.71 48.3
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@i%SAT
Table S.7 - LANE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ......... ~- Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1 692 1161 0.596 16.1 0.82 7.2 61
2 R 2 247 1154 0.214 11.7 0.69 1.7 14
South: NB N.Y.S. Route 25
1 LT 3 200 610 0.328 17.0 0.87 2.0 17
2 R 3, 380 783 0.486 15.3 0.90 4.4 35
4
East: WB C.Ro 48
1 LTR 5 876 1483 0.591 14.6 0.68 5.3 45
North: SB Sound Road
1 LTR 6 50 465 0.108 19.2 0.83 0.7 6
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@l%SAT
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. Util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 LT 692 1161 100 0.596* 16.1 0.82 7.2 12.37
2 R 247 1154 100 0.214 11.7 0.69 1.7 6.37
South: NB N.Y.S. Route 25
3 LT 200 610 68 0.328 17.0 0.87 2.0 3.69
4 R 380 783 100 0.485 15.3 0.90 4.4 11.21
East: WB C.R. 48
5 LTR 876 1483 100 0.591 14.6 0.68 5.3 21.01
North: SB Sound Road
6 LTR 50 465 100 0.108 19.2 0.83 0.7 1.07
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@i%SAT
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX CO2 Lead
No. Total Total Total Total Total Total Total
n/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 222.3 452.53 0.691 27.99 1.122 553.6 0.00000
pARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@l%SAT
Table S.14 - SUMMARY OF INPUT Ai~D OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 21 671 0 692 5 0.596 16.1 61
2 R 0 0 247 247 5 0.214 11.7 61
21 671 247 939 5 0.596 15.0 61
South: NB N.Y.S. Route 25
1 LT 189 11 0 200 5 0.328 17.0 35
2 R 0 0 380 380 5 0.486 15.3 35
189 11 380 580 5 0.486 15.9 35
East: WB C.R. 48
1 LTR 428 422 26 876 5 0.591 14.6 45
428 422 26 876 5 0.591 14.6 45
North: SB Sound Road
1 LTR 26 12 12 50 6 0.108 19.2 6
26 12 12 50 6 0.108 19.2 6
ALL VEHICLES Tot % Max Aver. Max
Arr. HA; X Delay Queue
2445 5 0.596 15.1 61
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 1% growth, l-lane
Intersection ID: 1
Roundabout
* 20@l%SAT
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 LT 692 1161 0.596* 16.1 B
2 R 247 1154 0.214 11.7 B
939 2315 0.596 15.0 B
South: NB N.Y.S. Route 25
3 LT 200 610 0.328 17.0 B
4 R 380 783 0.485 15.3 B
580 1393 0.485 15.9 B
East: WB C.R. 48
5 LTR 876 1483 0.591 14.6 B
876 1483 0.591 14.6 B
North: SB Sound Road
6 LTR 50 465 0.108 19.2 B
50 465 0.108 19.2 B
ALL VEHICLES: 2445 5655 0.596 15.1 B
INTERSECTION: 2445 5655 0.596 15.1 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
1-Lane Roundabout - 2023 Sat Peak Period
Traffic Flows
Delays and Levels of Service
1-Lane Roundabout - 2023 Sat Peak Period
Queue Lengths
v/c Ratios
Two-Lane Roundabout Design
for 2.5% Growth
WHB\C R 48-9816800
File: Dividers wp
Figures for 2-Lane Roundabout
Roundabout Geometry
Movement Descriptions
2013 Traffic
Volumes
WHB\C.R 48-98168 00
File: Dividers wp
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 9:32 AM, Au~ 18,2000
C.R. 48 at N.Y.S. Route 25 - AM * 10@2_5~1
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
SIDRA US Highway Capacity Manual (1997) Version
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - ~4
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5-1
2-lane EB and WB approaches, no RTs
Table R.1 - ROUNDABOUT GAP ACCEPTANCE p~qAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Subdominant 245 2.00 0.288 4.06 2.48
Thru 1 Subdominant 245 2.00 0.288 4.06 2.48
2 Dominant 245 2.00 0.288 3.62 2.21
Right 2 Dominant 245 2.00 0.288 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 377 1.49 0.214~ 4.61 2.89
Thru 1 Subdominant 377 1.49 0.214~ 4.61 2.89
Hight 2 Dominant 377 1.49 0.214~ 4.00U 2.00U
East: WB C.R. 48
Left 1 Dominant 83 2.00 0.041# 3.09 1.83
Thru 1 Dominant 83 2.00 0.041# 3.09 1.83
2 Subdominant 83 2.00 0.041# 3.91 2.32
Right 2 Subdominant 83 2.00 0.041# 3.91 2.32
North: SB Sound Road
Left 1 Dominant 506 1.38 0.377# 4.14 2.66
Thru i Dominant 506 1.38 0.377# 4.14 2.66
Right 1 Dominant 506 1.38 0.377# 4.14 2.66
U User specified critical gap or follow-up headway for an entry stream
# "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 -
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
Roundabout
* 10@2 5-1
no RTs
Table S.3 - INTERSECTION PARAMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes (veh/h)
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pers/h)
vehicle delay (veh-h/h)
person delay (pers-h/h)
effective vehicle stops (veh/h)
effective person stops (pers/h)
cost (USS/h)
fuel (L/h)
C02 (kg/h)
= B
= B
12.0
13.5
12
21.79
0.194
339
8875
1282
1538
4.27
5.12
821
986
= 183.60
= 91.9
= 228.91
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
2-lane EB and WB approaches,
* 10@2 5~1
no RTs
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (kin/h)
INTERSECTION:
1282 4.27 12.0 0.323 0.64 21.79 47.4
C.R. 48 at N.Y.S. Route 25 -
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5~1
2-lane EB and WB approaches, no RTs
Table S.7 - IJ~NE PERFOP34ANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
NO. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1, 229 1184 0.194 12.7 0.65 1.2 10
2
2 TR 2, 274 1414 0.194 11.9 0.63 1.4 12
3
South: NB N.Y.S. Route 25
1 LT 78 72 849 0.085 12.6 0.69 0.4 3
2 R 9 168 1263 0.133 9.0 0.64 0.8 7
East: WB C.R. 48
1 LT 4, 255 1832 0.139 13.5 0.63 0.7 6
5
2 TR 5, 198 1426 0.139 11.8 0.61 0.7 6
6
North: SB Sound Road
1 LTR 10 86 908 0.095 11.6 0.69 0.5 4
C.R. 48 at N.Y.S. Route 25 - AM * 10@2 5~1
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.10 - MOVEMENT CAPACITY ~ PERFORMANCE SUMM3LRY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. Util Satn Delay Stop Back of Index
(veh (yah Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 L 12 62 100 0.194' 12.7 0.67 1.2 0.18
2 T 319 1647 100 0.194' 12.5 0.64 1.4 4.54
3 R 172 888 100 0.194' 11.9 0.63 1.4 2.33
South: NB N.Y.S. Route 25
78 LT 72 849 100 0.085 12.6 0.69 0.4 1.09
9 R 168 1263 100 0.133 9.0 0.64 0.8 2.09
East: WB C.R. 48
4 L 182 1309 100 0.139 13.5 0.'65 0.7 4.17
5 T 259 1863 100 0.139 12.3 0.61 0.7 5.71
6 R 12 86 100 0.140 11.8 0.62 0.7 0.26
North: SB Sound Road
10 LTR 86 908 100 0.095 11.6 0.69 0.5 1.41
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
Roundabout
* 10@2 5~1
no RTs
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX CO2 Lead
No. Total Total Total Total Total Total Total
L/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 91.9 183.60 0.289 12.42 0.477 228.9 0.00000
pARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.4O
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - AM * 10@2_5~1
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 12 217 0 229 5 0.194 12.7 12
2 TR 0 102 172 274 5 0.194 11.9 12
12 319 172 503 5 0.194 12.3 12
South: NB N.Y.S. Route 25
1 LT 65 7 0 72 6 0.085 12.6 7
2 R 0 0 168 168 5 0.133 9.0 7
65 7 168 240 5 0.133 10.1 7
East: WB C.R. 48
1 LT 182 73 0 255 5 0.139 13.5 6
2 TR 0 186 12 198 5 0.139 11.8 6
182 259 12 453 5 0.139 12.8 6
North: SB Sound Road
1 LTR 46 17 23 86 5 0.095 11.6 4
46 17 23 86 5 0.095 11.6 4
ALL VEHICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
1282 5 0.194 12.0 12
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of c/ueue.
C.R. 48 at N.Y.S. Route 25 - A/M
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
Roundabout
* 10@2 5-1
no RTs
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 L 12 62 0.194' 12.7 B
2 T 319 1647 0.194' 12.5 B
3 R 172 888 0.194' 11.9 B
503 2597 0.194 12.3 B
South: NB N.Y.S. Route 25
78 LT 72 849 0.085 12.6 B
9 R 168 1263 0.133 9.0 A
240 2112 0.133 10.1 B
East: WB C.R. 48
4 L 182 1309 0.139 13.5 B
5 T 259 1863 0.139 12.3 B
6 R 12 86 0.140 11.8 B
453 3258 0.~40 12.8 B
North: SB Sound Road
10 LTR 86 908 0.095 11.6 B
86 908 0.095 11.6 B
ALL VEHICLES: 1282 8875 0.194 12.0 B
INTERSECTION: 1282 8875 0.194 12.0 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
2-Lane Roundabout - 2013 A.M. Peak Period
Traffic Flows
Delays and Levels of Service
2-Lane Roundabout - 2013 A.M. Peak Period
Queue Lengths
v/c Ratios
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 9:35 ~M, Aug 18,2000
C.R. 48 at N.Y.S. Route 25 - PM * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
SIDRA US Highway Capacity Manual (1997) Version
RUN iNFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
* 10@2 5~2
C.R. 48 at N.Y.S. Route 25 - PM --
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table R.1 - ROUNDABOUT GAP ACCEPTANCE pARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Subdominant 320 2.00 0.359 4.03 2.49
Thru 1 Subdominant 320 2.00 0.359 4.03 2.49
2 Dominant 320 2.00 0.359 3.63 2.24
Right 2 Dominant 320 2.00 0.359 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 333 1.45 0.178~ 4.17 2.59
Thru 1 Subdominant 333 1.45 0.178~ 4.17 2.59
Right 2 Dominant 333 1.45 0.178~ 4.00U 2.00U
East: WB C.R. 48
Left 1 Dominant 223 2.00 0.205~ 3.19 1.94
Thru 1 Dominant 223 2.00 0.205~ 3.19 1.94
2 Subdominant 223 2.00 0.205# 3.88 2.36
Right 2 Subdominant 223 2.00 0.205# 3.88 2.36
North: SB Sound Road
Left 1 Dominant 1229 1.41 0.689~ 3.22 2.40
Thru 1 Dominant 1229 1.41 0.689~ 3.22 2.40
Right 1 Dominant 1229 1.41 0.689~ 3.22 2.40
U User specified critical gap or follow-up headway for an entry stream
# "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5-2
2-lane EB and WB approaches, no RTs
Table S.3 - INTERSECTION PARAMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pets/h)
vehicle delay (veh-h/h)
person delay (pers-h/h)
(veh/h)
effective vehicle stops (veh/h)
effective person stops (pets/h)
cost (usS/h)
fuel (L/h)
co2 (kg/h)
= B
B
12.3
14.2
21
39.71
0.387
120
8089
2127
2552
7.28
8.74
1412
1695
= 341.73
= 171.6
= 427.30
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5~2
2-lane EB and WB approaches, no RTs
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (kin/h)
INTERSECTION:
2127 7.28 12.3
0.404 0.66 39.71 49.1
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
Roundabout
* 10@2 5-2
no RTs
Table S.7 - LANE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1, 220 1089 0.202 13.2 0.67 1.2 10
2
2 TR 2, 262 1299 0.202 12.2 0.66 1.5 12
3
South: NB N.Y.S. Route 25
1 LT 78 209 1013 0.206 12.3 0.69 1.0 9
2 R 9 316 1304 0.242 9.0 0.65 1.6 14
East: WB C.R. 48
1 LT 4, 599 1556 0.385 13.6 0.66 2.4 21
5
2 TR 5, 480 1247 0.385 12.5 0.66 2.4 20
6
North: SB Sound Road
1 LTR 10 41 581 0.071 14.2 0.80 0.3 3
* 10@2 5~2
C.R. 48 at N.Y.S. Route 25 - PM --
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 L 14 69 100 0.203 13.2 0.70 1.2 0.22
2 T 303 1501 100 0.202 12.9 0.67 1.5 4.43
3 R 165 818 100 0.202 12.2 0.65 1.5 2.30
South: NB N.Y.S. Route 25
78 LT 209 1013 100 0.206 12.3 0.69 1.0 3.14
9 R 316 1304 100 0.242 9.0 0.65 1.6 3.97
East: WB C.R. 48
4 L 297 772 100 0.385 13.6 0~67 2.4 6.99
5 T 736 1912 100 0.385 12.9 0.65 2.4 16.88
6 R 46 119 100 0.387* 12.5 0.67 2.4 1.04
North: SB Sound Road
10 LTR 41 581 100 0.071 14.2 0.80 0.3 0.75
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - PM * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.12A - FUEL CONSUMPTION, EMISSIONS ~ COST - TOTAL
Mov Fuel Cost HC CO NOX C02 Lead
No. Total Total Total Total Total Total Total
n/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 171.6 341.73 0.530 21.68 0.877 427.3 0.00000
PARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (usS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - PM * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.14 - SUMMARY OF INPUT ~ OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. let 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 14 206 0 220 5 0.202 13.2 12
2 TR 0 97 165 262 5 0.202 12.2 12
14 303 165 482 5 0.202 12.7 12
South: NB N.Y.S. Route 25
1 LT 196 13 0 209 5 0.206 12.3 14
2 R 0 0 316 316 5 0.242 9.0 14
196 13 316 525 5 0.242 10.3 14
East: WB C.R. 48
1 LT 297 302 0 599 5 0.385 13.6 21
2 TR 0 434 46 480 5 0.385 12.5 21
297 736 46 1079 5 0.385 13.1 21
North: SB Sound Road
1 LTR 16 8 17 41 7 0.071 14.2 3
16 8 17 41 7 0.071 14.2 3
ALL VEHICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
2127 5 0.387 12.3 21
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or si~n-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 10 years at 2.5% ~rowth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5~2
2-lane EB and WB approaches, no RTs
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total De~. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 L 14 69 0.203 13.2 B
2 T 303 1501 0.202 12.9 B
3 R 165 818 0.202 12.2 B
482 2388 0.203 12.7 B
South: NB N.Y.S. Route 25
78 LT 209 1013 0.206 12.3 B
9 R 316 1304 0.242 9.0 A
525 2317 0.242 10.3 B
East: WB C.R. 48
4 L 297 772 0.385 13.6 ~ B
5 T 736 1912 0.385 12.9 B
6 R 46 119 0.387* 12.5 B
1079 2803 0.387 13.1 B
North: SB Sound Road
10 LTR 41 581 0.071 14.2 B
41 581 0.071 14.2 B
D~LL VEHICLES: 2127 8089 0.387 12.3 B
INTERSECTION: 2127 8089 0.387 12.3 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
2-Lane Roundabout - 2013 P.M. Peak Period
Traffic Flows
Delays and Levels of Service
2-Lane Roundabout - 2013 P.M. Peak Period
Queue Lengths
v/c Ratios
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 9:37 AM, Aug 18,2000
C.R. 48 at N.Y.S. Route 25 - Sat * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
SIDRAUS Highway Capacity Manual (1997) Version
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (BCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - Sat * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Dominant 526 2.00 0.518 3.39 2.19
Thru 1 Dominant 526 2.00 0.518 3.39 2.19
2 Subdominant 526 2.00 0.518 3.75 2.42
Right 2 Subdominant 526 2.00 0.518 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 809 1.43 0.497~ 3.74 2.56
Thru 1 Subdominant 809 1.43 0.497~ 3.74 2.56
Right 2 Dominant 809 1.43 0.497~ 4.00U 2.00U
East: WB C.R. 48
Left 1 Dominant 248 2.00 0.251# 3.33 2.03
Thru 1 Dominant 248 2.00 0.251~ 3.33 2.03
2 Subdominant 248 2.00 0.251# 3.91 2.39
Right 2 Subdominant 248 2.00 0.251# 3.91 2.39
North: SB Sound Road
Left 1 Dominant 1173 1.41 0.675~ 3.27 2.43
Thru 1 Dominant 1173 1.41 0.675# 3.27 2.43
Right 1 Dominant 1173 1.41 0.675# 3.27 2.43
U User specified critical gap or follow-up headway for an entry stream
"Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - Sat * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.3 - INTERSECTION P~=DgLMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes (veh/h)
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pers/h)
vehicle delay (veh-h/h)
person delay (pers-h/h)
effective vehicle stops (veh/h)
effective person stops (pers/h)
cost (USS/h)
fuel (L/h)
CO2 (kg/h)
= B
= B
= 14.1
= 14.8
= 39
= 52.10
0.491
73
6797
2688
3226
10.53
12.63
2089
2507
399.64
198.3
493.70
C.R. 48 at N.Y.S. Route 25 - Sat * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (km/h)
INTERSECTION:
2688 10.53 14.1 0.595 0.78 52.10 45.7
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5-2
2-lane EB and WB approaches, no RTs
Table S.7 - LJ~NE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1, 530 1079 0.491 14.8 0.78 4.3 36
2
2 TR 2, 502 1022 0.491 14.7 0.80 4.6 39
3
South: NB N.Y.S. Route 25
1 LT 78 225 674 0.334 14.6 0.85 1.6 14
2 R 9 387 797 0.485 12.9 0.96 4.0 34
East: WB C.R. 48
1 LT 4, 541 1432 0.378 14.7 0.67 2.4 20
5
2 TR 5, 448 1188 0.378 12.7 0.67 2.3 20
6
North: SB Sound Road
1 LTR 10 55 606 0.091 14.4 0.81 0.4 4
C.R. 48 at N.Y.S. Route 25 - Sat * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SU~9~ARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. Util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 L 23 47 100 0.489 14.8 0.80 4.3 0.40
2 T 757 1541 100 0.491' 14.7 0.80 4.6 12.74
3 R 252 513 100 0.491' 14.7 0.78 4.6 4.16
South: NB N.Y.S. Route 25
78 LT 225 674 100 0.334 14.6 0.85 1.6 3.88
9 R 387 797 100 0.486 12.9 0.96 4.0 6.61
East: WB C.R. 48
4 L 484 1282 100 0.378 14.7 0~.68 2.4 11.62
5 T 476 1261 100 0.377 12.9 0.66 2.4 11.02
6 R 29 77 100 0.377 12.7 0.67 2.3 0.66
North: SB Sound Road
10 LTR 55 606 100 0.091 14.4 0.81 0.4 1.02
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID:
Roundabout
* 10@2 5~2
no RTs
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX C02 Lead
No. Total Total Total Total Total Total Total
L/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 198.3 399.64 0.628 27.43 1.044 493.7 0.00000
PARAMETERS USED IN COST CALCUI~iTIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heav~; vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 10 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 10@2 5~2
2-lane EB and WB approaches, no RTs
Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 23 507 0 530 5 0.491 14.8 39
2 TR 0 250 252 502 5 0.491 14.7 39
23 757 252 1032 5 0.491 14.7 39
South: NB N.Y.S. Route 25
1 LT 213 12 0 225 5 0.334 14.6 34
2 R 0 0 387 387 5 0.485 12.9 34
213 12 387 612 5 0.485 13.5 34
East: WB C.R. 48
1 LT 484 57 0 541 5 0.378 14.7 20
2 TR 0 419 29 448 5 0.378 12.7 20
484 476 29 989 5 0.378 13.8 20
North: SB Sound Road
1 LTR 29 13 13 55 5 0.091 14.4 4
29 13 13 55 5 0.091 14.4 4
ALL VE~ICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
2688 5 0.491 14.1 39
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - Sat * 10@2_5~2
ETC + 10 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
NO. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 L 23 47 0.489 14.8 B
2 T 757 1541 0.491' 14.7 B
3 R 252 513 0.491' 14.7 B
1032 2101 0.491 14.7 B
South: NB N.Y.S. Route 25
78 LT 225 674 0.334 14.6 B
9 R 387 797 0.486 12.9 B
612 1471 0.486 13.5 B
East: WB C.R. 48
4 L 484 1282 0.378 14.7 B
5 T 476 1261 0.377 12.9 B
6 R 29 77 0.377 12.7 B
989 2620 0.378 13.8 B
North: SB Sound Road
10 LTR 55 606 0.091 14.4 B
55 606 0.091 14.4 B
ALL VEHICLES: 2688 6797 0.491 14.1 B
INTERSECTION: 2688 6797 0.491 14.1 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output
2-Lane Roundabout - 2013 Sat Peak Period
Traffic Flows
Delays and Levels of Service
2-Lane Roundabout - 2013 Sat Peak Period
Queue Lengths
v/c Ratios
2023 Traffic
Volumes
WHB\C R. 48-98168.00
File: Dividers.wp
Akcelik & Associates Pty Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, Office
Time and Date of Analysis 9:40 AM, Aug 18,2000
C.R. 48 at N.Y.S. Route 25 - AM * 20@2 5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
SIDRA US Highway Capacity Manual (1997) Version
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRA US Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - AM * 20@2 5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Subdominant 315 2.00 0.354 3.99 2.47
Thru 1 Subdominant 315 2.00 0.354 3.99 2.47
2 Dominant 315 2.00 0.354 3.56 2.20
Right 2 Dominant 315 2.00 0.354 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 482 1.50 0.299~ 4.47 2.85
Thru 1 Subdominant 482 1.50 0.299~ 4.47 2.85
Right 2 Dominant 482 1.50 0.299# 4.00U 2.00U
East~ WB C.R. 48
Left 1 Dominant 105 2.00 0.075~ 3.10 1.84
Thru 1 Dominant 105 2.00 0.075~ 3.10 1.84
2 Subdominant 105 2.00 0.075# 3.89 2.31
Right 2 Subdominant 105 2.00 0.075~ 3.89 2.31
.............................................. 2 ......................
North: SB Sound Road
Left 1 Dominant 649 1.38 0.457# 3.95 2.61
Thru .1 Dominant 649 1.38 0.457# 3.95 2.61
Right i Dominant 649 1.38 0.457# 3.95 2.61
U User specified critical gap or follow-up headway for an entry stream
# "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
Roundabout
* 20@2 5~1
no RTs
Table S.3 - INTERSECTION pAPJtMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes
(veh/h)
Total vehicle flow (veh/h)
Total person flow (pers/h)
Total vehicle delay (veh-h/h)
Total person delay (pers-h/h)
Total effective vehicle stops (veh/h)
Total effective person stops (pers/h)
Total cost (uSS/h)
Total fuel (L/h)
Total C02 (kg/h)
= B
= B
12.3
13.6
17
28.59
0.263
223
8421
1643
1972
= 5.63
= 6.75
= 1093
= 1311
= 236.58
= 118.3
= 294.47
C.R. 48 at N.Y.S. Route 25 - ~J~ * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (kin/h)
INTERSECTION:
1643 5.63 12.3 0.384 0.67 28.59 47.0
C.R. 48 at N.Y.S. Route 25 - D24 * 20@2_5-1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.7 - LANE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. NO. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1, 294 1124 0.262 13.2 0.68 1.7 15
2
2 TR 2, 350 1337 0.262 12.3 0.66 2.0 17
3
South: NB N.Y.S. Route 25
1 LT 78 91 788 0.115 13.1 0.73 0.5 5
2 R 9 215 1143 0.188 9.6 0.69 1.2 10
East: WB C.R. 48
1 LT 4, 326 1789 0.182 13.6 0.64 0.9 8
5
2 TR 5, 255 1398 0.182 11.9 0.61 0.9 8
6
North: SB Sound Road
1 LTR 10 112 840 0.133 12.2 0.74 0.7 6
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5~1
2-lane EB and WB approaches, no RTs
Table S.10 - MOVEMENT CAPACITY ~ PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. Util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 L 15 57 100 0.263* 13.2 0.70 1.7 0.23
2 T 408 1559 100 0.262 12.9 0.67 2.0 6.02
3 R 221 845 100 0.262 12.3 0.66 2.0 3.11
South: NB N.Y.S. Route 25
78 LT 91 788 100 0.115 13.1 0.73 0.5 1.43
9 R 215 1143 100 0.188 9.6 0.69 1.2 2.82
East: WB C.R. 48
4 L 234 1284 100 0.182 13.6 0-.65 0.9 5.39
5 T 332 1822 100 0.182 12.4 0.61 0.9 7.36
6 R 15 82 100 0.183 11.9 0.62 0.9 0.33
North: SB Sound Road
10 LTR 112 840 100 0.133 12.2 0.74 0.7 1.90
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - AM * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX CO2 Lead
No. Total Total Total Total Total Total Total
n/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 118.3 236.58 0.373 16.09 0.616 294.5 0.00000
PARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average Occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - AM * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.14 - SUMMARY OF INPUT AiqD OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 15 279 0 294 5 0.262 13.2 17
2 TR 0 129 221 350 5 0.262 12.3 17
15 408 221 644 5 0.262 12.7 17
South: NB N.Y.S. Route 25
1 LT 83 8 0 91 5 0.115 13.1 10
2 R 0 0 215 215 5 0.188 9.6 10
83 8 215 306 5 0.188 10.6 10
East: WB C.R. 48
1 LT 234 92 0 326 5 0.182 13.6 8
2 TR 0 240 15 255 5 0.182 11.9 8
234 332 15 581 5 0.182 12.8 8
North: SB Sound Road
1 LTR 59 22 31 112 5 0.133 12.2 6
59 22 31 112 5 0.133 12.2 6
ALL VEHICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
1643 5 0.263 12.3 17
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or si~n-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - AM
ETC + 20 years at 2.5% 9rowth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5-1
2-lane EB and WB approaches, no RTs
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total De9. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 L 15 57 0.263* 13.2 B
2 T 408 1559 0.262 12.9 B
3 R 221 845 0.262 12.3 B
644 2461 0.263 12.7 B
South: NB N.Y.S. Route 25
78 LT 91 788 0.115 13.1 B
9 R 215 1143 0.188 9.6 A
306 1931 0.188 10.6 B
East: WB C.R. 48
4 L 234 1284 0.182 13.6 ~B
5 T 332 1822 0.182 12.4 B
6 R 15 82 0.183 11.9 B
581 3188 0.183 12.8 B
North: SB Sound Road
10 LTR 112 840 0.133 12.2 B
112 840 0.133 12.2 B
A3~L VEHICLES: 1643 8421 0.263 12.3 B
IN~fERSECTION: 1643 8421 0.263 12.3 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDP~A Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
2-Lane Roundabout - 2023 A.M. Peak Period
Traffic Flows
Delays and Levels of Service
2-Lane Roundabout - 2023 A.M. Peak Period
Queue Lengths
v/c Ratios
Akcelik & Associates Pry Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 9:41 AM, Aug 18,2000
C.R. 48 at N.Y.S. Route 25 - PM * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
SIDRA US Highway Capacity Manual (1997) Version
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDRAUS Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
C.R. 48 at N.Y.S. Route 25 - PM * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table R.1 - ROUNDABOUT GAP ACCEPTANCE PARAMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway Vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Subdominant 409 2.00 0.433 3.93 2.48
Thru 1 Subdominant 409 2.00 0.433 3.93 2.48
2 Dominant 409 2.00 0.433 3.54 2.23
Right 2 Dominant 409 2.00 0.433 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 426 1.46 0.261~ 4.07 2.57
Thru 1 Subdominant 426 1.46 0.261# 4.07 2.57
Right 2 Dominant 426 1.46 0.261# 4.00U 2.00U
East: WB C.R. 48
Left 1 Dominant 286 2.00 0.274~ 3.18 1.96
Thru 1 Dominant 286 2.00 0.274~ 3.18 1.96
2 Subdominant 286 2.00 0.274~ 3.85 2.37
Right 2 Subdominant 286 2.00 0.274~ 3.85 2.37
North: SB Sound Road
Left i Dominant 1572 1.41 0.777# 3.04 2.27
Thru 1 Dominant 1572 1.41 0.777~ 3.04 2.27
Right 1 Dominant 1572 1.41 0.777~ 3.04 2.27
U User specified critical gap or follow-up headway for an entry stream
"Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - PM * 20@2_5-1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.3 - INTERSECTION pARAMETERS
Intersection Level of Service
Worst movement Level of Service
Average intersection delay (s)
Largest average movement delay (s)
Largest back of queue, 95% (m)
Performance Index
Degree of saturation (highest)
Practical Spare Capacity (lowest)
Total vehicle capacity, all lanes (veh/h)
Total
Total
Total
Total
Total
Total
Total
Total
Total
vehicle flow (veh/h)
person flow (pers/h)
vehicle delay (veh-h/h)
person delay (pers-h/h)
effective vehicle stops (veh/h)
effective person stops (pers/h)
cost (USS/h)
fuel (L/h)
CO2 (kg/h)
B
B
12.9
17.6
32
52.76
0.524
62
7399
2722
3266
9.78
11.74
1920
2304
440.98
220.8
549.87
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5~1
2-lane EB and WB approaches, no RTs
Table S.6 - INTERSECTION PERFORMANCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (km/h)
INTERSECTION:
2722 9.78 12.9 0.503 0.71 52.76 48.5
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5~1
2-lane EB and WB approaches, no RTs
Table S.7 - LANE PERFORMANCE
Arv Queue
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1, 283 1011 0.280 13.8 0.71 1.8 16
2
2 TR 2, 334 1194 0.280 12.9 0.70 2.2 19
3
South: NB N.Y.S. Route 25
1 LT 78 268 944 0.284 12.8 0.74 1.5 13
2 R 9 404 1193 0.339 9.6 0.71 2.4 21
East: WB C.R. 48
1 LT 4, 767 1464 0.524 14.0 0.68 3.8 32
5
2 TR 5, 614 1172 0.524 13.1 0.70 3.7 31
6
North: SB Sound Road
1 LTR 10 52 421 0.124 17.6 0.90 0.6 5
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
2-lane EB and WB approaches,
* 20@2 5~1
no RTs
Table S.10 - MOVEMENT CAPACITY AND PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Deg. Aver. Eff. 95% Perf.
No. Typ Flow Cap. Util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 L 19 68 100 0.279 13.8 0.73 1.8 0.31
2 T 387 1383 100 0.280 13.5 0.71 2.2 5.94
3 R 211 754 100 0.280 12.9 0.69 2.2 3.09
South: NB N.Y.S. Route 25
78 LT 268 944 100 0.284 12.8 0.74 1.5 4.19
9 R 404 1193 100 0.339 9.6 0.71 2.4 5.39
East: WB C.R. 48
4 L 380 725 100 0.524* 14.0 0~70 3.8 9.16
5 T 942 1798 100 0.524* 13.5 0.69 3.8 22.24
6 R 59 113 100 0.522 13.1 0.71 3.7 1.37
North: SB Sound Road
10 LTR 52 421 100 0.124 17.6 0.90 0.6 1.08
* Maximum degree of saturation
C.R. 48 at N.Y.S. Route 25 - PM * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.12A - FUEL CONSUMPTION, EMISSIONS AArD COST - TOTAL
Mov Fuel Cost HC CO NOX CO2 Lead
No. Total Total Total Total Total Total Total
L/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 220.8 440.98 0.684 28.22 1.135 549.9 0.00000
PARAMETERS USED IN COST CALCULATIONS
....................................
Pump price of fuel (USS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Heavy vehicle mass
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5~1
2-lane EB and WB approaches, no RTs
Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
No. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 19 264 0 283 5 0.280 13.8 19
2 TR 0 123 211 334 5 0.280 12.9 19
19 387 211 617 5 0.280 13.3 19
South: NB NoY.S. Route 25
1 LT 251 17 0 268 5 0.284 12.8 21
2 R 0 0 404 404 5 0.339 9.6 21
251 17 404 672 5 0.339 10.8 21
East: WB C.R. 48
1 LT 380 387 0 767 5 0°524 14.0 32
2 TR 0 555 59 614 5 0.524 13.1 32
380 942 59 1381 5 0.524 13.6 32
North: SB Sound Road
1 LTR 20 10 22 52 6 0.124 17.6 5
20 10 22 52 6 0.124 17.6 5
ALL VEHICLES Tot % Max Aver. Max
Arr. HV X Delay Queue
2722 5 0.524 12.9 32
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or si~n-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - PM
ETC + 20 years at 2.5% ~rowth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5~1
2-lane EB and WB approaches, no RTs
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. Typ Flow Cap. of Delay
(veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 L 19 68 0.279 13.8 B
2 T 387 1383 0.280 13.5 B
3 R 211 754 0.280 12.9 B
617 2205 0.280 13.3 B
South: NB N.Y.S. Route 25
78 LT 268 944 0.284 12.8 B
9 R 404 1193 0.339 9.6 A
672 2137 0.339 10.8 B
East: WB C.R. 48
4 L 380 725 0.524* 14.0 ~ B
5 T 942 1798 0.524* 13.5 B
6 R 59 113 0.522 13.1 B
1381 2636 0.524 13.6 B
North: SB Sound Road
10 LTR 52 421 0.124 17.6 B
52 421 0.124 17.6 B
~J~L VEHICLES: 2722 7399 0.524 12.9 B
INTERSECTION: 2722 7399 0.524 12.9 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
2-Lane Roundabout - 2023 P.M. Peak Period
Traffic Flows
Delays and Levels of Service
2-Lane Roundabout - 2023 P.M. Peak Period
Queue Lengths
v/c Ratios
Akcelik & Associates Pty Ltd - aaSIDRA 1.0
Dunn Engineering Associates
Jennifer M. Cato Registered User No. A0711
Licence Type: Professional, office
Time and Date of Analysis 9:44 AM, Aug 18,2000
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
SIDRAUS Highway Capacity Manual (1997) Version
* 20@2_5~1
no RTs
RUN INFORMATION
* Basic Parameters:
Intersection Type: Roundabout
Driving on the right-hand side of the road
aaSIDILAUS Highway Capacity Manual (1997) Version
Input data specified in Metric units
Default Values File No. 10
Peak flow period (for performance): 15 minutes
Unit time (for volumes): 60 minutes (Total Flow Period)
Delay definition: Control delay
Geometric delay included
Delay formula: Highway Capacity Manual
Level of Service based on: Delay (HCM)
Queue definition: Back of queue, 95th_Percentile
* 20@2 5-1
C.R. 48 at N.Y.S. Route 25 - Sat --
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table R.1 - ROUNDABOUT GAP ACCEPTANCE pAP~AMETERS
Turn Lane Lane Circ/ Intra- Prop. Critical Follow
No. Type Exit Bunch Bunched Gap Up
Flow Headway vehicles (s) Headway
(pcu/h) (s) (s)
West: EB C.R. 48
Left 1 Subdominant 673 2.00 0.607 3.65 2.43
Thru 1 Subdominant 673 2.00 0.607 3.65 2.43
2 Dominant 673 2.00 0.607 3.26 2.17
Right 2 Dominant 673 2.00 0.607 4.00U 2.00U
South: NB N.Y.S. Route 25
Left 1 Subdominant 1037 1.36 0.619~ 3.46 2.49
Thru 1 Subdominant 1037 1.36 0.619~ 3.46 2.49
Right 2 Dominant 1037 1.36 0.619~ 4.00U 2.00U
East': WB C.R. 48
Left 1 Dominant 318 2.00 0.330# 3.30 2.04
Thru 1 Dominant 318 2.00 0.330# 3.30 2.04
2 Subdominant 318 2.00 0.330# 3.87 2.39
Right 2 Subdominant 318 2.00 0.330# 3.87 2.39
North: SB Sound Road
Left 1 Dominant 1502 1.41 0.764# 3.08 2.30
Thru 1 Dominant 1502 1.41 0.764# 3.08 2.30
Right 1 Dominant 1502 1.41 0.764# 3.08 2.30
U User specified critical gap or follow-up headway for an entry stream
# "Extra" bunching (i.e. a percentage increase or decrease in the amount
of bunching in the flow entering the roundabout) specified by the user
has affected bunching in the circulating flow in front of this approach.
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches,
Intersection ID: 1
Roundabout
20@2 5-1
no RTs
Table S.3 - INTERSECTION pARAMETERS
Total
Total
Total
Total
Total
Total
Total
Total
Total
Total
Intersection Level of Service = B
Worst movement Level of Service = C
Average intersection delay (s) = 19.5
Largest average movement delay (s) = 25.3
Largest back of queue, 95% (m) = 130
Performance Index = 87.52
Degree of saturation (highest) = 0.846
Practical Spare Capacity (lowest) = 0
vehicle capacity, all lanes (veh/h) = 5750
vehicle flow (veh/h) = 3446
person flow (pers/h) = 4135
vehicle delay (veh-h/h) = 18.67
person delay (pers-h/h) 22.41
effective vehicle stops (veh/h) 3601
effective person stops (pers/h) 4321
cost (USS/h) 565.06
fuel (L/h) 270.1
CO2 (kg/h) 672.52
C.R. 48 at N.Y.S. Route 25 - Sat * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.6 - INTERSECTION PERFORMAINCE
Total Total Aver. Prop. Eff. Perf. Aver.
Flow Delay Delay Queued Stop Index Speed
(veh/h) (veh-h/h) (sec) Rate (km/h)
INTERSECTION:
3446 18.67 19.5 0.764 1.04 87.52 41.3
C.R. 48 at N.Y.S. Route 25 - Sat
ETC + 20 years at 2.5% growth, 2-lane,
Intersection ID: 1
Roundabout
* 20@2 5~1
2-lane EB and WB approaches, no RTs
Table S.7 - LANE PERFORMANCE
Arv Q u e u e
Flow Cap Deg. Aver. Eff. 95% Back Short
Lane Mov (veh (veh Satn Delay Stop ........... Lane
No. No. /h) /h) x (sec) Rate (vehs) (m) (m)
West: EB C.R. 48
1 LT 1, 616 805 0.765 23.1 1.18 13.1 111
2
2 TR 2, 709 926 0.765 22.6 1.17 15.4 130
3
South: NB N.Y.S. Route 25
1 LT 78 288 537 0.536 17.2 1.01 3.3 28
2 R 9 495 585 0.846 25.3 1.60 14.2 120
East: WB C.R. 48
1 LT 4, 693 1338 0.518 15.3 0.70 3.7 31
5
2 TR 5, 574 1109 0.518 13.4 0.71 3.6 31
6
North: SB Sound Road
1 LTR 10 71 450 0.158 17.4 0.89 0.8 7
C.R. 48 at N.Y.S. Route 25 - Sat * 20@2_5-1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.10 - MOVEMENT CAPACITY ~ PERFORMANCE SUMMARY
Mov Mov Arv Total Lane Dego Aver. Eff. 95% Perf.
NO. Typ Flow Cap. Util Satn Delay Stop Back of Index
(veh (veh Rate Queue
/h) /h) (%) x (sec) (veh)
West: EB C.R. 48
1 L 31 40 100 0.775 23.1 1.18 13.1 0.82
2 T 971 1268 100 0.766 22.9 1.18 15.4 25.22
3 R 323 422 100 0.765 22.6 1.16 15.4 8.23
Southi NB N.Y.S. Route 25
78 LT 288 537 100 0.536 17.2 1.01 3.3 5.83
9 R 495 585 100 0.846* 25.3 1.60 14.2 15.20
East: WB C.R. 48
4 L 619 1195 100 0.518 15.3 0.71 3.7 15.26
5 T 611 1180 100 0.518 13.6 0.71 3.7 14.62
6 R 37 71 100 0.521 13.4 0.71 3.6 0.87
North: SB Sound Road
10 LTR 71 450 100 0.158 17.4 0.89 0.8 1.48
* Maximum degree of saturation
* 20@2 5~1
C.R. 48 at N.Y.S. Route 25 - Sat --
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.12A - FUEL CONSUMPTION, EMISSIONS AND COST - TOTAL
Mov Fuel Cost HC CO NOX C02 Lead
No. Total Total Total Total Total Total Total
L/h US$/h kg/h kg/h kg/h kg/h kg/h
INTERSECTION: 270.1 565.06 0.875 38.28 1.422 672.5 0.00000
pARAMETERS USED IN COST CALCULATIONS
Pump price of fuel (uSS/L)
Fuel resource cost factor
Ratio of running cost to fuel cost
Average income (USS/h)
Time value factor
Average occupancy (persons/veh)
Light vehicle mass (kg)
Hearty vehicle mass (kg)
0.400
0.70
3.0
15.00
0.40
1.2
1360
9070
C.R. 48 at N.Y.S. Route 25 - Sat * 20@2_5~1
ETC + 20 years at 2.5% growth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.14 - SUMMARY OF INPUT AND OUTPUT DATA
Lane Arrival Flow (veh/h) Adj. Eff Grn Deg Aver. 95% Shrt
NO. _ ................... %HV Basic (secs) Sat Delay Queue Lane
L T R Tot Satf. 1st 2nd x (sec) (m) (m)
West: EB C.R. 48
1 LT 31 585 0 616 5 0.765 23.1 130
2 TR 0 386 323 709 5 0.765 22.6 130
31 971 323 1325 5 0.765 22.8 130
South: NB N.Y.S. Route 25
1 LT 273 15 0 288 5 0.536 17.2 120
2 R 0 0 495 495 5 0.846 25.3 120
273 15 495 783 5 0.846 22.3 120
East: WB C.R. 48
1 LT 619 74 0 693 5 0.518 15.3 31
2 TR 0 537 37 574 5 0.518 13.4 31
619 611 37 1267 5 0.518 14.4 31
North: SB Sound Road
1 LTR 37 17 17 71 6 0.158 17.4 7
37 17 17 71 6 0.158 17.4 7
ALL VEHICLES Tot % Max Aver. Max
Arr. ~V X Delay Queue
3446 5 0.846 19.5 130
Total flow period = 60 minutes. Peak flow period = 15 minutes.
Note: Basic Saturation Flows are not adjusted at roundabouts or sign-
controlled intersections and apply only to continuous lanes.
Values printed in this table are back of queue.
C.R. 48 at N.Y.S. Route 25 - Sat * 20@2_5~1
ETC + 20 years at 2.5% ~rowth, 2-lane, 2-lane EB and WB approaches, no RTs
Intersection ID: 1
Roundabout
Table S.15 - CAPACITY AND LEVEL OF SERVICE (HCM STYLE)
Mov Mov Total Total Deg. Aver. LOS
No. Typ Flow Cap. of Delay
{veh (veh Satn
/h) /h) (v/c) (sec)
West: EB C.R. 48
1 L 31 40 0.775 23.1 C
2 T 971 1268 0.766 22.9 C
3 R 323 422 0.765 22.6 C
1325 1730 0.775 22.8 C
South: NB N.Y.S. Route 25
78 LT 288 537 0.536 17.2 B
9 R 495 585 0.846* 25.3 C
783 1122 0.846 22.3 C
East: WB C.R. 48
4 L 619 1195 0.518 15.3 - B
5 T 611 1180 0.518 13.6 B
6 R 37 71 0.521 13.4 B
1267 2446 0.521 14.4 B
North: SB Sound Road
10 LTR 71 450 0.158 17.4 B
71 450 0.158 17.4 B
ALL VEHICLES: 3446 5750 0.846 19.5 B
INTERSECTION: 3446 5750 0.846 19.5 B
Level of Service calculations are based on
average control delay including geometric delay (HCM criteria),
independent of the current delay definition used.
For the criteria, refer to the "Level of Service" topic in the
aaSIDRA Output Guide or the Output section of the on-line help.
* Maximum v/c ratio, or critical green periods
--- End of aaSIDRA Output ---
2-Lane Roundabout - 2023 Sat Peak Period
Traffic Flows
Delays and Levels of Service
2-Lane Roundabout - 2023 Sat Peak Period
Queue Lengths
v/cRatios
Roundabout Flow Rates
WHB\C.R. 48-98168 00
File: Dividers wp
One-Lane
Roundabout Design
at 1% Growth
WHB\C.R. 48-98168.00
File: Dividers wp
Flow Rates: 1-Lane Roundabout
based on ETC + lO-year volumes at 1% growth
A.M. Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
280 5168 0.827 3 18.3 0.91 19.1 67.7 453.4
281 5152 0.832 2 18.4 0.91 19.5 68.4 456.6
282 5138 0.835 2 18.5 0.92 19.8 69.1 459.3
283 5121 0.840 1 18.7 0.92 20.3 69.8 462.3
284 5106 0.844 1 18.8 0.93 20.6 70.4 465.0
285 5091 0.849 0 19.0 0.93 21.0 71.1 467.9
286 5077 0.854 0 19.1 0.94 21.5 71.9 471.3
287 5062 0.861 -1 19.4 0.94 22.1 72.7 474.8
288 5048 0.866 -2 19.5 0.95 22.6 73.4 477.8
289 5031 0.870 -2 19.7 0.96 23.0 74.3 481.4
290 5017 0.875 -3 19.9 0.96 23.6 75.1 484.6
P.M. Peak Volumes
Table v.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
140 6127 0.840 1 14.8 0.74 15.2 51.0 390.5
141 6103 0.849 0 14.9 0.74 16.0 51.8 394.5
142 6079 0.856 -1 15.1 0.75 16,6 52.6 398.3
143 6055 0.864 -2 15.2 0,75 17.3 53.3 402.1
144 6027 0.872 -3 15.4 0.76 18.2 54.3 406.6
145 6002 0.881 -3 15.6 0.77 19.1 55.2 411.4
146 5979 0.887 -4 15.8 0.77 19.9 56.1 415.3
147 5951 0.896 -5 16.1 0.78 20.9 57.2 420.4
148 5926 0.907 -6 16.4 0,79 22.3 58,6 426.9
149 5903 0.914 -7 16.7 0.80 23.3 59.6 431.4
150 5879 0.922 -8 17.0 0.81 24.6 61.0 437.8
Saturday Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
129
130
+ 24% fl0w
~ 21.3 years
1% compounded growth
Design Life g ETC+10+21.3 years
Design Life ~ ETC + 3 ! years
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
120 5148 0.808 5 17.4 0.87 17.2 58.6 403.0
121 5112 0.819 4 17.6 0.88 18.0 59.9 408.7
122 5076 0.830 2 17.9 0.90 18.9 61.3 415.0
123 5040 0.840 1 18.2 0.91 19.7 62.6 420.3
124 5001 0.852 0 18.6 0.92 20.8 64.1 426.9
125 4966 0.863 -2 19.0 0.94 21.9 65.7 433.5
126 4930 0.875 -3 19.4 0.95 23.0 67.4 440.2
127 4894 0.886 -4 19.9 0.97 24.2 69.3 447.4
128 4860 0.897 -5 20.4 0.99 25.5 71.1 454.7
4826 0.909 -6 21.0 1.00 26.8 73.1 462.2
4791 0.921 -8 21.6 1.02 28.3 75.2 470.4
One-Lane
Roundabout Design
at 2.5% Growth
WHB\C R 48-98168.00
File: Dividers wp
Flow Rates: 1-Lane Roundabout
based on ETC + lO-year volumes at 2.5% growth
A.M. Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
220 5247 0.803 6 17.6 0.88 17.2 64.4 438.8
221 5227 0.808 5 17.7 0.89 17.6 65.2 442.5
222 5208 0.814 4 17.9 0.89 18.0 65.9 445.6
223 5189 0.821 4 18.0 0.90 18.6 66.7 449.2
224 5171 0.827 3 18.2 0.90 19.1 67.6 452.7
225 5153 0.832 2 18.4 0.91 19.6 68.3 456.0
226 5133 0.838 1 18.6 0.92 20.0 69.2 459.8
227 5114 0.844 1 18.7 0.92 20.5 70.0 463.2
228 5094 0.849 0 18.9 0.93 21.0 70.9 467.1
229 5076 0.856 -1 19.2 0.94 21.7 71.8 470.7
230 5058 0.863 -1 19.4 0.94 22.3 72.7 474.7
P.M. Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
110 6199 0.817 4 14.4 0.72 13.4 48.9 380.1
111 6167 0.827 3 14.5 0.73 14.2 49.8 384.3
112 6137 0.838 1 14.7 0.73 15.0 50.7 388.9
113 6107 0.848 0 14.9 0.74 15.9 51.7 393.8
114 6077 0.858 -1 15.1 0.75 16.8 52.6 398.8
115 6047 0.867 -2 15.3 0.75 17.6 53.6 403.4
116 6012 0.878 -3 15.5 0.76 18.8 54.9 409.6
117 5983 0.887 -4 15.8 0.77 19.8 56.0 415.0
118 5950 0.898 -5 16.1 0.78 21.2 57.5 421.9
119 5920 0.909 -7 16.5 0.80 22.7 58.9 428.6
120 5890 0.919 -8 16.9 0.81 24.1 60.3 435.0
Saturday Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow
Scale
(%)
9O
91
92
93
94
95
96
97
98
/ ~ 99
100
- i% flow
-- -- ~ -O.lyear
2.5% compounded growth
DesignLife ~ ETC +10- 0.1years
Design Li£e ~ ETC + lO years
Total Intersn Prac. Aver. Stop Longest Perf. Cost
Veh. Deg. of Spare Delay Rate Queue Index Total
Cap. Satn Cap. (sec) (veh) US$/h
5447 0.727 17 15.8 0.81 12.3 50.8 366.1
5397 0.739 15 16.0 0.82 12.9 51.9 371.5
5346 0.753 13 16.2 0.83 13.7 53.1 377.2
5297 0.765 11 16.5 0.84 14.4 54.4 383.7
5249 0.779 9 16.7 0.85 15.2 55.8 389.8
5204 0.792 7 17.0 0.86 16.0 57.0 395.9
5158 0.803 6 17.3 0.87 16.9 58.4 401.9
5113 0.818 4 17.6 0.88 18.0 60.0 409.3
5068 0.831 2 18.0 0.90 19.0 61.6 416.0
5021 0.846 1 18.4 0.91 20.2 63.3 423.6
4975 0.860 -1 18.9 0.93 21.6 65.3 431.7
Two-Lane
Roundabout Design
at 2.5% Growth
WHB\C R. 48-98168.00
File: Dividers wp
Flow Rates: 2-Lane Roundabout
based on ETC + lO-year volumes at 2.5% growth
A.M. Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
275 6187 0.806 5 19.5 1.02 17.2 89.0 573.3
276 6172 0.814 4 19.7 1.03 17.6 90.0 577.3
277 6157 0.822 3 19.9 1.04 18.0 91.2 582.4
278 6143 0.829 2 20.1 1.05 18.3 92.2 586.4
279 6128 0.836 2 20.3 1.06 18.8 93.2 590.5
280 6112 0.847 0 20.6 1.07 19.2 94.6 596.0
281 6096 0.854 0 20.9 1.08 19.8 95.9 601.1
282 6082 0.862 -1 21.1 1.08 20.0 96.9 605.7
283 6067 0.869 -2 21.3 1.09 20.4 98.1 610.4
284 6053 0.875 -3 21.6 1.10 20.9 99.3 615.1
285 6101 0.904 -6 21.5 1.09 19.9 98.8 615.3
P.M. Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) US$/h
180 6251 0.830 2 16.6 0.89 13.8 90.1 646.4
181 6126 0.838 1 17.0 0.91 14.2 92.0 653.4
182 6102 0.842 1 17.2 0.91 14.7 93.4 659.2
183 6078 0.848 0 17.4 0.92 15.1 94.8 665.0
184 6054 0.857 -1 17.6 0.93 15.7 96.2 671.2
185 6029 0.862 -1 17.9 0.94 16.2 97.8 677.9
186 6024 0.868 -2 17.9 0.95 16.8 98.5 681.4
187 5999 0.878 -3 18.1 0.96 17.5 100.2 688.5
188 6030 0.987 -14 19.2 0.97 18.1 103.7 703.8
189 6001 1.068 -20 20.5 0.99 18.8 107.2 721.1
190 5981 1.147 -26 21.3 1.00 19.5 109.9 733.6
Saturday Peak Volumes
Table V.22 - INTERSECTION SUMMARY FOR VARIABLE FLOW SCALE
Flow Total Intersn Prac. Aver. Stop Longest Perf. Cost
Scale Veh. Deg. of Spare Delay Rate Queue Index Total
(%) Cap. Satn Cap. (sec) (veh) uS$/h
120 6045 0.718 18 17.0 0.93 10.8 73.3 503.9
121 6008 0.734 16 17.2 0.94 11.3 74.7 510.0
122 5986 0.751 13 17.5 0.96 11.8 76.4 517.7
123 5936 0.764 11 17.7 0.97 12.2 77.8 524.0
124 5947 0.788 8 17.9 0.97 11.8 78.8 529.6
125 5910 0.805 6 18.2 0.99 12.6 80.5 536.5
126 5828 0.810 5 18.7 1.01 14.0 83.1 546.6
127 5790 0.830 2 19.0 1.03 14.6 85.1 555.1
~ 128 5756 0.846 0 19.5 1.04 15.2 87.2 563.8
/ 129 5721 0.860 -1 19.9 1.06 16.0 89.4 573.0
130 5686 0.878 -3 20.4 1.08 16.7 91.8 582.5
+ 28% flow
~ c~rowth ~ 9.9 years
Design Life ~ ETC + ! 0 + 9.9 years
Design Life ~ ETC + 20 years
Signalized HCS Analyses
WHB\C R. 48-9816800
File: Dividers wp
1% Growth
WHB\C.R. 48-98168.00
File: Dividers.wp
HCS: Signalized Intersections Release 3.1c
Inter: CR 48 @ NYS
~nalyst: DEA/jmc
~]ate: 8/24/00
E/W St: CR 48
Route 25
City/St: Southold, NY
Proj #: 98168
Period: AM 2013 @ 1%
N/S St: NYS Route 25
70. Lanes
~GConfig
yolume
~,ane Width
_~TOR Vol
Eastbound
L T R
L T R
1 1 1 0
R L T
113 143 194
10.0 10.0 12.0
0
SIGNALIZED INTERSECTION SUMMARY
Westbound Northbound
L T R
0
1 0
L
75
14.0
0 1
T
296
12.0
Southbound
L T R
0 0 0
~]uration 1.00
Phase Combination 1
KB Left
Thru
Right
Peds
'%~ Left A
Thru P
Right
Peds
~B Right
~B Right
_~reen
'ellow
_~11 Red
Cycle Length:
Area Type: Ail other areas
Signal Operations
2 3 4
NB Left
P Thru
P Right
Peds
P SB Left
P Thru
Right
Peds
EB Right
WB Right
5 6 7 8
A
P
4.0 53.0 8.0
3.0 3.0 3.0
2.0 2.0 2.0
80.0 secs
Intersection Performance Summar~
~pr/ Lane Adj Sat
Lane Group Flow Rate
~rp Capacity (s)
Ratios Lane Group
v/c g/C Delay LOS
Approach
Delay LOS
Eastbound
~ 1283
~ 1262
Westbound
~, 736
1496
~orthbound
217
~outhbound
1900 0.28 0.675 5.8
1507 0.11 0.837 1.3
0.24 0.787 2.6
1900 0.16 0.788 2.3
1925 0.42 0.112 34.4
A 4.5 A
A
A
A 2.4 A
C
34.4 C
Intersection Delay = 6.4 (sec/veh) Intersection LOS = A
HCS: Signalized Intersections Release 3.1c
~ennifer M. Cato
· unn Engineering Associates
~6 Main Street
~esthampton Beach, NY 11978
~hone: (516) 288-2480
E-Mail: dea@northeast.net
Fax:
OPERATIONAL ANALYSIS
(516)
288-2544
~ntersection:
City/State:
nalyst:
~roject No:
Time Period Analyzed:
--ate:
_asr/West Street Name:
North/South Street Name:
CR 48 @ NYS Route 25
Southold, NY
DEA/jmc
98168
AM 2013 @ 1%
8/24/00
CR 48
NYS Route 25
VOLUME DATA
Volume
--HF
K 15 Vol
-~i Ln Vol
-% Grade
deal Sat
~arkExist
NumPark
-- Heavy Veh
o. Lanes
~GConfig
mane Width
TOR Vol
~dj Flow
~InSharedLn
top Turns
_umPeds
NumBus
Eastbound
L T R
296 113
0.82 0.82
90 34
0
1900 1900
0 0
0 1 1
T R
Westbound
L T
143 194
0.82 0.82
44 59
0
1900 1900
Northbound
T R
Southbound
L T R
12.0 10.0
0
361 138
0
0 0
0 0
1 1
L T
10.0 12.0
174 237
R L
75
0.82
23
1900
0
0 1
L
0 0
0 0
14.0
91
0 0 0
uration 1.00 Area Type: Ail other areas
J_nit Unmet
rriv. Type
~it Ext.
I Factor
---~st Time
_~t of g
Ped Ming
~.hase Combination 1
Eastbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Left
Thru
Right
Peds
Left A
Thru P
Right
Peds
Right
Right
OPERATING PARAMETERS
Westbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Northbound
L T R
0.0
3
3.0
1.000
2.0
3.0
3.0
PHASE DATA
2 3 4
Southbound
L T R
P
P
5 6 7 8
P
P
NB Left A
Thru
Right
Peds
Left
Thru
Right
Peds
SB
EB Right P
WB Right
~reen 4.0 53.0 8.0
ellow 3.0 3.0 3.0
--11 Red 2.0 2.0 2.0
~ycle Length: 80.0
secs
~pr. / Mvt
~[ovement Volume
¥
PHF
VOLUME ADJUSTMENT WORKSHEET
Adjusted Prop. Prop.
Flow No. Lane Flow Rate Left Right
Rate Lanes Group RTOR~ In Lane Grp Turns Turns
:stbound
,- Left
Thru 296 0.82 361
Right 113 0.82 138
Westbound
Left 143 0.82 174
Thru 194 0.82 237
Right
,rthbound
Left 75 0.82 91
Thru
Right
0
1 T 361
1 R 0 138
1 L 174
1 T 237
0
1
0
0
L 91
~outhbound
Left 0
Thru 0
Right 0
-- Value entered by user.
SATURATION FLOW ADJUSTMENT WORKSHEET
-pr/ Ideal
X~ane Sat f f
~roup Flow W HV
,.~stbound
f f f f f
G P BB A LU
1900 1.000 1.000 1.000 1.000 1.000
1900 0.933 1.000 1.000 1.000 1.000
f f
RT LT
Sec LT Adj/LT Sat:
1.00 1.00 1.000 1.000
1.00 1.00 0.850 ....
Adj
Sat
Flow
1900
1507
~stbound Sec LT Adj/LT Sat: 0.474
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000
841
1685
1900
_Drthbound
L 1900 1.067 1.000
1.000 1.000 1.000
Sec LT Adj/LT Sat:
1.00 1.00 ....
0.950
1925
~outhbound
Sec LT Adj/LT Sat:
b pr/
~vmt
Lane
Group
CAPACITY ANALYSIS WORKSHEET
Adj Adj Sat Flow Green
Flow Rate Flow Rate Ratio Ratio
(v) (s) (v/s) (g/c)
--Lane Group--
Capacity v/c
(c) Ratio
'[~tbound
Pri.
Sec.
Left
~Thru T
Right R
~stbound
Pri.
~Sec.
Left L
Thru T
Right
,rthbound
Pri.
Sec.
Left L
Thru
Right
,uthbound
Pri.
Sec.
Left
Thru
Right
361 1900 ~ 0.19 0.675 1283 0.28
138 1507 0.09 0.837 1262 0.11
147 1685 ~ 0.09 0.087 147 1.00
27 841 0.03 0.700 589 0.05
174 0.787 736 0.24
237 1900 0.12 0.788 1496 0.16
91 1925 ~ 0.05 0.112 217 0.42
Sum (v/s) critical = 0.32
Time/Cycle, L = 12.00 sec Critical v/c(X) = 0.38
Appr/
--aRe
_~P
Ratios
v/c
Unf
Del
dl
LEVEL OF SERVICE WORKSHEET
Prog Lane Incremental Res
Adj Grp Factor Del Del
Fact Cap k d2 d3
Lane Group Approach
Delay LOS Delay LOS
~stbound
0.28 0.675 5.2
0.11 0.837 1.2
¢stbound
0.24 0.787 2.4
0.16 0.788 2.1
orthbound
0.42
~outhbound
1.000 1283 0.50 0.5 0.0 5.8 A 4.5 A
1.000 1262 0.50 0.2 0.0 1.3 A
1.000 736 0.11 0.2 0.0 2.6 A
1.000 1496 0.50 0.2 0.0 2.3 A 2.4 A
0.112 33.1 1.000 217 0.11 1.3 0.0 34.4 C
34.4 C
Intersection Delay = 6.4 (sec/veh) Intersection LOS = A
SUPPLEMENTAL PERMITTED LT WORKSHEET
for exclusive lefts
"APPROACH
-~cle Length, C 80.0 sec
i~tual Green Time for Lane Group, G
~fective Green Time for Lane Group, g
'~osing Effective Green Time, go
-aber of Lanes in Lane Group, N
~_~%ber of Opposing Lanes, No
~justed Left-Turn Flow Rate, Vlt
---i-oportion of Left Turns in Opposing Flow, Plto
~justed Opposing Flow Rate, Vo
Mst Time for Lane Group, tl
!~ft Turns per Cycle: LTC=VltC/3600
· posing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
!~posing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
~=[Gexp(- a * (LTC ** b))]-tl, gf<=g
~osing Queue Ratio: qro=l-Rpo(go/C)
~=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
~ =g-gq if gq>=gf, =g-gf if gq<gf
~---(gq-gf)/2, n>=0
~ho=l-Plto
.~l~=Plt [1+{ (N-l) g/(gf+gu/Ell+4.24) }]
.~1 (Figure 9-7)
~2=(1-Ptho**n)/Plto, E12>=l.0
_~in=2 (l+Plt)/g or fmin=2 (l+Pl) /g
i!~ ~iff=max (gq-gf, 0)
~'--~=[gf/g]+[gu/g] [1/{I+Pi(Ell-1) }] , (min=fmin;max=l.00)
~t=fm=[gf/g]+gdiff [1/{l+Plt (El2-1) }]
~Igu/g] [1/(l+Plt (Ell-l) ] , (min=fmin;max=l.0)
~ flt
EB WB NB SB
62.0
56.0
54.0
1
1
174
0.00
361
4.00
3.87
8.02
1.00
0.0
0.32
7.33
48.67
3 67
1 00
1 00
1 83
1 00
0 07
0.00
0.47
or flt=[fm+0.91(N-1)]/N**
0.474
?~or special case of single-lane approach opposed by multilane approach,
~-'~e text.
~If Pi>=i for shared left-turn lanes with N>i, then assume de-facto
left-turn lane and redo calculations.
For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
Or special case of multilane approach opposed by single-lane approach
~r when gf>gq, see text.
SUPPLEMENTAL PERMITTED LT WORKSHEET
for shared lefts
-- APPROACH
~,cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
~'ffective Green Time for Lane Group, g
Opposing Effective Green Time, go
lmber of Lanes in Lane Group, N
..amber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
'-~4oportion of Left Turns in Lane Group, Plt
~oportion of Left Turns in Opposing Flow, Plto
~djusted Opposing Flow Rate, Vo
3~st Time for Lane Group, tl
~ft Turns per Cycle: LTC=VltC/3600
~posing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
.O_~posing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
' ,=[Gexp(- a * (LTC ** b))]-tl, gf<=g
__~posing Queue Ratio: qro=l-Rpo(go/C)
gq=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
~, =g-gq if gq>=gf, =g-gf if gq<gf
(gq-gf)/2, n>=0
~tho=l-Plto
~l*=Plt[l+{(N-1)g/(gf+gu/Ell+4.24)))
]1 (Figure 9-7)
,.12=(1-Ptho**n)/Plto, E12>=l.0
fmln=2 (l+Plt)/g or fmin=2 (l+Pl) /g
--~iff=max (gq-gf, 0)
~,=[gf/g]+[gu/g] [1/{i+Pi(Ell-1) }] , (min=fmin;max=l.00)
"~lt=fm= [gf/g]+gdiff [1/{l+Plt (El2-1) }]
~[gu/g] [1/(l+Plt (Ell-l)] , (min=fmin;max=l.0)
flt Primary
EB WB NB SB
or flt=[fm+0.91(N-1)]/N**
--or special case of single-lane approach opposed by multilane approach,
ee text.
~ If Pi>=i for shared left-turn lanes with N>i, then assume de-facto
-- left-turn lane and redo calculations.
* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
~or special case of multilane approach opposed by single-lane approach
_Dr when gf>gq, see text.
SUPPLEMENTAL UNIFORM DELAY WORKSHEET
~dj. LT Vol from Vol Adjustment Worksheet, v
m~/c ratio from Capacity Worksheet, X
cimary phase effective green, g
~condary phase effective green, gq
(From Supplemental Permitted LT Worksheet), gu
--fcle length, C 80.0 Red =(C-g-gq-gu), r
__~rivals: v/(3600(max(X,l.0))), qa
Primary ph. departures: s/3600, sp
~condary pho departures: s(gq+gu)/(gu*3600), ss
~Prot
~Case
~eue at beginning of green arrow, Qa
~aeue at beginning of unsaturated green, Qu
Residual queue, Qr
--uiform Delay, dl
EBLT
WBLT
174
0.24
7.0
7.33
48.67
17.0
0.05
0.468
0.27
0.21
0.35
1
0.82
0.35
0.00
2.4
NBLT
SBLT
DELAY/LOS WORKSHEET WITH INITIAL QUEUE
Initial Dur. Uniform Delay Initial Final
~ppr/ Unmet Unmet Queue Unmet
Lane Demand Demand Unadj. Adj. Param. Demand
roup Q veh t hrs. ds dl sec u Q veh
Initial Lane
Queue Group
Delay Delay
d3 sec d sec
~astbound
estbound
~orthbound
outhbound
Intersection Delay 6.4 sec/veh Intersection LOS A
ERROR MESSAGES
No errors to report.
HCS: Signalized Intersections Release 3.1c
Inter:
=nalyst: DEA/jmc
ate: 8/24/00
E/W St: CR 48
o. Lanes
LGConfig
uolume
ane width
RTOR Vol
CR 48 @ NYS Route 25
Eastbound
L T R
0 1 1
T R
266 124
12.0 10.0
0
City/St: Southold, NY
Proj #: 98168
Period: PM 2013 @ 1%
N/S St: NYS Route 25
SIGNALIZED
Westbound
L T R
INTERSECTION SUMMARY
Northbound
L T R
1 1 0
L T
216 468
10.0 12.0
1 0 0
L
199
14.0
Southbound
L T R
0 0 0
-uration
Phase
Left
Thru
Right
Peds
Left
Thru
Right
Peds
_B Right
SB Right
~reen
ellow
~11 Red
1.00
Combination 1
Area Type: Ail other areas
Signal Operations
2 3 4
NB Left
p Thru
p Right
Peds
p SB Left
p Thru
Right
Peds
EB Right
WB Right
A
P
5 6 7 8
A
P
4.0 47.0 14.0
3.0 3.0 3.0
2.0 2.0 2.0
~ycle Length: 80.0 secs
_ppr/ Lane
Lane Group
~rp Capacity
Intersection Performance Summar~
Adj Sat Ratios Lane Group
Flow Rate
(s) v/c g/C Delay LOS
Approach
Delay LOS
~astbound
1140 1900
-~ 1262 1507
Westbound
711
1354 1900
~orthbound
361 1925
outhbound
0.23 0.600 7.9
0.10 0.837 1.3
0.30 0.712 4.4
0.35 0.712 5.1
0.55 0.188 31.3
A 5.8 A
A
A
A 4.9 A
C
31.3 C
Intersection Delay = 9.3 (sec/veh) Intersection LOS = A
HCS: Signalized Intersections Release 3.1c
~ennifer M. Cato
~nn Engineering Associates
~6 Main Street
~esthampton Beach, NY 11978
~one: (516) 288-2480
E-Mail: dea@northeast.net
Fax:
OPERATIONAL ANALYSIS
(516)
288-2544
Intersection:
~ity/State:
nalyst:
~roject No:
~ime Period Analyzed:
ate:
wast/West Street Name:
North/South Street Name:
CR 48 @ NYS Route 25
Southold, NY
DEa/jmc
98168
PM 2013 @ 1%
8/24/00
CR 48
N¥$ Route 25
VOLUME DATA
Volume
--HF
wK 15 Vol
Hi Ln Vol
~ Grade
deal Sat
'ParkExist
~umPark
Heavy Veh
~o. Lanes
LGConfig
--ane width
TOR Vol
-~dj Flow
~InSharedLn
rop Turns
~umPeds
NumBus
Eastbound
L T R
0
266 124
1.00 1.00
67 31
0
1900 1900
0 0
1 1
T R
12.0 10.0
0
266 124
0
0 0
Westbound
L T
216 468
1.00 1.00
54 117
0
1900 1900
0 0
1 1
L T
10.0 12.0
216 468
Northbound
T
R L
Southbound
T R
0
0 0
0 0 0
0 0
R L
199
1.00
50
1900
0
0 1
L
14.0
199
0
_uration 1.00 Area Type: Ail other areas
mnit Unmet
-riv. Type
~nit Ext.
I Factor
,st Time
__:t of g
Ped Ming
Eastbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Phase Combination 1
Left
Thru
Right
Peds
Left A
Thru P
Right
Peds
Right
Right
2
P
P
P
P
OPERATING PAP3kMETERS
Westbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Northbound
L T R
0.0
3
3.0
1.000
2.0
3.0
3.0
Southbound
L T R
PHASE DATA
3 4
5 6 7 8
NB Left A
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right P
WB Right
~Lreen 4.0 47.0
~llow 3.0 3.0
Red 2.0 2.0
14 . 0
3.0
2.0
--Fcle Length: 80.0 secs
,pr. / Mvt
~ovement Volume PHF
VOLUME ADJUSTMENT WORKSHEET
Flow No. Lane
Rate Lanes Group RTOR
Adjusted Prop. Prop.
Flow Rate Left Right
In Lane Grp Turns Turns
:stbound
Left
Thru 266 1.00
Right 124 1.00
Nestbound
Left 216 1.00
Thru 468 1.00
Right
0
266 1 T 266
124 1 R 0 124
216 1 L 216
468 1 T 468
0
,rthbound
Left
Thru
Right
199 1.00
199 1 L
0
0
199
Southbound
Left
Thru
Right
0
0
0
Value entered by user.
SATURATION FLOW ADJUSTMENT WORKSHEET
~pr/ Ideal
Lane Sat
~roup Flow
_astbound
f f f f f f f f f
W HV G P BB A LU RT LT
Sec LT Adj/LT Sat:
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 0.850 ....
Adj
Sat
Flow
1900
1507
~estbound Sec LT Adj/LT Sat: 0.509
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000
903
1685
1900
~orthbound Sec LT Adj/LT Sat:
L 1900 1.067 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950
1925
eouthbound
Sec LT Adj/LT Sat:
Appr/
Mvmt
Lane
Group
CAPACITY ANALYSIS WORKSHEET
Adj Adj Sat Flow Green
Flow Rate Flow Rate Ratio Ratio
(v) (s) (v/s) (g/C)
--Lane Group--
Capacity v/c
(c) Ratio
~_mstbound
Pti.
Sec.
Left
Thru T
Right R
Westbound
Pri.
Sec.
Left L
Thru T
Right
~orthbound
Pri.
Sec.
Left L
Thru
Right
Duthbound
Pri.
Sec.
Left
Thru
Right
266 1900 0.14 0.600
124 1507 0.08 0.837
147 1685 0.09 0.087
69 903 0.08 0.625
216 0.712
468 1900 # 0.25 0.712
199 1925 ~ 0.10 0.188
1140 0.23
1262 0.10
147 1.00
564 0.12
711 0.30
1354 0.35
361 0.55
Sum (v/s) critical = 0.35
~ost Time/Cycle, L = 8.00 sec Critical v/c(X) = 0.39
lppr/ Ratios
~ne
~p V/c g/c
LEVEL OF
Unf Prog Lane
Del Adj Grp
dl Fact Cap
SERVICE WORKSHEET
Incremental Res
Factor Del Del
k d2 d3
Lane Group Approach
Delay LOS Delay LOS
z~stbound
0.23
0.10
-~stbound
0.30
0.35
orthbound
0.55
0.600 7.4
0.837 1.2
0.712 4.2
0.712 4.4
0.188 29.5
1.000 1140 0.50 0.5 0.0
1.000 1262 0.50 0.2 0.0
1.000 711 0.11 0.2 0.0
1.000 1354 0.50 0.7 0.0
7.9 A 5.8 A
1.3 A
4.4 A
5.1 A 4.9 A
1.000 361 0.15 1.8 0.0 31.3 C
31.3 C
~outhbound
Intersection Delay = 9.3 (sec/veh) Intersection LOS = A
SUPPLEMENTAL PERMITTED LT WORKSHEET
for exclusive lefts
'APPROACH
%,cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
-£fective Green Time for Lane Group, g
~)posing Effective Green Time, go
~mber of Lanes in Lane Group, N
amber of Opposing Lanes, No
~djusted Left-Turn Flow Rate, Vlt
~oportion of Left Turns in Opposing Flow, Plto
~justed Opposing Flow Rate, Vo
~)st Time for Lane Group, tl
.eft Turns per Cycle: LTC=VltC/3600
oposing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
~posing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
~f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
pposing Queue Ratio: qro=l-Rpo(go/C)
q=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
~u =g-gq if gq>=gf, =g-gf if gq<gl
~=(gq-gf)/2, n>=0 tho=l-Plto
-l*=Plt [1+{ (N-l) g/ (gf+gu/Ell+4.24) } ]
::11 (Figure 9-7)
-12=(1-Ptho**n)/Plto, E12>=l.0
min=2(l+Plt)/g or fmin=2(l+P1)/g
~diff=max(gq-gf,0)
:m=[gf/g]+[gu/g] [1/{i+Pi(Ell-1) }] , (min=fmin;max=l.00)
lt=fm=[gf/g] +gdiff [1/{l+Plt (El2-1) }]
~ [gu/g] [1/(l+Plt (Eli-i) ] , (min=fmin;max=l.0)
flt
EB WB NB SB
56.0
50.0
48.0
1
1
216
0.00
266
4.00
4.80
5.91
1.00
0.0
0.40
7.24
42.76
3.62
1.00
1.00
1.68
1.00
0.08
0.00
0.51
or flt=[fm+0.91(N-1)]/N**
0.509
For special case of single-lane approach opposed by multilane approach,
~ee text.
If PI>=I for shared left-turn lanes with N>i, then assume de-facto
left-turn lane and redo calculations.
· * For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
~or special case of multilane approach opposed by single-lane approach
or when gf>gq, see text.
SUPPLEMENTAL PERMITTED LT WORKSHEET
for shared lefts
~APPROACH
· ~;cle Length, C 80.0 sec
:tual Green Time for Lane Group, G
~fective Green Time for Lane Group, g
~pposing Effective Green Time, go
Rmber of Lanes in Lane Group, N
_,mber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
--~oportion of Left Turns in Lane Group, Plt
~oportion of Left Turns in Opposing Flow, Plto
~djusted Opposing Flow Rate, Vo
J~ost Time for Lane Group, tl
Dft Turns per Cycle: LTC=VltC/3600
~posing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
Opposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
--f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
_pposing Queue Ratio: qro=l-Rpo(go/C)
gq=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
~u =g-gq if gq>=gf, =g-gf if gq<gf
-(gq-gf)/2, n>=0
~tho=l-Plto
pl*=Plt[l+((N-1)g/(gf+gu/Ell+4.24)))
All (Figure 9-7)
_12=(1-Ptho**n)/Plto, E12>=l.0
fmin=2(l+Plt)/g or fmin=2(l+Pl)/g
~diff=max (gq-gf, 0)
m=[gf/g]+[gu/g] [1/{I+Pi(Ell-1)}], (min=fmin;max=l.00)
~lt=fm= [gf/g] +gdiff [1/{l+Plt (El2-1) }]
~[gu/g] [1/(l+Plt (Eli-l) ] , (min=fmin;max=l.0)
flt Primary
EB WB NB SB
or flt=[fm+0.91(N-1)]/N**
~or special case of single-lane approach opposed by multilane approach,
ee text.
] If Pi>=i for shared left-turn lanes with N>i, then assume de-facto
left-turn lane and redo calculations.
* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
~'or special case of multilane approach opposed by single-lane approach
~.or when gf>gq, see text.
SUPPLEMENTAL UNIFORM DELAY WORKSHEET
~dj. LT Vol from Vol Adjustment Worksheet v
~Jc ratio from Capacity Worksheet, X
-imary phase effective green, g
b-econdary phase effective green, gq
.[From Supplemental Permitted LT Worksheet), gu
;cle length, C 80.0 Red =(C-g-gq-gu), r
_rrivals: v/(3600(max(X,1.0))), qa
Primary ph. departures: s/3600, sp
~condary ph. departures: s(gq+gu)/(gu*3600), ss
Perm
%Prot
~Case
~eue at beginning of green arrow, Qa
~eue at beginning of unsaturated green, Qu
Residual queue, Qr
~uiform Delay, dl
DELAY/LOS WORKSHEET WITH
EBLT
INITIAL QUEUE
Initial Dur.
~ppr/ Unmet Unmet
Lane Demand Demand
roup Q veh t hrs.
Uniform Delay
Unadj. Adj.
ds dl sec
WBLT NBLT SBLT
216
0.30
7.0
7.24
42.76
23.0
0.06
0.468
0.29
0.24
0.55
1
1.38
0.43
0.00
4.2
Initial Final Initial Lane
Queue Unmet Queue Group
Param. Demand Delay Delay
u Q veh d3 sec d sec
Eastbound
estbound
~orthbound
--~outhbound
Intersection Delay 9.3 sec/veh
Intersection LOS A
ERROR MESSAGES
No errors to report.
Inter:
~-~alyst:
~te:
~/W St:
Lanes
LGConfig
~olume
~ne Width
RTOR Vol
HCS: Signalized Intersections Release 3.1c
CR 48 @ NYS Route 25
DEA/jmc
8/24/00
CR 48
City/St: Southold, NY
Proj #: 98168
Period: Sat 2013 @ 1%
N/S St: NYS Route 25
Eastbound
L T R
0 1 1
T R
584 229
12.0 10.0
0
SIGNALIZED INTERSECTION SUMMARY
Westbound
L T R
1 1 0
L T
318 303
10.0 12.0
Northbound
L T R
1 0 0
L
168
14.0
Southbound
L T R
0 0 0
aration 1. O0
Phase Combination 1
~ Left
Thru
Right
Peds
K Left A
Thru P
Right
Peds
_~ Right
SB Right
~reen
ellow
~11 Red
Area Type: Ail other areas
Signal Operations
2 3 4
NB Left
p Thru
p Right
Peds
p SB Left
p Thru
Right
Peds
EB Right
WB Right
5 6 7 8
A
P
4.0 49.0 12.0
3.0 3.0 3.0
2.0 2.0 2.0
~Cycle Length: 80.0 secs
_pp~/ Lane
Lane Group
~rp Capacity
Intersection Performance Summar~
Adj Sat Ratios Lane Group
Flow Rate
(s) v/c g/C Delay LOS
Approach
Delay LOS
Eastbound
1188 1900
~ 1262 1507
Westbound
5O5
1401 1900
~orthbound
313 1925
:outhbound
0.55 0.625 10.4
0.20 0.837 1.6
0.70 0.737 10.0-
0.24 0.738 3.8
0.60 0.162 34.2
B 7.9 A
A
A
A 6.9 A
C
34.2 C
Intersection Delay = 10.3 (sec/veh) Intersection LOS = B
HCS: Signalized Intersections Release 3.1c
--%nnifer M. Cato
~nn Engineering Associates
~6 Main Street
~sthampton Beach, NY 11978
~one: (516) 288-2480
E-Mail: dea@northeast.net
Fax:
OPERATIONAL ANALYSIS
(516)
288-2544
Intersection:
~ty/State:
.Aalyst:
~roject No:
~,ime Period Analyzed:
~te:
~st/West Street Name:
North/South Street Name:
CR 48 @ NYS Route 25
Southold, NY
DEA/jmc
98168
Sat 2013 @ 1%
8/24/00
CR 48
NYS Route 25
VOLUME DATA
Volume
~F
_K 15 Vol
Hi Ln Vol
~ Grade
deal Sat
~arkExist
~umPark
Heavy Veh
~o. Lanes
LGConfig
'--ane Width
TOR Vol
~dj Flow
.~InSharedLn
rop Turns
mumPeds
~umBus
Eastbound
L T R
0
584 229
0.90 0.90
162 64
0
1900 1900
0 0
1 1
T R
12.0 10.0
0
649 254
0
0 0
Westbound
L T R
318 303
0.90 0.90
88 84
0
1900 1900
0 0
1 1
L T
10.0 12.0
353 337
0 0
Northbound
L T R
168
0.90
:47
1900
0
1
L
_4.0
~87
0 0
Southbound
L T R
0 0 0
~uration 1.00 Area Type: All other areas
;.nit Unmet
~riv. Type
~it Ext.
I Factor
-- ,st Time
_-~t of g
Ped Ming
OPERATING PARAMETERS
Eastbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Westbound
L T
0.0
3
3.0
1.000
2.0
3.0
3.0
Northbound
T
1.000
3.0
R L
0.0
3
3.0
2.0
3.0
R L
0.0
3
3.0
2.0
3.0
Southbound
T R
PHASE DATA
~hase Combination 1
Left
Thru
Right
Peds
Left A
Thru P
Right
Peds
Right
Right
2
P
P
P
P
3 4
NB
SB
Left
Thru
Right
Peds
Left
Thru
Right
Peds
EB Right
WB Right
5 6
A
P
7 8
~reen 4.0 49.0
ellow 3.0 3.0
Red 2.0 2.0
Length: 80.0
secs
12.0
3.0
2.0
~,pr. / Mvt
~ovement Volume PHF
VOLUME ADJUSTMENT WORKSHEET
Flow No. Lane
Rate Lanes Group RTOR
Adjusted Prop. Prop.
Flow Rate Left Right
In Lane Grp Turns Turns
~stbound
Left
Thru 584 0.90 649
Right 229 0.90 254
Westbound
Left 318 0.90 353
Thru 303 0.90 337
Right
Drthbound
Left 168 0.90 187
Thru
Right
0
1 T
1 R
1 L
1 T
0
1
0
0
L
0
649
254
353
337
187
~outhbound
Left 0
Thru 0
Right 0
-- Value entered by user.
SATUP~ATION FLOW ADJUSTMENT WORKSHEET
ppr/ Ideal
~ane Sat
~roup Flow
~astbound
f f f f f
W HV G P BB
1900 1.000 1.000 1.000 1.000 1.000
1900 0.933 1.000 1.000 1.000 1.000
f f f f
A LU RT LT
Sec LT Adj/LT Sat:
1.00 1.00 1.000 1.000
1.00 1.00 0.850 ....
Adj
Sat
Flow
1900
1507
~estbound Sec LT Adj/LT Sat: 0.311
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000
551
1685
1900
_orthbound
L 1900
1.067 1.000 1.000 1.000 1.000
Sec LT Adj/LT Sat:
1.00 1.00 ....
0.950
1925
~outhbound
Sec LT Adj/LT Sat:
Appr/
Mvmt
Lane
Group
CAPACITY ANALYSIS WORKSHEET
Adj Adj Sat Flow Green
Flow Rate Flow Rate Ratio Ratio
(v) (s) (v/s) (g/C)
--Lane Group--
Capacity v/c
(c) Ratio
~,~stbound
Pri.
Sec.
Left
Thru T
-- Right R
Westbound
Pri.
Sec.
Left L
Thru T
Right
,.orthbound
Pri.
Sec.
Left L
Thru
-- Right
Duthbound
Pri.
Sec.
Left
Thru
Right
649 1900 0.34 0.625
254 1507 0.17 0.837
147 1685 # 0.09 0.087
206 551 ~ 0.37 0.650
353 0.737
337 1900 0.18 0.738
187 1925 # 0.10 0.162
1188 0.55
1262 0.20
147 1.00
358 0.58
505 0.70
1401 0.24
313 0.60
Sum (v/s) critical = 0.56
~ost Time/Cycle, L = 8.00 sec Critical v/c(X) = 0.62
Appr/ Ratios
--~ne
_.4p v/c g/C
LEVEL OF SERVICE WORKSHEET
Unf Prog Lane Incremental Res
Del Adj Grp Factor Del Del
dl Fact Cap k d2 d3
Lane Group
Delay LOS
Approach
Delay LOS
~-~_stbound
0.55
0.20
zstbound
0.70
0.24
Drthbound
0.60
0.625 8.5
0.837 1.3
0.737 5.6
0.738 3.4
0.162 31.1
1.000 1188 0.50 1.8 0.0 10.4 B 7.9 A
1.000 1262 0.50 0.4 0.0 1.6 A
1.000 505 0.27 4.4 0.0 10.0- A
1.000 1401 0.50 0.4 0.0 3.8 A 6.9 A
1.000 313 0.19 3.2 0.0 34.2
C
34.2
C
~Duthbound
Intersection Delay = 10.3 (sec/veh) Intersection LOS = B
SUPPLEMENTAL PERMITTED LT WORKSHEET
for exclusive lefts
-- APPROACH
~-~cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
~-~fective Green Time for Lane Group, g
~posing Effective Green Time, go
~mber of Lanes in Lane Group, N
_nmber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
~oportion of Left Turns in Opposing Flow, Plto
~justed Opposing Flow Rate, Vo
~ost Time for Lane Group, tl
L~ft Turns per Cycle: LTC=VltC/3600
Jposing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
~pposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
~f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
~posing Queue Ratio: qro=l-Rpo(go/C)
_~=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
gu =g-gq if gq>=gf, =g-gf if gq<gf
~-(gq-gf)/2, n>=0
ho=l-Plto
F£*=Plt [1+{ (N-1)g/(gf+gu/Ell+4.24) }]
~11 (Figure 9-7)
~2=(1-Ptho**n)/Plto, E12>=l.0
_~in=2(l+Plt)/g or fmin=2(l+P1)/g
gdiff=max(gq-gf,0)
'~n=[gf/g]+[gu/g] [1/Il+Pi(Ell-i)}], (min=fmin;max=l.00)
~ t=fm= [gf/g] +gdiff [1/fl+Pit (El2-1) }]
T[gu/g] [1/ (l+Plt (Eli-i)] , (min=fmin;max=l.0)
flt
EB WB NB SB
58.0
52.0
50.0
1
1
353
0.00
649
4.00
7.84
14.42
1.00
0.0
0.38
13.34
38.66
6.67
1 00
1 00
2 39
1 00
0 08
0 00
0 31
or flt=[fm+0.91(N-i) ]/N**
0.311
For special case of single-lane approach opposed by multilane approach,
--~e text.
If Pi>=i for shared left-turn lanes with N>I, then assume de-facto
left-turn lane and redo calculations.
~* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
or special case of multilane approach opposed by single-lane approach
ur when gf>gq, see text.
SUPPLEMENTAL PERMITTED LT WORKSHEET
for shared lefts
-- APPROACH
~cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
~Tfective Green Time for Lane Group, g
Opposing Effective Green Time, go
~mber of Lanes in Lane Group, N
_.lmber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
---oportion of Left Turns in Lane Group, Plt
-oportion of Left Turns in Opposing Flow, Plto
~-djusted Opposing Flow Rate, Vo
Lost Time for Lane Group, tl
~ft Turns per Cycle: LTC=VltC/3600
~posing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
Opposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
--=[Gexp(- a * (LTC ** b))]-tl, gf<=g
__~posing Queue Ratio: qro=l-Rpo(go/C)
gq=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
--, =g-gq if gq>=gf, =g-gf if gq<gf
(gq-gf)/2, n>=0
~tho=l-Plto
P_.i*=Plt [1+{ (N-l) g/(gf+gu/Ell+4.24) )
~1 (Figure 9-7)
_12=(1-Ptho**n)/Plto, E12>=l.0
fmin=2(l+Plt)/g or fmin=2(l+Pl)/g
~iff=max (gq-gf, 0)
~= [gf/g] + [gu/g] [1/{l+Pl(Ell-1) }] , (min=fmin;max=l.00)
~-lt=fm=[gf/g]+gdiff [1/{l+Plt (El2-1) }]
~[gu/g] [1/(l+Plt (Eli-i) ] , (min=fmin;max=l.0)
flt Primary
EB WB NB SB
or flt= [fm+0.91 (N-I) ] /N**
--Dr special case of single-lane approach opposed by multilane approach,
2e text.
~ If Pi>=i for shared left-turn lanes with N>I, then assume de-facto
-- left-turn lane and redo calculations.
* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
~or special case of multilane approach opposed by single-lane approach
ar when gf>gq, see text.
SUPPLEMENTAL UNIFORM DELAY WORKSHEET
~dj. LT Vol from Vol Adjustment Worksheet, v
~c ratio from Capacity Worksheet, X
~imary phase effective green, g
b-econdary phase effective green, gq
~From Supplemental Permitted LT Worksheet), gu
~cle length, C 80.0 Red =(C-g-gq-gu), r
__crivals: v/(3600(max(X,1.0))), qa
Primary ph. departures: s/3600, sp
~condary ph. departures: s(gq+gu)/(gu*3600), ss
XProt
~Case
· eue at beginning of green arrow, Qa
~deue at beginning of unsaturated green, Qu
Residual queue, Qr
--~iform Delay, dl
EBLT
WBLT
353
0.70
7.0
13.34
38.66
21.0
0.10
0.468
0.21
0.64
0.84
1
2.06
1.31
0.00
5.6
NBLT
SBLT
DEIJ~Y/LOS WORKSHEET WITH INITIAL QUEUE
Initial Dur. Uniform Delay Initial Final
~ppr/ Unmet Unmet Queue Unmet
Lane Demand Demand Unadj. Adj. Param. Demand
roup Q veh t hrs. ds dl sec u Q veh
Initial Lane
Queue Group
Delay Delay
d3 sec d sec
Eastbound
estbound
~orthbound
outhbound
Intersection Delay 10.3 sec/veh Intersection LOS B
ERROR MESSAGES
No errors to report.
2.5% Growth
WHB\CR. 48-9816800
· File: Dividers wp
HCS: Signalized Intersections Release 3.1c
Inter: CR 48 @ NYS Route 25
~alyst: DEA/jmc
ate: 8/24/00
~/W St: ce 48
City/St: Southold, NY
Proj #: 98168
Period: AM 2013 @ 2.5%
N/S St: NYS Route 25
SIGNALIZED INTERSECTION SUMMARY
~o. Lanes
LGConfig
--olume
ane Width
~TOR Vol
Eastbound
L T R
0 1 1
T R
369 140
12.0 10.0
0
Westbound
L T R
1 1 0
L T
178 242
10.0 12.0
Northbound
L T R
1 0 0
L
94
14.0
Southbound
L T R
0 0 0
uration 1.00
Phase Combination 1
B Left
~ Thru
Right
Peds
B Left A
Thru P
Right
Peds
_B Right
SB Right
-reen
ellow
Ail Red
Cycle Length:
Area Type: Ail other areas
Signal Operations
2 3 4
NB Left
p Thru
p Right
Peds
p SB Left
p Thru
Right
Peds
EB Right
WB Right
5 6 7 8
A
P
4.0 52.0 9.0
3.0 3.0 3.0
2.0 2.0 2.0
80.0 secs
~pPr/ Lane
Lane Group
~rp Capacity
Intersection Performance Summary
Adj Sat Ratios Lane Group
Flow Rate
(s) v/c g/C Delay LOS
Approach
Delay LOS
Eastbound
1259
R 1262
Westbound
659
=' 1472
!orthbound
241
;outhbound
1900 0.36 0.663 6.8 A
1507 0.14 0.837 1.4 A
0.33 0.775 3.3 A
1900 0.20 0.775 2.7 A
1925 0.48 0.125 34.1 C
5.3 A
3.0 A
34.1 C
Intersection Delay = 7.0 (sec/veh) Intersection LOS = A
HCS: Signalized Intersections Release 3.1c
-ennifer M. Cato
dnn Engineering Associates
~6 Main Street
~esthampton Beach, NY 11978
~one: (516) 288-2480
~:-Mail: dea@northeast.net
Fax:
OPERATIONAL ANALYSIS
(516)
288-2544
Intersection:
-ity/State:
nalyst:
Project No:
Time Period Analyzed:
ate:
=ast/West Street Name:
North/South Street Name:
CR 48 @ NYS Route
Southold, NY
DEA/jmc
98168
AM 2013 @ 2.5%
8/24/00
CR 48
NYS Route 25
25
VOLUME DATA
Volume HF
K 15 Vol
Hi Ln Vol
~ Grade
deal Sat
ParkExist
NumPark
Hea~-yVeh
~o. Lanes
LGConfig
,ane Width
TOR Vol
~dj Flow
mInSharedLn
· rop Turns
~umPeds
NumBus
Eastbound
L T R
369 140
0.82 0.82
113 43
0
1900 1900
Westbound
L T R
L78 242
0.82 0.82
54 74
0
1900 1900
0 0 0
0 1 1 1
T R L
12.0 10.0 10.0
0
450 171 217
0
0 0 0
0
1
T
12.0
295
Northbound
L T R
94
1900
0
1
L
14.0
115
Southbound
L T R
0
0 0
0 0 0
3uration 1.00 Area Type: Ail other areas
/-nit Unmet
~-riv. Type
unit Ext.
I Factor
~st Time
_ct of g
Ped Ming
Eastbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
~ase Combination 1
Left
Thru
Right
Peds
Left A
Thru P
Right
Peds
Right
Right
2
P
P
P
P
OPEP~ATING PAR3~METERS
Westbound
L
0.0
3
3.0
2.0
3.0
T
0.0
3
3.0
1.000
2.0
3.0
3.0
Northbound
T
R L
Southbound
T R
1.000
3.0
R L
0.0
3
3.0
2.0
3.0
PHASE DATA
4
5 6 7 8
NB Left A
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right P
WB Right
~reen 4.0 52.0
ellow 3.0 3.0
~11 Red 2.0 2.0
9.0
3.0
2.0
--ycle Length: 80.0 secs
ppr./ Mvt
~ovement Volume PHF
VOLUME ADJUSTMENT WORKSHEET
Adjusted Prop. Prop.
Flow No. Lane Flow Rate Left Right
Rate Lanes Group RTOR In Lane Grp Turns Turns
astbound
Left 0
Thru 369 0.82 450 1 T 450
Right 140 0.82 171 1 R 0 171
~estbound
Left 178 0.82 217 1 L 217
Thru 242 0.82 295 1 T 295
Right 0
orthbound
Left 94 0.82 115 1 L 115
Thru 0
Right 0
~outhbound
Left 0
Thru 0
Right 0
Value entered by user.
SATURATION FLOW ADJUSTMENT WORKSHEET
ppr/ Ideal
Lane Sat f f f f f f f
Group Flow W HV G P BB A LU
mastbound
1900 1.000 1.000 1.000 1.000 1.000
1900 0.933 1.000 1.000 1.000 1.000
f f
RT LT
Sec LT Adj/LT Sat:
1.00 1.00 1.000 1.000
1.00 1.00 0.850 ....
Westbound Sec LT Adj/LT Sat: 0.420
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950
T 1900 .1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000
Adj
Sat
Flow
1900
1507
745
1685
1900
Jorthbound
L 1900 1.067 1.000 1.000 1.000 1.000
Sec LT Adj/LT Sat:
1.00 1.00 ....
0.950
1925
~outhbound
Sec LT Adj/LT Sat:
Appr/
Mvmt
Lane
Group
CAPACITY ANALYSIS WORKSHEET
Adj Adj Sat Flow Green
Flow Rate Flow Rate Ratio Ratio
(v) (s) (v/s) (g/c)
--Lane Group--
Capacity v/c
(c) Ratio
~---~stbound
Pri.
Sec.
Left
Thru T
Right R
Westbound
Pri.
Sec.
Left L
Thru T
Right
~,orthbound
Pti.
Sec.
Left L
Thru
Right
outhbound
Pti.
Sec.
Left
Thru
Right
450 1900 # 0.24 0.663
171 1507 0.11 0.837
147 1685 # 0.09 0.087
70 745 0.09 0.688
217 0.775
295 1900 0.16 0.775
115 1925 ~ 0.06 0.125
1259 0.36
1262 0.14
147 1.00
512 0.14
659 0.33
1472 0.20
241 0.48
Sum (v/s) critical = 0.38
~ost Time/Cycle, L = 12.00 sec Critical v/c(X) = 0.45
~_ppr/ Ratios
rp v/c g/C
Unf
Del
dl
LEVEL OF SERVICE WORKSHEET
Prog Lane Incremental Res
Adj Grp Factor Del Del
Fact Cap k d2 d3
Lane Group Approach
Delay LOS Delay LOS
,~stbound
0.36
0.14
zstbound
0.33
0.20
3rthbound
0.48
0.663 6.0
0.837 1.2
0.775 3.0
0.775 2.4
0.125 32.6
1.000 1259 0.50 0.8 0.0
1.000 1262 0.50 0.2 0.0
1.000 659 0.11 0.3 0.0
1.000 1472 0.50 0.3 0.0
6.8 A 5.3 A
1.4 A
3.3 A
2.7 A 3.0 A
1.000 241 0.11 1.5 0.0 34.1 C
34.1 C
~outhbound
Intersection Delay = 7.0 (sec/veh) Intersection LOS = A
SUPPLEMENTAL PERMITTED LT WORKSHEET
for exclusive lefts
-- APPROACH
~.,cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
E~fective Green Time for Lane Group, g
~pposing Effective Green Time, go
~mber of Lanes in Lane Group, N
~mber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
--~oportion of Left Turns in Opposing Flow, Plto
~justed Opposing Flow Rate, Vo
~ost Time for Lane Group, tl
~ft Turns per Cycle: LTC=VltC/3600
·posing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
~mpposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
j~f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
~posing Queue Ratio: qro=l-Rpo(go/C)
~=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
gu =g-gq if gq>=gf, =g-gf if gq<gf
~-(gq-gf)/2, n>=0
Lho=l-Plto
~l*=Plt [1+{ (N-1)g/(gf+gu/Ell+4.24) }]
~11 (Figure 9-7)
12=(1-Ptho**n)/Plto, E12>=l.0
~min=2 (l+Plt)/g or fmin=2 (l+Pl) /g
gdif f=max (gq-gf, 0 )
-~,~=[gf/g]+[gu/g] [1/{l+Pl(Ell-1) }] , (min=fmin;max=l.00)
lt=fm= [gf/g] +gdiff [1/{l+Plt (El2-1) }]
~[gu/g] [1/(l+Plt(Ell-1) ] , (min=fmin;max=l.0)
flt
EB WB NB SB
61.0
55.0
53.0
1
1
217
0.00
450
4.00
4.82
10.00
1.00
0.0
0.34
9.03
45.97
4.51
1.00
1.00
1.99
1.00
0.07
0.00
0.42
or flt= [fm+0.91(N-i) ]/N**
0.420
For special case of single-lane approach opposed by multilane approach,
--ee text.
If Pi>=i for shared left-turn lanes with N>i, then assume de-facto
left-turn lane and redo calculations.
~* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
or special case of multilane approach opposed by single-lane approach
-~r when gf>gq, see text.
SUPPLEMENTAL PERMITTED LT WORKSHEET
for shared lefts
APPROACH
~!cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
Effective Green Time for Lane Group, g
~pposing Effective Green Time, go
~mber of Lanes in Lane Group, N
~.amber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
~coportion of Left Turns in Lane Group, Plt
roportion of Left Turns in Opposing Flow, Plto
Adjusted Opposing Flow Rate, Vo
Lost Time for Lane Group, tl
2ft Turns per Cycle: LTC=VltC/3600
upposing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
O~fposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
=[Gexp(- a * (LTC ** b))]-tl, gf<=g
pposing Queue Ratio: qro=l-Rpo(go/C)
gq=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
~u =g-gq if gq>=gf, =g-gf if gq<gf
,(gq-gf)/2, n>=0
Ptho=l-Plto
~l*=Plt [1+{ (N-1)g/ (gf+gu/Ell+4.24) } )
11 (Figure 9-7)
=12=(1-Ptho**n)/Plto, E12>=l.0
fmin=2(l+Plt)/g or fmin=2(l+P1)/g
~dif f=max (gq-gf, 0)
m= [gf/g] +[gu/gl [1/{i+P1 (Ell-i) }] , .(min=fmin;max=l.00}
~lt=fm=[gf/g]+gdiff [1/{i+Plt{E12-1) }]
~[gu/g] [1/{l+Plt(Ell-1)], (min=fmin;max=l.O)
flt Primary
EB WB NB SB
or flt= [fm+0.91 (N-i) ] /N**
-='or special case of single-lane approach opposed by multilane approach,
ee text.
* If Pi>=i for shared left-turn lanes with N>I, then assume de-facto
~ left-turn lane and redo calculations.
* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
For special case of multilane approach opposed by single-lane approach
=Dr when gf>gq, see text.
SUPPLEMENTAL UNIFORM DELAY WORKSHEET
Adj. LT Vol from Vol Adjustment Worksheet v
~c ratio from Capacity Worksheet, X
~imary phase effective green, g
~econdary phase effective green, gq
~From Supplemental Permitted LT Worksheet), gu
fcle length, C 80.0 Red =(C-g-gq-gu), r
~rivals: v/(3600(max(X,l.0))), qa
Primary ph. departures: s/3600, sp
~gcondary ph. departures: s(gq+gu)/(gu*3600), ss
Perm
XProt
~Case
~eue at beginning of green arrow, Qa
~ueue at beginning of unsaturated green, Qu
Residual queue, Qr
~niform Delay, dl
DELAY/LOS WORKSHEET WITH INITIAL QUEUE
EBLT
Initial Dur. Uniform Delay Initial Final
Appr/ Unmet Unmet Queue Unmet
.~ane Demand Demand Unadj. Adj. Param. Demand
roup Q veh t hrs. ds dl sec u Q veh
WBLT NBLT SBLT
217
0.33
7.0
9.03
45.97
18.0
0.06
0.468
0.25
0.29
0.46
1
1.09
0.54
0.00
3.0
Initial Lane
Queue Group
Delay Delay
d3 sec d sec
Eastbound
estbound
~orthbound
~:outhbound
Intersection Delay 7.0 sec/veh Intersection LOS A
No errors to report.
ERROR MESSAGES
HCS: Signalized Intersections Release 3.1c
Inter: CR 48 @ NYS Route 25
:~lalyst: DF~A/jmc
~te: 8/24/00
~/W St: CR 48
City/St: Southold, NY
Proj #: 98168
Period: PM 2013 @ 2.5%
N/S St: NYS Route 25
SIGNALIZED INTERSECTION SUMMARY
_O. Lanes
LGConfig
~olume
ane Width
RTOR Vol
Eastbound
L T R
0 1 1
T R
332 155
12.0 10.0
0
Westbound
L T R
1 1 0
L T
269 584
10.0 12.0
Northbound
L T R
1
L
248
14.0
0 0
Southbound
L T R
0 0 0
uration 1.00
Phase Combination 1
~B Left
Thru
Right
Peds
B Left A
Thru P
Right
Peds
_$ Right
SB Right
~reen
ellow
~All Red
Area Type: Ail other areas
Signal Operations
2 3 4
NB Left
p Thru
p Right
Peds
p SB Left
p Thru
Right
Peds
EB Right
WB Right
5 6 7 8
A
P
4.0 46.0 15.0
3.0 3.0 3.0
2.0 2.0 2.0
Cycle Length: 80.0 secs
~ppr/ Lane
Lane Group
~rp Capacity
Intersection Performance Summary
Adj Sat Ratios Lane Group
Flow Rate
(s) v/c g/C Delay LOS
Approach
Delay LOS
Eastbound
1116 1900
1262 1507
~.Westbound
646
1330 1900
--Iorthbound
385 1925
0.30 0.587 8.9 A
0.12 0.837 1.4 A
0.42 0.700 5.4 A
0.44 0.700 6.3 A
0.64 0.200 33.1 C
6.5 A
6.0 A
33.1 C
]outhbound
Intersection Delay = 10.4 (sec/veh) Intersection LOS = B
HCS: Signalized Intersections Release 3.1c
~nnifer M. Cato
~nn Engineering Associates
~6 Main Street
~sthampton Beach, NY 11978
-none: (516) 288-2480
~:-Mail: dee@northeast.net
Fax:
OPERATIONAL ANALYSIS
(516)
288-2544
~ntersection:
~ ty/State:
]alyst:
~roject No:
~ime Period Analyzed:
~te:
,.dst/West Street Name:
North/South Street Name:
CR 48 @ NYS Route
Southold, NY
DEA/jmc
98168
PM 2013 @ 2.5%
8/24/00
CR 48
NYS Route 25
25
VOLUME DATA
~olume
~F
_K 15 Vol
Hi Ln Vol
~ Grade
deal Sat
ParkExist
~umPark
Heavy Veh
..o. Lanes
LGConfig
'ane width
TOR Vol
Adj Flow
~InSharedLn
rop Turns
mumPeds
~umBus
Eastbound
L T R
332 155
1.00 1.00
83 39
0
Westbound
L T
269 584
1.00 1.00
68 146
1900 1900 1900
0 0 0
0 1 1 1
T R L
0
1900
0
1
T
10.0 12.0
Northbound
T
R L
12.0 10.0
0
269 584
0 0
R L
248
1.00
62
1900
0
0 1
L
14 . 0
248
0
0 0
332 155
0
0 0
0
Southbound
T R
0 0 0
~uration 1.00 Area Type: Ail other areas
OPERATING PARAMETERS
;.nit Unmet
~riv. Type
onit Ext.
I Factor
Dst Time
Kt of g
Ped Ming
Eastbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Westbound
L T
0.0
3
3.0
1.000
2.0
3.0
3.0
R L
0.0
3
3.0
2.0
3.0
Northbound
T R
1.000
3.0
0.0
3
3.0
2.0
3.0
Southbound
L T R
PHASE DATA
phase Combination 1 2
=B Left
Thru P
Right P
Peds
3 4
NB Left
Thru
Right
Peds
5 6
A
7 8
Left A P
Thru P P
Right
Peds
SB Left
Thru
Right
Peds
_B Right
~B Right
EB Right P
WB Right
~reen 4.0 46.0
ellow 3.0 3.0
~11 Red 2.0 2.0
15.0
3.0
2.0
~ycle Length: 80.0 secs
VOLUME ADJUSTMENT WORKSHEET
3pr./ Mvt Flow No. Lane
[ovement Volume PHF Rate Lanes Group RTOR
Adjusted Prop. Prop.
Flow Rate Left Right
In Lane Grp Turns Turns
~stbound
Left 0
Thru 332 1.00 332 1 T
Right 155 1.00 155 1 R 0
332
155
~estbound
Left 269 1.00 269 1 L
Thru 584 1.00 584 1 T
Right 0
269
584
~rthbound
Left 248 1.00 248 1 L
Thru 0
Right 0
248
~outhbound
Left 0
Thru 0
Right 0
Value entered by user.
SATURATION FLOW ADJUSTMENT WORKSHEET
_ppr/ Ideal Adj
Lane Sat f f f f f f f f f Sat
~roup Flow W HV G P BB A LU RT LT Flow
Eastbound
Sec LT Adj/LT Sat:
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 0.850 ....
1900
1507
~estbound Sec LT Adj/LT Sat: 0.459 814
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950 1685
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000 1900
~orthbound
L 1900
Sec LT Adj/LT Sat:
1.067 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950
1925
Couthbound
Sec LT Adj/LT Sat:
Appr/
Mvmt
Lane
Group
CAPACITY ANALYSIS WORKSHEET
Adj Adj Sat Flow Green
Flow Rate Flow Rate Ratio Ratio
(v) (s) (v/s) (g/C)
--Lane Group--
Capacity v/c
(c) Ratio
~astbound
Pti.
Sec.
Left
Thru T
Right R
Westbound
Pri.
Sec.
Left L
Thru T
Right
~orthbound
Pri.
Sec.
Left L
Thru
Right
outhbound
Pri.
Sec.
Left
Thru
Right
332 1900 0.17 0.587
155 1507 0.10 0.837
147 1685 0.09 0.087
122 814 0.15 0.613
269 0.700
584 1900 # 0.31 0.700
248 1925 # 0.13 0.200
1116 0.30
1262 0.12
147 1.00
499 0.24
646 0.42
1330 0.44
385 0.64
Sum (v/s) critical = 0.44
~ost Time/Cycle, L = 8.00 sec Critical v/c(X) = 0.48
Appr/
--ane
rp
Ratios
v/c 9/c
LEVEL OF SERVICE WORKSHEET
Unf Prog Lane Incremental Res
Del Adj Grp Factor Del Del
dl Fact Cap k d2 d3
Lane Group Approach
Delay LOS Delay LOS
~astbound
0.30 0.587
0.12 0.837
estbound
0.42 0.700
0.44 0.700
orthbound
L 0.64 0.200
8.2 1.000 1116 0.50 0.7 0.0
1.2 1.000 1262 0.50 0.2 0.0
5.0 1.000 646 0.11 0.4 0.0
5.2 1.000 1330 0.50 1.1 0.0
8.9 A 6.5 A
1.4 A
5.4 A
6.3 A 6.0 A
29.4 1.000 385 0.22 3.7 0.0 33.1 C
33.1 C
~outhbound
Intersection Delay = 10.4 (sec/veh) Intersection LOS B
SUPPLEMENTAL PERMITTED LT WORKSHEET
for exclusive lefts
APPROACH
~zcle Length, C 80.0 sec
~tual Green Time for Lane Group, G
El fective Green Time for Lane Group, g
~posing Effective Green Time, go
~mber of Lanes in Lane Group, N
~amber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
m~oportion of Left Turns in Opposing Flow, Plto
~justed Opposing Flow Rate, Vo
Lost Time for Lane Group, tl
z-~ft Turns per Cycle: LTC=VltC/3600
~posing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
~mpposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
~f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
~posing Queue Ratio: qro=l-Rpo(go/C)
~=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
gu =g-gq if gq>=gf, =g-gf if gq<gf
---(gq-gf)/2, n>=0
Lho=l-Plto
~l*=Plt [1+{ (N-1)g/(gf+gu/Ell+4-24) }]
~11 (Figure 9-7)
12=(1-Ptho**n)/Plto, E12>=l.0
~min=2(l+Plt)/g or fmin=2(l+Pl)/g
gdiff=max(gq-gf,0)
--m=[gf/g]+[gu/g] [1/{l+Pl(Ell-1) }] , (min=fmin;max=l.00)
lt=fm= [gf/g]+gdiff [1/{l+Plt (El2-1) }]
~[gu/g] [1/ (l+Plt (Ell-l)] , (min=fmin;max=l.0)
flt
EB WB NB SB
55.0
49.0
47.0
1
1
269
0.00
332
4.00
5.98
7.38
1.00
0.0
0.41
8.86
40.14
4.43
1.00
1.00
1.78
1.00
0.08
0.00
0.46
or flt= [fm+0.91(N-i) ] /N**
0.459
For special case of single-lane approach opposed by multilane approach,
--ee text.
If Pl>=l for shared left-turn lanes with N>I, then assume de-facto
left-turn lane and redo calculations.
~* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
'or special case of multilane approach opposed by single-lane approach
~r when gf>gq, see text.
SUPPLEMENTAL PERMITTED LT WORKSHEET
for shared lefts
APPROACH
~Tcle Length, C 80.0 sec
~tual Green Time for Lane Group, G
~fective Green Time for Lane Group, g
~posing Effective Green Time, go
]mber of Lanes in Lane Group, N
~.amber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
--~oportion of Left Turns in Lane Group, Plt
~oportion of Left Turns in Opposing Flow, Plto
Adjusted Opposing Flow Rate, Vo
~-ost Time for Lane Group, tl
Dft Turns per Cycle: LTC=VltC/3600
~pposing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
O~posing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
~=[Gexp(- a * (LTC ** b))]-tl, gf<=g
f~posing Queue Ratio: qro=l-Rpo(go/C)
gq=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
~ =g-gq if gq>=gf, =g-gl if gq<gf
=(gq-gf)/2, n>=0
~tho=l-Plto
~l*=Plt [1+{ (N-1)g/ (gf+gu/Ell+4.24)))
11 (Figure 9-7)
~12=(1-Ptho**n)/Plto, E12>=l.0
fmin=2(l+Plt)/g or fmin=2(l+P1)/g
--dif f=max (gq-gf, 0)
m=[gf/g]+[gu/g] [1/(i+Pi(Ell-1)}], (min=fmin;max=l.00)
~lt=fm=[gf/g]+gdiff [1/{l+Plt (El2-1) }]
~[gu/g] [1/(l+Plt (Eli-i)] , (min=fmin;max=l.0)
flt Primary
EB WB NB SB
or flt=[fm+0.91(N-i)]/N**
--'or special case of single-lane approach opposed by multilane approach,
_ ee text.
* If Pi>=I for shared left-turn lanes with N>I, then assume de-facto
-- left-turn lane and redo calculations.
* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
-For special case of multilane approach opposed by single-lane approach
.Dr when gf>gq, see text.
SUPPLEMENTAL UNIFORM DELAY WORKSHEET
Adj. LT Vol from Vol Adjustment Worksheet, v
~/c ratio from Capacity Worksheet, X
rimary phase effective green, g
~econdary phase effective green, gq
~From Supplemental Permitted LT Worksheet), gu
ycle length, C 80.0 Red =(C-g-gq-gu), r
rrivals: v/(3600(max(X,1.0))), qa
Primary ph. departures: s/3600, sp
~ccondary ph. departures: s(gq+gu)/(gu*3600), ss
Perm
XProt
~Case
ueue at beginning of green arrow, Qa
~eue at beginning of unsaturated green, Qu
Residual queue, Qr
--niform Delay, dl
EBLT
WBLT
269
0.42
7.0
8.86
40.14
24.0
0.07
0.468
0.28
0.33
0.71
1
1.79
0.66
0.00
5.0
NBLT
SBLT
DELAY/LOS WORKSHEET WITH INITIAL QUEUE
Initial Dur. Uniform Delay Initial Final
~ppr/ Unmet Unmet Queue Unmet
Lane Demand Demand Unadj. Adj. Param. Demand
roup Q veh t hrs. ds dl sec u Q veh
Initial Lane
Queue Group
Delay Delay
d3 sec d sec
~astbound
estbound
~orthbound
--outhbound
Intersection Delay 10.4 sec/veh Intersection LOS B
ERROR MESSAGES
No errors to report.
HCS: Signalized Intersections Release 3.1c
Inter: CR 48 @ NYS Route 25
--nalyst: DEA/jmc
ate: 8/24/00
~/W St: CR 48
City/St: Southold, NY
Proj #: 98168
Period: Sat 2013 @ 2.5%
N/S St: NYS Route 25
_o. Lanes
LGConfig
-'olume
,ane Width
~TOR Vol
Eastbound
L T R
0 1 1
T R
728 285
12.0 10.0
0
SIGNALIZED INTERSECTION SLrMMARY
Westbound
L T R
1 1 0
L T
397 378
10.0 12.0
Northbound
L T R
1 0 0
L
210
14.0
Southbound
L T R
0 0 0
uration 1.00
Area Type: Ail other areas
Derations
Signal O
3 4
Phase Combination 1 2
--B Left
Thru P
Right P
Peds
B Left A P
Thru P P
Right
Peds
_~B Right
SB Right
~reen 14.0 38.0
ellow 3.0 3.0
All Red 2.0 2.0
Cycle Length: 80.0 secs
NB Left
Thru
Right
Peds
SB Left
Thru
Right
Peds
EB Right
WB Right
=ppr/ Lane
Lane Group
:rp Capacity
5 6 7 8
A
P
13.0
3.0
2.0
Intersection Performance Summary
Adj Sat Ratios Lane Group
Flow Rate
(s) v/c g/C Delay LOS
Approach
Delay LOS
Eastbound
926
~ 1074
Westbound
510
1378
~orthbound
337
:outhbound
1900 0.87 0.488 31.0
1507 0.30 0.712 4.9
0.86 0.725 33.4
1900 0.30 0.725 4.5
1925 0.69 0.175 37.1
C 23.7 C
A
C
A 19.3 B
D
37.1 D
Intersection Delay = 23.4 (sec/veh) Intersection LOS = C
HCS: Signalized Intersections Release 3.1c
--ennifer M. Cato
· unn Engineering Associates
Main Street
~esthampton Beach, NY 11978
~hone: (516) 288-2480
E-Mail: dea@northeast.net
Fax:
OPERATIONAL ANALYSIS
(516)
288-2544
Intersection:
~ity/State:
.nalyst:
--Project No:
,~ime Period Analyzed:
~ate:
~ast/West Street Name:
North/South Street Name:
CR 48 @ NYS Route 25
Southold, NY
DEa/jmc
98168
Sat 2013 @ 2.5%
8/24/00
CR 48
NYS Route 25
VOLUME DATA
Volume
_'K 15 Vol
Hi Ln Vol
--~ Grade
deal Sat
~ParkExist
_NumPark
~ Heavy Veh
~o. Lanes
LGConfig
--,ane Width
%TOR Vol
--Adj Flow
-~InSharedLn
'rop Turns
~umPeds
NumBus
Eastbound
L T R
728 285
0.90 0.90
202 79
0
1900 1900
0 0
1 1
T R
12.0 10.0
0
809 317
0
0 0
Westbound
L T R
397 378
0.90 0.90
110 105
0
1900 1900
0 0
1 1
L T
10.0 12.0
441 420
0 0
0
Northbound
L T R
210
0.90
58
1900
0
1
L
14.0
233
0
0
0 0
Southbound
L T R
0 0 0
0
_)uration 1.00 Area Type: Ail other areas
OPERATING PAP~AMETERS
~nit Unmet
rriv. Type
onit Ext.
Factor
ost Time
_xt of g
Ped Ming
Eastbound
L T R
0.0 0.0
3 3
3.0 3.0
1.000
2.0 2.0
3.0 3.0
3.0
Westbound
L T
0.0
3
3.0
1.000
2.0
3.0
3.0
Northbound
T
1.000
3.0
R L
0.0
3
3.0
2.0
3.0
R L
0.0
3
3.0
2.0
3.0
Southbound
T R
PHASE DATA
.~hase Combination 1 2
~B Left
Thru P
Right P
Peds
3
4
NB
Left
Thru
Right
Peds
5 6
A
7 8
-~B Left A P
Thru P P
Right
Peds
SB Left
Thru
Right
Peds
__B Right
-~B Right
EB Right P
WB Right
.~reen 14.0 38.0
ellow 3.0 3.0
~11 Red 2.0 2.0
13.0
3.0
2.0
~ycle Length: 80.0 secs
_ppr./ Mvt
Movement Volume
PHF
VOLUME ADJUSTMENT WORKSHEET
Adjusted Prop. Prop.
Flow No. Lane Flow Rate Left Right
Rate Lanes Group RTOR In Lane Grp Turns Turns
astbound
Left
Thru 728
Right 285
0.90
0.90
0
809 1 T 809
317 1 R 0 317
Westbound
Left 397
Thru 378
Right
--orthbound
Left 210
Thru
Right
0.90
0.90
0.90
441 1 L 441
420 1 T 420
0
233 1 L 233
0
0
Southbound
Left 0
Thru 0
Right 0
Value entered by user.
SATURATION FLOW ADJUSTMENT WORKSHEET
ppr/ Ideal
Lane Sat f f f f f f
~roup Flow W HV G P BB A
~astbound
1900 1.000 1.000 1.000 1.000 1.000
1900 0.933 1.000 1.000 1.000 1.000
f f f
LU RT LT
Sec LT Adj/LT Sat:
1.00 1.00 1.000 1.000
1.00 1.00 0.850 ....
Adj
Sat
Flow
1900
1507
~estbound Sec LT Adj/LT Sat: 0.167 296
1900 0.933 1.000 1.000 1.000 1.000 1.00 1.00 .... 0.950 1685
1900 1.000 1.000 1.000 1.000 1.000 1.00 1.00 1.000 1.000 1900
~orthbound
L 1900 1.067 1.000 1.000 1.000 1.000
Sec LT Adj/LT Sat:
1.00 1.00 ....
0.950
1925
-~outhbound
Sec LT Adj/LT Sat:
Appr/
Mvmt
Lane
Group
CAPACITY ANALYSIS WORKSHEET
Adj Adj Sat Flow Green
Flow Rate Flow Rate Ratio Ratio
(v) (s) (v/s) (g/c)
--Lane Group--
Capacity v/c
(c) Ratio
~astbound
Pti.
Sec.
Left
Thru T
Right R
Westbound
Pri.
Sec.
Left L
Thru T
Right
~orthbound
Pri.
Sec.
Left L
Thru
Right
outhbound
Pri.
Sec.
Left
Thru
Right
809 1900 ~ 0.43 0.488
317 1507 0.21 0.712
358 1685 # 0.21 0.213
83 296 0.28 0.512
441 0.725
420 1900 0.22 0.725
926 0.87
1074 0.30
358 1.00
152 0.55
510 0.86
1378 0.30
233 1925 ~ 0.12 0.175 337 0.69
Sum (v/s) critical 0.76
~Lost Time/Cycle, L = 12.00 sec Critical v/c(X) 0.89
Appr/ Ratios
--ane
_rp ~/c g/C
LEVEL OF SERVICE WORKSHEET
Unf Prog Lane Incremental Res
Del Adj Grp Factor Del Del
dl Fact Cap k d2 d3
Lane Group Approach
Delay LOS Delay LOS
~astbound
0.87
0.30
estbound
0.86
0.30
orthbound
0.69
-~outhbound
0.488 18.3 1.000 926 0.50 12.7 0.0 31.0 C 23.7 C
0.712 4.2 1.000 1074 0.50 0.7 0.0 4.9 A
0.725 16.8 1.000 510 0.39 16.7 0.0 33.4 C
0.725 3.9 1.000 1378 0.50 0.6 0.0 4.5 A 19.3 B
0.175 31.0 1.000 337 0.26 6.1 0.0 37.1 D
37.1 D
Intersection Delay = 23.4 (sec/veh) Intersection LOS = C
SUPPLEMENTAL PERMITTED LT WORKSHEET
for exclusive lefts
-- APPROACH
~¥cle Length, C 80.0 sec
~tual Green Time for Lane Group, G
~ffective Green Time for Lane Group, g
O_.pposing Effective Green Time, go
umber of Lanes in Lane Group, N
_~mber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
-~roportion of Left Turns in Opposing Flow, Plto
djusted Opposing Flow Rate, Vo
~ost Time for Lane Group, tl
Left Turns per Cycle: LTC=VltC/3600
pposing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
~pposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
~f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
pposing Queue Ratio: qro=l-Rpo(go/C)
~q=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
gu =g-gq if gq>=gf, =g-gl if gq<gl
--=(gq-gl)/2, n>=0
tho=l-Plto
~l*=Plt [1+/ (N-1)g/(gf+gu/Ell+4.24) }]
_~11 (Figure 9-7)
12=(1-Ptho**n)/Plto, E12>=l.0
~min=2 (l+Plt) /g or fmin=2 (i+P1) /g
gdif f=max (gq-gf, 0 )
"m=[gf/g]+[gu/g] [1/fl+PI(Ell-I)}], (min=fmin;max=l.00)
lt=fm=[gf/g] +gdiff [1/{l+Plt (El2-1) }]
~ [gu/g] [1/(l+Plt (Eli-i)] , (min=fmin;max=l.0)
flt
EB WB NB SB
57.0
41.0
39.0
1
1
441
0.00
809
4.00
9.80
17.98
1.00
0.0
0.51
21.98
19.02
10.99
1.00
1.00
2.78
1.00
0.10
0.00
0.17
or flt=[fm+0.91(N-i) ] /N**
0.167
For special case of single-lane approach opposed by multilane approach,
mee text.
If Pi>=I for shared left-turn lanes with N>I, then assume de-facto
left-turn lane and redo calculations.
~* For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
'or special case of multilane approach opposed by single-lane approach
~r when gf>gq, see text.
SUPPLEMENTAL PERMITTED LT WORKSHEET
for shared lefts
-- APPROACH
~¥cle Length, C 80.0 sec
stual Green Time for Lane Group, G
~ffective Green Time for Lane Group, g
~pposing Effective Green Time, go
umber of Lanes in Lane Group, N
_umber of Opposing Lanes, No
Adjusted Left-Turn Flow Rate, Vlt
--roportion of Left Turns in Lane Group, Plt
roportion of Left Turns in Opposing Flow, Plto
~djusted Opposing Flow Rate, Vo
~ost Time for Lane Group, tl
eft Turns per Cycle: LTC=VltC/3600
~pposing Flow per Lane, Per Cycle: Volc=VoC/3600fluo
~pposing Platoon Ratio, Rpo (Table 9-2 or Eqn 9-7)
f=[Gexp(- a * (LTC ** b))]-tl, gf<=g
_pposing Queue Ratio: qro=l-Rpo(go/C)
gq=(4.943Volc**0.762) (qro**l.061)-tl, gq<=g
--u =g-gq if gq>=gf, =g-gf if gq<gf
=(gq-gf)/2, n>=0
~tho=l-Plto
,~l*=Plt [1+{ (N-1)g/ (gl+gu/Ell+4.24)))
11 (Figure 9-7)
~12=(1-Ptho**n)/Plto, E12>=l.0
fmin=2 (l+Plt) /g or fmin=2 (l+P1)/g
--dif f=max (gq-gl, 0)
m=[gf/g] +[gu/g] [1/{i+Pi(EIi-i) }] , (min=fmin;max=l.00)
~lt=fm= [gf/g]+gdiff [1/{l+Plt (El2-1) }]
~ [gu/g] [1/(l+Plt (Eli-I) ] , (min=fmin;max=l.0)
flt Primary
EB WB NB SB
or flt= [fm+0.91(N-i) ] /N**
'~or special case of single-lane approach opposed by multilane approach,
~ee text.
If Pl>=l for shared left-turn lanes with N>i, then assume de-facto
left-turn lane and redo calculations.
For permitted left-turns with multiple exclusive left-turn lanes, flt=fm.
~or special case of multilane approach opposed by single-lane approach
.pr when gf>gq, see text.
SUPPLEMENTAL UNIFORM DEL~Y WORKSHEET
EBLT
Adj. LT Vol from Vol Adjustment Worksheet v
~/c ratio from Capacity Worksheet, X
rimary phase effective green, g
~econdary phase effective green, gq
~From Supplemental Permitted LT Worksheet), gu
ycle length, C 80.0 Red =(C-g-gq-gu), r
__rrivals: v/(3600(max(X,l.0))), qa
Primary ph. departures: s/3600, sp
~econdary ph. departures: s(gq+gu)/(gu*3600), ss
Perm
~Prot
~Case
ueue at beginning of green arrow, Qa
~ueue at beginning of unsaturated green, Qu
Residual queue, Qr
~,niform Delay, dl
DELAY/LOS WORKSHEET WITH INITIAL QUEUE
Initial Dur. Uniform Delay Initial Final
Appr/ Unmet Unmet Queue Unmet
~ane Demand Demand Unadj. Adj. Param. Demand
!roup Q veh t hrs. ds dl sec u Q veh
WBLT NBLT SBLT
441
0.86
17.0
21.98
19.02
22.0
0.12
0.468
0.18
1.49
0.60
3
4.35
2.69
1.65
16.8
Initial Lane
Queue Group
Delay Delay
d3 sec d sec
Eastbound
~estbound
--Northbound
~outhbound
Intersection Delay 23.4 sec/veh Intersection LOS C
ERROR MESSAGES
No errors to report.
Geometric Design Elements
for Roundabouts
WHB\C.R 48-98168.00
File: Dividers wp
8 ROUNDABOUTS: INTERIM REQUIREMENTS AND GUIDANCE
3.0 GEOMETRIC DESIGN ELEMENTS
3.1 ~
Design criteria must be established for the approach highways, roundabout, and any right-turn-
bypass lanes. When the proposed design will not meet any of the critical design elements, a
nonstandard feature justification shall be prepared in accordance with HDM Section 2.8 and
approved in accordance with the TEA-21 matrix in the Design Procedure Manual (DPM).
Figure 1, on page 15, graphically shows many of the following critical design elements. Refer to
FHWA's "Roundabouts: An Informational Guide" for a detailed description and other figures.
3.1.1 Approach Highways and Right-Turn-Bypass Lane Design Criteria
The Design Approval Document must contain a list of critical design elements must be provided
in a table for the approach highways and right-turn-bypass lanes. The critical design elements are
to be established using NYSDOT HDM Chapter 2.
The design criteria table shall include the existing value, criteda value (or range of values), and
the proposed value for each critical design element. At least two sets of criteria will generally be--
needed for the approach highways. For example, a typical roundabout project will require design
criteria for the north/south highway and for the east/west highway.
3.1.2 Roundabout Design Cdteria
The following critical design elements must be included in a design criteria table for a proposed
roundabout. The table shall include the criteria value (or range of values), existing values if a traffic
circle currently exists, and the proposed value for each critical design element.
a. Maximum Entry Speed - The maximum entry speed is 50 km/h. The basic principle of
roundabout design is to restrict the operating speed within the intersection by deflecting the
paths of entering and circulating vehicles. The vehicle path should be determined by finding
the fastest path (i.e., a racing line) through the roundabout while maintaining a 1 m offset
to curb, edge of pavement, and centerline. Safety and capacity benefits can be fully
achieved only if vehicles are physically unable to traverse the roundabout at speeds higher
than 50 km/h.
b. Maximum Entry Superelevation - The maximum entry superelevation is 5.0%.
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ROUNDABOUTS: INTERIM REQUIREMENTS AND GUIDANCE 9
Effective Flare Length - A flare may be used to increase the entry width and capacity of a
roundabout by providing additional lanes at the entry. The effective flare length is equal to
the distance from the entry width to a point where the approach width is equal to half the
sum of the entry width and the approach traveled way width prior to influence from the
roundabout. Where flaring is used, an effective flare length of 12.5 m to100 m should be
used in urban areas and 20 m to 100 m should be used in rural areas. 30 m is preferred
in both urban and rural areas.
Minimum Entry Lane Width - The minimum entry lane width is 3.0 m, measured between
lane markings and/or the curb(s) along the entry width, as defined below.
Maximum Entry Width - The entry width is the perpendicular distance from the right curb line
of the entry to the point where the left edge line or curb intersects the yield line (inscribed
circle). A flare may be used to increase the entry width and capacity of a roundabout by
providing additional lanes at the entry. Because flared entdes tend to increase the potential
for accidents, they should be used only when required by traffic volumes. The maximum
width for single lane approaches is 10.5 m. The maximum width for two lane approaches
is 15.0 m.
Entry Radius - The entry radius is the minimum radius of curvature for the compound curve
measured along the right curb at entry beginning before the yield line. The entry radius shall
be from 10 m (6 m no trucks) to 100 m. The practical entry radius is approximately 20 m.
Smaller radii may decrease capacity, while larger radii may cause inadequate entry
deflection. Refer to section 3.2(c) of this document for further layout guidance.
Entry Angle - To provide the optimum deflection for entedng vehicles, the angle of entry
shall be from 20° to 60° and desirably from 30° to 40° degrees. Smaller angles reduce
visibility to the ddver's left, while larger angles cause excessive braking on entry and a
resulting decrease in capacity.
Approach Stopping Sight Distance - The approach stopping sight distance is the minimum
stopping sight distance to the back of queue or yield line at the roundabout entry. Determine
this distance by using Section 6.3.9 of the FHWA "Roundabouts: An Informational Guide".
Intersection Sight Distance - The intersection sight distance is the minimum sight distance
to the left required to detect conflicts in the circulating roadway or on another approach to
the roundabout. Determine this distance by using Section 6.3.10 of the FHWA
"Roundabouts: An Informational Guide".
Sight Distance to Crosswalk - The sight distance to crosswalk is the minimum intersectiOn
sight distance to the right required to determine if pedestrians or cyclists are entering the
crosswalk. Determine this distance by using Section 6.3.9 of the FHWA "Roundabouts: An
Informational Guide",
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10 ROUNDABOUTS: INTERIM REQUIREMENTS AND GUIDANCE
Inscribed Circle Diameter - The inscribed circle diameter is determined from the largest
diameter circle that can be inscribed in the circulating roadway. The diameter of the
inscribed circle may range between 15 m and 100 m. The minimum diameter shall
accommodate the design vehicle with a 1 m horizontal clearance. However, the safety
advantages of a roundabout may begin to diminish when the diameter of the inscribed circle
exceeds 75 m. Diameters over 100 m should not be used.
Circulating Roadway Cross Slope -The pavement may be either crowned or sloped to one
side, depending on the need to facilitate drainage or minimize adverse rollover rates for
vehicle paths. Desirably, roundabouts should be sloped away from the center island. The
allowable range is 0.5% to 2.5%.
Circulating Roadway Width - The width of the circulatory roadway depends mainly on the
number of entry lanes and the radius of vehicle paths. The roadway must be at least as wide
as the maximum entry width and generally should not exceed 1.2 times the maximum entry
width. The circulating roadway width and truck apron, if present, should accommodate the
design vehicle with a 1 m [~orizontal clearance.
Control of Access & Parking - Driveways and parking are not permitted along the circulating
roadway except that commercial driveways are allowed if designed as an intersecting leg of
a roundabout. Driveways and parking are also prohibited between the crosswalk and yield
line. Where no crosswalk is provided, driveways and parking are not permitted within 25 m
of the yield line.
Minimum Circulating Sight Distance - Circulating Sight Distance is the stopping sight distance
for the circulating vehicle. Determine this distance by using Section 6.3.9 of the FHWA
"Roundabouts: An Informational Guide".
Minimum Exit Radius - The exit radius is the minimum radius of curvature measured along
the right curb at exit. The exit radius is to be 20 m to100 m. The desirable exit radius is 20
m for single lane roundabouts and 40 m for multilane roundabouts.
Pedestrian Accommodations - Pedestrian accommodations which comply with Americans
with Disabilities Act & American with Disability Act Accessibility Guidelines, must be provided.
Design Vehicle - The design vehicle has a substantial impact on the roundabout geometry.
For maintenance operations, all state highways shall accommodate a single unit truck (SU).
Larger design vehicles need to be used where bus or truck traffic is present. Consideration
should be given to all vehicles legally permitted on the facility by the New.York State Vehicle
& Traffic Law. Refer to HDM section 5.8~1 for additional guidance.
Rollover Rate - The rate equal to the algebraic difference in cross slope, with 4.0% being the
maximum between travel lanes.
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ROUNDABOUTS: INTERIM REQUIREMENTS AND GUIDANCE 11
3.2 Other Desiqn Elements
The following is a list of other design elements used in roundabout design. Refer to FHWA's
"Roundabouts: An Informational Guide" for a more detailed discussion.
Central Island - The central island is usually delineated by a raised, nonmountable curb, and
its size is determined by the width of the circulatory roadway and the diameter of the
inscribed circle. Fixed objects should not be placed within the central island on roundabouts
with high speed approaches (85~ percentile speed of 80 km/h or greater).
Truck Apron - A truck apron is a traversable portion of the raised center island to
accommodate the wheel path of oversized vehicles. A truck apron may be used for single
lane roundabouts and generally should not be used on multilane roundabouts. When the
truck apron is sloped away from the center island, the apron should be sloped at a maximum
of 2.0% to facilitate drainage while minimizing rollovers and loss of load accidents, which can
be induced when the left side wheels mount the apron. Additionally, the outside edge of the
apron shall be traversable (1:3 maximum slope) with no vertical reveal and a maximum
height of 75 mm.
Splitter Island - The splitter island is placed within the leg of a roundabout to separate
entering and exiting traffic and provide vehicle deflection prior to entering the roundabout.
The splitter island and entry curvature should be designed so that the deflection occurs using
a sharp radius (e.g., 20 m) curve terminating 10 m to 15 m before the yield line. A large
radius or tangent is then used to guide vehicles into the roundabout.
The splitter island is usually designed with raised mountable curb in rural areas and non-
mountable curb in urban areas tO help inform motorists of the entry deflection and to provide
a refuge for pedestrian crossings. Splitter islands are to be designed in accordance with
AASHTO guidelines for island design as shown in Section 6.3.8 of the FHWA "Roundabouts:
An Informational Guide." Fixed objects should not be placed within the splitter island for
medium or high speed approaches (85t~ percentile speed greater than 60 km/h).
Bypass Lane - A bypass lane may be warranted for heavy right turn volumes as it allows
traffic to bypass the roundabout. Bypass lanes shall be designed as turning roadways in
accordance with HDM Chapter 2.
Approach Width ~ The approach width refers to the width of the entering travel lanes before
flaring or any other influence from the roundabout. Design the approach width in accordance
with HDM Chapter 2.
Exit Width - The exit width is the perpendicular distance from the right curb line of the exit
to the intersection of the left edge line and the inscribed circle. The exit width should be
designed to accommodate the design vehicle.
Departure Width - The departure width refers to the width of the lanes departing from the
roundabout at a point where the width is no longer influenced by the roundabout, Design the
departure width in accordance with HDM Chapter 2.
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12 ROUNDABOUTS: INTERIM REQUIREMENTS AND GUIDANCE
Pedestrian facilities - Where pedestrian accommodations are to be provided:
Pedestrians should not cross the circulating roadway and/or enter the center island.
Therefore, benches, sidewalks, etc., are not to be located in the center island.
Crosswalks should be installed 7.5 m upstream of the yield line at single lane
roundabouts and between 7.5 m and 22.5 m back from the yield line at multilane
roundabouts. Bringing crossings closer to the circle would reduce roundabout
capacity, while placing them further away would expose pedestrians to higher vehicle
speeds.
The splitter island should be a minimum of 1.8 m wide at the pedestrian crossing.
· The pedestrian crossing through the splitter island shall be flush with the approach
roadway to avoid the need for ramps in the splitter island.
· Speed tables and other vertical shifts, as defined in HDM Chapter 25, are not to be
used on state highways.
· For additional information see FHWA "Roundabouts: An Informational Guide" and
HDM Chapter 18.
Bicyclist facilities - A bike lane is not to be carried into a roundabout. A shoulder or bike lane
is to be terminated to permit a merge during the last 22 m to 30 m of the approach before
the entrance to a roundabout. Where bicycle traffic is heavy, a separate bicycle path should
be considered for multilane roundabouts.
3.3 ~
There are two approaches to calculating the capacity of a roundabout. The first method involves an
empirical formula based on field measurements at saturated roundabouts. The second method uses
an analysis based on gap acceptance. The 1997 Highway Capacity Manual (HCM) and version 3.1 c
of the Highway Capacity Software include .a procedure for determining the capacity of single lane
roundabouts using the gap acceptance approach. For analyzing multilane roundabouts, the HCM
suggests the use of software programs, but no specific program is mentioned. The Department
recognizes that there are advantages to using empirical models to develop relationships between
geometric design characteristics and roundabout performance. Therefore, all Department projects
shall be analyzed using the empirical methodology. The Department has selected RODEL 1 as the
standard software for analyzing roundabouts. Other programs are permitted, provided a RODEL
I analysis is performed for comparison purposes since the fundamental differences between the
empirical and analytical methods may sometimes produce inconsistent results. The RODEL 1
analysis is to be performed using a 0.85 confidence level. The use of the 0.85 confidence level will
help avoid a gross underestimation of delays.
To ensure reasonable output, the input data must be carefully checked for accuracy. For example,
since the RODEL software was developed in England and vehicles travel in opposite directions from
that in the United States, designers must label the roundabout entrance legs consecutively in a
counterclockwise direction to ensure proper vehicle movement. A U_~_ni~d States version of_the__
RODEL software manual is available on DQAB's IntraDOT site and on the Design Division's Server
u~er Documei~'~ F~'.o.~_u_F~es/Roundab~t~RO---~EL.
E100-021 June 30,2000 L01/11/01
Figure 1 Roundabout illustration
SIDEWALK~
BIKE L
MULTI-USE PATH~
CROS
ENTRY LANE WIDTH---~
CIRCULATING ROAOWAY'~
SPLITTER
ENTRY
BY-PASS LANE
EXIT
EFFECTIVE FLARE
RARTURE WIDTH
WALK
]STRIAN CROSSING
WIDTH (X)
APRON (IF REQUIRED)
ISLAND
LiNE
TRY RADIUS (R)
INSCRIBEO CIRCLE
NTRY WIDTH (E)
LARE LENGTH
;HOULDER
ACH WIDTH (V)
June 2000