Services > Planning, Building & Ordinance Department > Planning Division

Overview  |  Agendas  |  Approved Commercial Development Fee Schedule  |  Forms  |  Master Plan  |  Minutes  |  Planning Commission Ordinances  |  Traffic Impact Study  |  Zoning Board of Appeals Zoning Map  |  Zoning Ordinance

Traffic Impact Study

Click here for a printer friendly version in PDF format.

TRAFFIC IMPACT STUDY FOR THE BURLINGTON BLOOMFIELD PLAZA REDEVELOPMENT AT THE INTERSECTION OF SOUTH BOULEVARD AND SQUIRREL ROAD, BLOOMFIELD TOWNSHIP, MICHIGAN

Prepared for: Rogvoy Architects
32500 Telegraph Road
Suite 250
Bingham Farms, MI 48025

Prepared by: Goodell-Grivas, Inc.
1830 Lone Pine Road
Bloomfield Hills, MI 48302

Date: June 15, 2005

1.0 INTRODUCTION
2.0 SITE DESCRIPTION
3.0 TRAFFIC AND ROADWAY CHARACTERISTICS
4.0 TRAFFIC VOLUME DATA
5.0 TRAFFIC CRASH ANALYSIS AND PATTERN ANALYSIS
6.0 TRIP GENERATION
7.0 BACKGROUND TRAFFIC
8.0 TRAFFIC ASSIGNMENT
9.0 CAPACITY ANALYSIS
10.0 SUMMARY, CONCLUSIONS AND RECOMMENDATIONS
11.0 REFERENCES

The redevelopment of an existing commercial plaza in a community requires careful investigation of the access facilities to and from adjacent roadways. These commercial developments, when strategically located, provide an important service to neighborhood residents and the community at large.

The evaluation of any negative traffic impacts, due to commercial developments, must be carefully reviewed and if necessary, mitigation strategies must be implemented to ensure trouble free traffic operations in and around such a development. Safe and smooth traffic operations in and around commercial developments are not only essential for the community at large, but are also critical for a development to succeed.

The Burlington Bloomfield Plaza, located at the southwest corner of the South Boulevard and Squirrel Road intersection in Bloomfield Township, Michigan (Figure 1), is proposed to be redeveloped. The current tenants of this property included a Kroger Supermarket, a Standard Federal bank and a strip commercial shopping center, including Jade Tiki Chinese Restaurant, Subway restaurant, Plaza Cleaners, Family Dentistry and Hungry Howies Pizza shop. The proposed redevelopment will include the expansion of the Kroger Supermarket by 10,097 square feet (SF) of gross floor area (GFA) and an addition of 4,462 SF, as well as the development of two retail stores of a total of 7,200 SF GFA and the redevelopment of the existing bank.

Click here to view the site location.

Goodell-Grivas, Inc. was retained to evaluate the traffic impact of the proposed redevelopment project and to develop mitigation strategies, as necessary. The manual entitled, "Evaluating Traffic Impact Studies" [1] and other Traffic Engineering manuals were consulted in order to prepare this traffic impact study. The following objectives were established for the study:

1. Perform a field review of the roadway characteristics in the vicinity of the proposed redevelopment site.

2. Prepare a schematic condition diagram of the study area.

3. Perform turning movement counts for the PM peak period at the intersection of South Boulevard and Squirrel Road, and at the existing driveways to the Burlington Bloomfield Plaza.

4. Obtain historical traffic counts from the Road Commission for Oakland County, for the roads in the vicinity of the development.

5. Perform an analysis to determine the background traffic growth characteristics.

6. Perform a future trip generation analysis for the proposed development using ITE Trip Generation informational reports [2,3].

7. Perform a trip distribution and traffic assignment analysis to forecast future traffic on the existing roadway system in the vicinity of the proposed development for two scenarios:

a) Scenario 1: Access to the site provided by three driveways located on South Boulevard

b) Scenario 2: Access to the site provided by four driveways, with three located on South Boulevard and one located on Squirrel Road

8. Perform highway capacity analyses and evaluate the level of service for the study intersections using the procedures outlined in the Highway Capacity Manual [4] via the Highway Capacity Software (HCS-2000):

a) Existing traffic

b) Background traffic

c) Future traffic including the generated traffic from the proposed redevelopment

i. Scenario 1: Access to the site provided by three driveways located on South Boulevard

ii. Scenario 2: Access to the site provided by four driveways, with three located on South Boulevard and one located on Squirrel Road

9. Perform a highway capacity analysis at the proposed access drives for the redevelopment project to encompass the future traffic conditions for Scenarios 1 and 2.

10. Perform a traffic crash analysis for the study area.

11. Prepare the necessary recommendations.

12. Prepare a Traffic Impact Study report.

The following sections describe the data collection, analysis, conclusions and recommendations of this study.

The proposed redevelopment of the Burlington Bloomfield Plaza will include the expansion and an addition to the existing Kroger Supermarket of 14,559 SF, the demolition of the existing Standard Federal bank, the construction of a new Standard Federal bank (2,400 SF), and the development of two retail stores, with a total of 7,200 SF GFA. The proposed site plan is shown in Figure 2.

Two access scenarios are proposed for the Burlington Bloomfield Plaza, which are as follows:

Three driveways currently provide access to the Burlington Bloomfield Plaza and are proposed to continue to provide access for the redevelopment of the site. The eastern driveway, which is currently a full access drive is proposed to be a limited access drive (right turns in/right turns out only) for the redevelopment project. The remaining two driveways on South Boulevard will continue to be full access drives.

From a traffic and safety point of view, prohibiting left turns at this driveway is desirable, since it is located in close proximity to a signalized intersection. It is recommended that a raised median channelized island be engineered to physically restrict left turn movements into and out of the eastern driveway. This will assist in providing safe and smooth turning movements into the plaza and reduce potential vehicular conflicts at the eastern driveway and nearby intersection.

The western, central and eastern driveways on South Boulevard will be located in the same location as they currently exist. The proposed driveway on Squirrel Road will be approximately 30 feet wide and will accommodate entering and exiting traffic. It should be noted that the Consultant met with Engineers from the Road Commission for Oakland County to discuss the conceptual site access layout. They were agreeable to the access layout as proposed for both Scenario 1 and Scenario 2.

The proposed redevelopment site is zoned as B-1 Local Business District. The permitted uses for the B-1 Local Business District include retail businesses, personal service establishments, professional offices, and others. The proposed redevelopment complies with the permitted land uses of the B-1 zoning district. The existing commercial plaza and Standard Federal bank are currently open for business.

A total of 473 parking stalls will be provided for the entire proposed redevelopment project. The required number of parking spaces, based on the usable area of the proposed redevelopment, is 457 spaces. Therefore, the parking requirements for the site are met. The proposed parking stalls will be conveniently located around the buildings to accommodate customers.

Adjacent land uses in the area consist of a strip commercial development located on the north side of South Boulevard, a gasoline station and residential areas.

3.0 TRAFFIC AND ROADWAY CHARACTERISTICS

The proposed redevelopment site is located at the southwest corner of the South Boulevard and Squirrel Road intersection, Bloomfield Township, Michigan. South Boulevard is an east-west road with varying geometry; however, in front of the Burlington Bloomfield Plaza, it has a four-lane cross section. The speed limit on South Boulevard is 45 mph. Squirrel Road is a north-south, two-lane road with a posted speed limit of 35 mph.

Intersection of South Boulevard and Squirrel Road

The intersection of South Boulevard and Squirrel Road is signalized and is fully actuated, controlled by the FAST-TRAC system. The traffic signal operates on a four-phase design with a 100-second cycle length during the PM peak period. The following is the laneage at the intersection approaches.

• South Boulevard and Squirrel Road Intersection
• Northbound (NB) Squirrel Road approach: One exclusive left-turn lane and one shared through and right-turn lane.
• Southbound (SB) Squirrel Road approach: One exclusive left-turn lane, one through lane and one exclusive right-turn lane.
• Eastbound (EB) South Boulevard approach: One exclusive left-turn lane, one through lane, and one shared through and right-turn lane.
• Westbound (WB) South Boulevard approach: One exclusive left-turn lane, one through lane, and one through and right-turn lane.

Photographs 1 through 4 show perspective views of the intersection of South Boulevard and Squirrel Road.

Photograph 1.  NB Squirrel Road at South Blvd.

Photograph 2.  SB Squirrel Road at South Blvd.

Photograph 3.  EB South Blvd. at Squirrel Road

Photograph 4.  WB South Blvd. at Squirrel Road

Figure 3 represents a schematic condition diagram of the existing roadway characteristics and surrounding land uses for the intersection of South Boulevard and Squirrel Road and study area.

A reconnaissance survey of the site was performed and traffic-related issues were noted. For data pertaining to the site, the Consultant collected the existing PM peak period (4:00 to 6:00 PM) traffic volumes at the South Boulevard and Squirrel Road intersection and turning counts were collected at the existing three site driveways to the Burlington Bloomfield Plaza.

The manual traffic counts were taken on a typical weekday, November 30, 2004. The PM peak hour traffic counts are shown below and in Figure 4. The highest peak hour traffic observed during the PM peak hour was from 4:45 to 5:45 PM. This peak hour was used in the subsequent analyses.

Details of the manual traffic count data are included in Appendix I.

PM Peak Hour Traffic (4:45-5:45 PM) (refer to Figure 4)

Intersection of South Boulevard and Squirrel Road

NB Squirrel Road:

Left turn = 191 vehicles per hour (vph)

Through = 302 vph

Right turn = 45 vph

Total approach volume = 538 vph

SB Squirrel Road:

Left turn = 58 vph

Through = 148 vph

Right turn = 156 vph

Total approach volume = 362 vph

EB South Boulevard:

Left turn = 181 vph

Through = 508 vph

Right turn = 88 vph

Total approach volume = 777 vph

 WB South Boulevard:

Left turn = 22 vph

Through = 442 vph

Right turn = 99 vph

Total approach volume = 563 vph

TOTAL INTERSECTION PM PEAK HOUR VOLUME = 2,240 vph

Turning movement counts at the three existing driveways to the Burlington Bloomfield Plaza

Western Driveway:

Incoming Traffic

WB Left = 12 vph

EB Right = 34 vph

Total Incoming = 46 vph

NB Left = 56 vph

NB Right = 13 vph

Total Incoming = 69 vph

Central Driveway:

WB Left = 92 vph

EB Right = 45 vph

Total Incoming = 137 vph

NB Left = 34 vph

NB Right = 59 vph

Total Incoming = 93 vph

Eastern Driveway:

WB Left = 16 vph

EB Right = 6 vph

Total Incoming = 22 vph

NB Left = 8 vph

NB Right = 50 vph

Total Incoming = 58 vph

As a result of the in and out counts taken at the existing driveways, it was observed that the existing Burlington Bloomfield Plaza currently generates a total of 425 trips during the PM peak hour, with 205 entering trips and 220 exiting trips. 

4.2 Traffic Volume Comparison

Historic traffic volume data was obtained from the Southeast Michigan Council of Governments (SEMCOG) website. Intersection counts at South Boulevard and Squirrel Road, and midblock counts on South Boulevard and Squirrel Road were available from SEMCOG’s website. This data was actually collected by the Road Commission for Oakland County (RCOC).

Figure 5 shows the traffic volume data comparison between the historical traffic volume data and the manual turning volume counts taken at this intersection on a typical weekday (November 30, 2004) by the Consultant.

Details of the traffic volume data obtained from SEMCOG’s website are included in Appendix II.

The traffic volume comparison indicated the following:

The intersection counts taken in November 2004 depict the most recent traffic conditions at the intersections and thus, were used in all subsequent analyses.

Traffic crashes at intersections require a thorough investigation to determine if an unusual number of crashes are occurring, or not. As a part of this study, historic traffic crash data (UD-10 traffic crash report forms) were obtained for the intersection of South Boulevard and Squirrel Road and for the South Boulevard roadway segment in front of the Burlington Bloomfield Plaza for the years 2002 through 2004. The traffic crash data was summarized and a collision diagram was prepared (Figure 6). The traffic crashes (by type) for the three-year period at the intersection of South Boulevard and Squirrel Road (200-foot radius) are shown in Table 1.

The average annual crash experience at the South Boulevard and Squirrel Road intersection is approximately 3.6 crashes per year with a predominance of rear-end crashes. Based on the 1999 average daily traffic volume of 23,471 vehicles per day entering the intersection of South Boulevard and Squirrel Road, the average crash rate for the intersection was calculated to be 0.42 crashes per million entering vehicles. This crash experience can be considered low for an urban intersection.

It was also revealed that a total of four driveway-related crashes occurred at the existing central drive over the three-year study period. These crashes are primarily due to the lack of a left-turn lane to separate the through and turning traffic.

A trip generation (future demand projections) analysis can be performed by using the trip generation models (rates) provided in the Institute of Transportation Engineers (ITE) "Trip Generation" report [2].

The trip generation rates used in this study were taken from the ITE "Trip Generation" report's empirical graphs using the gross floor area (GFA) of the proposed expansion and additions of the Burlington Bloomfield Plaza.

The proposed redevelopment will include the expansion and an addition to the Kroger Supermarket of 14,559 SF GFA, and the development of a 7,200 SF for retail stores. A new Standard Federal bank will be constructed in place of the existing bank, which will be demolished. Please note that the existing Standard Federal bank is currently open and operational and the trips generated by the drive-in bank are already included in the existing in and out counts taken at the site driveways. Since the redevelopment plans for the Burlington Bloomfield Plaza include the demolition of the existing bank and construction of a new bank (assumed to have similar building sizes), there will be no net impact on the future trip generation estimates for the drive-in bank. Thus, a future trip generation analysis was not performed for the drive-in bank, since the traffic generated by the bank is already included in the existing counts.

The rates listed for average trip ends per 1,000 square feet of gross floor area during the PM peak hour of the adjacent roadways are included in Appendix III and the predicted traffic is as follows:

Supermarket (ITE Land Use Code 850, Page 1526) –

Proposed Expansion and Additions = 14,559 SF GFA

Ln (T) = 0.79 Ln (X) + 3.20

Where,

T = Total trip ends/hour

X = GFA in 1,000 square feet

Ln (T) = 0.79 Ln (14.559) + 3.20

Ln (T) = 5.32, T = e^5.32 = 204

PM peak hour = 204 trip ends (with 51% entering and 49% exiting)

\104 entering trips and 100 exiting trips

Specialty Retail Center (ITE Land Use Code 814, Page 1339) –

Proposed Building Area = 7,200 SF GFA

Trip ends - T = 2.40 (X) + 21.48

Where,

T = Total trip ends/hour

X = GFA in 1,000 square feet

T = 2.40 (7.2) + 21. 48

T = 39 trip ends/hour

PM peak hour = 39 trip ends (with 44% entering and 56% exiting)

\ 17 entering trips and 22 exiting trips

As per the ITE "Trip Generation Handbook" [3], the average percent pass-by trips for a supermarket during a weekday PM peak hour is 36 percent (Appendix IV):

Thus, in order to provide a conservative analysis, an overall 35 percent pass-by trip rate was used in this study for the proposed redevelopment project, and 65 percent of the trips were considered as newly generated trips.

The total trips generated by the existing stores and the proposed redevelopment of the Burlington Bloomfield Plaza for the PM peak hour are summarized in Table 2.

7.0 BACKGROUND TRAFFIC

The purpose of including a growth factor in the background traffic for the future traffic condition is to account for the increase in traffic volumes from the time of the study, to the time of actual development. It is assumed that the proposed expansions and additions for the redevelopment project would be constructed within a one-year time frame, upon approval.

Historic growth rates for Bloomfield Township, the neighboring City of Auburn Hills, and for Oakland County were obtained from the Michigan Department of Transportation (MDOT) and the Southeast Michigan Council of Governments (SEMCOG) to determine and assess the growth patterns, at a county and city level.

Table 3 shows the traffic volume data for vehicle miles of travel (VMT) for 1999 to 2002 obtained from MDOT for the entire Oakland County area.

Table 3. Vehicle Miles of Travel Data for Oakland County (Source: MDOT)

The average growth rate observed over this four-year period (1999 through 2002) is 2.6 percent per year.

Population data was also obtained from SEMCOG [5] for Bloomfield Township, the City of Auburn Hills and Oakland County from 1990 to 2000. The population growth rates for the ten-year period, and on an annual basis, are shown in Table 4.

Table 4. Historic Population and Household Data

In order to remain conservative, an annual growth rate of 5.0 percent was used in this study. Please note that the 5 percent annual growth factor is higher than the historic growth rates calculated based on VMT, population and number of households, and is a conservative assumption.

The population and household data obtained from SEMCOG is included in Appendix V.

The future background traffic at the intersection of South Boulevard and Squirrel Road for the PM peak hour will be the existing traffic condition as measured in November 2004, plus a 5 percent growth rate of traffic. The background traffic volumes are shown in Figure 7 for the PM peak hour.

8.0 TRAFFIC ASSIGNMENT

The directional distribution of a small area developments’ generated traffic is a function of several factors, including the population and employment distribution within the area of influence, the operational characteristics of the street system, and the ease with which drivers can travel over various sections of the roadway network without encountering congestion.

When future trip distribution and traffic assignment modeling is performed, it is generally based on the existing travel characteristics. The determination of an existing model is often proportional to the directional traffic movements at nearby major intersections. This occurs since gravity, or other models, are based on existing population and employment characteristics, and the shortest path to the destination(s). All trip distribution models are calibrated using observed directional traffic volumes. Therefore, the distribution, according to the existing directional counts, is appropriate.

The proposed site is located at the southwest corner of the South Boulevard and Squirrel Road intersection. The traffic will be coming from and going back to these roads. The following is the methodology used in the traffic assignment analyses:

• The origins of the new customer trips for the Burlington Bloomfield Plaza redevelopment will be proportional to the observed directional traffic volumes at the intersection of South Boulevard and Squirrel Road.
• As per the ITE "Trip Generation Handbook" [3], the average percent pass-by trips for a supermarket during a weekday PM peak hour are 36 percent (Appendix IV):
• Thus, in order to provide a conservative analysis, an overall 35 percent pass-by trip rate was used in this study for the proposed redevelopment project, and 65 percent of the trips were considered as newly generated trips. Pass-by trips are made as intermediate stops on the way from an origin to a primary trip destination. These trips are attracted from traffic passing the site on an adjacent street that offers direct access to the development. Pass-by trips are not included in the through volumes within the study area, but are included in the site driveway movements. Newly generated trips are made for the specific purpose of visiting the development and are added to the respective through and turning movements in the study area.
• The direction of the exiting trips was based on the type of trip, being newly generated or pass-by. Sixty-five (65) percent of the commercial trips were considered as newly generated trips and 35 percent were considered as pass-by trips for the proposed redevelopment project.
• During the peak hours, the directional distribution of the entering and exiting trips for the proposed redevelopment were not equal. Proportions of exiting traffic were calculated to ensure an accurate traffic assignment.
• For the future traffic scenario at the study intersections, a 5 percent growth rate was applied to the existing traffic volumes to account for the increase in background traffic in the future. The site-generated trips, due to the proposed expansion and additions of the redevelopment project, were then added to these volumes.

As a part of this study, the traffic assignment analysis was performed for the following two scenarios:

The traffic assignment analysis considers: (1) the redistribution of the existing traffic generated by the Burlington Bloomfield Plaza due to the proposed driveway configurations in Scenarios 1 and 2, and (2) the assignment of the trips due to the expansion/addition of the existing Burlington Bloomfield Plaza.

The following shows the calculations for the directional distribution for the entering traffic used in the traffic assignment analysis for the PM peak hour.

PM peak hour volumes at the South Boulevard and Squirrel Road intersection

(Existing November 2004)

NB Squirrel Road approach = 538 vph

SB Squirrel Road approach = 362 vph

EB South Boulevard approach = 777 vph

WB South Boulevard approach = 563 vph

Total intersection volume = 2,240 vph

From NB Squirrel Road: 538/2,240 x 100 = 24%

From SB Squirrel Road: 362/2,240 x 100 = 16%

From EB South Boulevard: 777/2,240 x 100 = 35%

From WB South Boulevard: 563/2,240 x 100 = 25%

The resulting traffic assignment of the existing and future site-generated traffic for proposed access Scenarios 1 and 2, based on the above-noted assumptions, are shown in Figure 8 for Scenario 1 (three proposed driveways on South Boulevard) and Figure 9 for Scenario 2 (four proposed driveways on South Boulevard and Squirrel Road).

Figure 8

Figure 9

The future traffic volumes for the PM peak hour, using a 5 percent growth of existing traffic plus the generated site traffic for the study intersection and site driveways for Scenarios 1 and 2 are shown in Figures 10 and 11, respectively.

9.0 CAPACITY ANALYSIS

A capacity analysis is a quantitative comparison of the supply and demand characteristics of a traffic facility. The available supply refers to the physical characteristics of a roadway (i.e., number of lanes, configuration and lane width), and the demand refers to the traffic volume that is using, or expected to use, the roadway facility. A capacity analysis is typically performed for peak period traffic to evaluate the expected impact on the traffic operation utilizing the future traffic volume data. If a roadway facility has an acceptable level of service during peak traffic conditions, it certainly will operate at a very high level of service during off-peak periods.

Level of service, for signalized intersections, is defined in terms of control delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, level-of-service criteria are stated in terms of the average control delay per vehicle.

As a part of this study, highway capacity analyses were performed for the intersection of South Boulevard and Squirrel Road and the existing/proposed driveway locations under Scenarios 1 and 2.

The study locations (signalized intersections and unsignalized driveway locations) were evaluated for their capacity based on six levels of service ranging from LOS "A" to LOS "F". Level of service "A" describes an intersection that experiences minimal delay and is the best level an intersection or approach can achieve. LOS "F", on the other hand, is the lowest level of operation. During peak periods, LOS "C" and "D" are typically acceptable levels of service in suburban areas.

Figure 10

Figure 11

9.1 Capacity Analysis for the Signalized Intersection

The capacity analysis for the intersection of South Boulevard and Squirrel Road was performed using Highway Capacity Software (HCS) for the existing traffic volumes, for the future background traffic volumes (existing traffic plus 5 percent growth) and for the future traffic volumes (including background volumes, plus the site-generated traffic due to the existing and proposed redevelopment).

Table 5 indicates the stopped delay criteria used for determining LOS for signalized intersections, as stated in the most recent version of the Highway Capacity Manual, HCM-2000 [4]:

Table 5. Level of Service Criteria for Signalized Intersections
(Source: Highway Capacity Manual [4])

The existing laneage obtained in the field and the existing signal timing obtained from the Road Commission for Oakland County (Appendix VI) was used in the capacity analysis at the South Boulevard and Squirrel Road intersection. The existing PM peak hour signal timing plan used in the HCS analysis:

The results of the comprehensive set of capacity analyses, based on the existing signal timings and existing roadway geometry for the PM peak hour, is summarized in Table 6 for the intersection of South Boulevard and Squirrel Road for the existing, background and future traffic volumes (Scenarios 1 and 2).

 The HCS computer output for the capacity analysis for the intersection of South Boulevard and Squirrel Road is included in Appendix VII.

The results of the capacity analysis indicate that overall, the intersection of South Boulevard and Squirrel Road currently operates at LOS "C" during the PM peak hour. During the PM peak hour, for the background traffic volume scenario, overall the intersection will continue to operate at the same level of service, LOS "C". For both of the future traffic volumes for proposed access Scenario 1 (with two driveways) and proposed access Scenario 2 (with three driveways), the overall intersection will operate at LOS "C", as well.

9.2 Capacity Analysis for the Site Access (Existing and Proposed) as Unsignalized Intersections

A capacity analysis was performed for the three existing driveways and for the future proposed access for Scenarios 1 and 2 for the PM peak hour using the Highway Capacity Software. The level of service for unsignalized intersections is determined by the computed control delay. For stop controlled intersections, the level of service is not defined for the intersection as a whole, but is defined for each minor movement.

Table 7 indicates the delay criteria used for determining LOS for unsignalized intersections, as stated in the Highway Capacity Manual–2000 Version [4].

Table 7. Level of Service Criteria for Unsignalized Intersections
(Source: Highway Capacity Manual [4])

The results of the analysis for the existing driveways are summarized in Table 8. It should be noted that the central driveway is currently aligned with the driveway to the Speedway gasoline station/shopping center on the north side of the road. In the analysis for the central driveway, the intersection was considered as a four-legged intersection with two-way stop control at the minor street (driveway) approaches. Turning volumes into and out of the gasoline station were assumed to be 50 vph during the PM peak hour, 25 vph for each movement.

Table 8. Results of the Capacity Analysis at the Existing Site Access Drives for the PM Peak Hour

a Analyzed as a four-legged intersection, considering the existing driveway on the north side of the road is aligned with the central driveway.

The results of this analysis indicate that the existing western and eastern driveway locations on South Boulevard currently operate well during the PM peak hour at LOS "A" to LOS "D" at all the approaches; however, the north and southbound approaches of the central driveway operate at LOS "E".

The results of the capacity analysis for the future traffic based on the two proposed access scenarios and existing roadway geometry for the PM peak hour are shown in Table 9.

Table 9. Results of the Capacity Analysis at the Future Proposed Access Scenarios
for the PM Peak Hour Based on Existing Laneage