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P.M. peak hour trips. The trip rates utilized are those contained in the publication Trip <br />Generation, 6th edition, 1997, published by the Institute of Transportation Engineers. (Note: <br />The trip generation values presented in Table 1 and utilized for analysis purposes do not include <br />reduction factors for shared trips or pass-by trips.) <br /> <br />At the bottom of Table I is a supplemental table of trip generation data for the additional volume <br />due to the planned expansion of the transit station park and ride lot from its current 330 spaces <br />to 754 spaces. <br /> <br />Trip Distribution and Assignment <br /> <br />The trip distribution for the site estimates that 35% of the traffic is oriented to the north on Tyler <br />Street and 65% is oriented to the south. Using this distribution, the various elements of the <br />development were assigned to the roadway network and tabulations were recorded of the new <br />volumes at the Elk River Station access points and the transit access point immediately north on <br />Tyler. <br /> <br />In addition to the transit station and Elk River Station traffic, other growth in the corridor is <br />expected to cause volume increases. For the purposes of this analysis, a conservative analysis <br />was utilized assuming that other background volumes along the corridor will reach <br />approximately 7,000 vehicles per day, with an A.M. peak hour percentage of about 8% of the <br />daily volume and a P.M. peak hour percentage of about 10%. These background and <br />development volumes were added together to determine the post development total traffic <br />volumes. These volumes are depicted on Exhibit 2. The lane arrangements for each <br />intersection are also depicted on Exhibit 2. <br /> <br />Traffic Analysis <br /> <br />With the post development volumes, intersection capacity analyses were computed to assess <br />the ability of the nearby roadway system to accommodate the Elk River Station development <br />(and expanded the transit station). An initial set of analyses was conducted with the following <br />assumptions: <br /> <br />south access to Elk River Station (opposite <br />Transit Station south access) <br /> <br />north access to Elk River Station <br />Transit Station north access <br /> <br />right in/right out only <br />stop sign control for west (Transit Station)leg <br /> <br />two-way stop sign control for east-west moves <br /> <br />The results of the traffic analyses show that with side street stop control, the north access to Elk <br />River Station and the north Transit Station access will function well, with only moderate delays. <br />However, with two-way stop sign control and full growth in background traffic to the assumed <br />levels, the south access to Elk River Station (opposite the Transit Station south access) would <br />not function properly in either the A.M. or P.M. peak. The analysis programs indicate that at <br />those volume levels the vehicles turning left (westbound) out of the Elk River Station site would <br />be unable to exit onto the roadway in an acceptable amount of time and that queues would <br />continue to grow on this leg. (Table 2 summarizes the projected post-development delay <br />values.) <br /> <br />The south intersection access to Elk River Station was also analyzed with four way stop sign <br />control. At the full estimated volume levels, with four way stop signs the intersection would <br /> <br />West'wood Professional Services, Inc. 2 August 2002 <br /> <br /> <br />