TECHNICAL MEMORANDUM TO: FROM: DATE: Mr. Jeff Markiewicz, P.E. Town of Addison Thomas A. Brown, E.1.T.)lt3 __ J Bridgette K. Shamburger, P.E. <ijI/V Kimley-Horn and Associates, Inc.
March 2, 2000 SUBJECT: Traffic Safety and Operational Analysis and Review of the Belt Line Road! Midway Road Intersection in Addison, Texas Introduction The intersection of Belt Line
Road and Midway Road is scheduled for reconstruction. This reconstruction will add dual-left tums on all approaches, a right turn lane on three approaches, new traffic signalization,
as well as new pavement markings and signing. State Farm Insurance has identified this intersection as a high accident location. Accordingly, the intent of this reconstruction is to
help alleviate some of these accidents while having a positive effect on traffic operations at the intersection. This technical memorandum presents a review of existing geometric, sight
distance, and traffic control conditions. In addition, accident data for the last three years is summarized and high frequency accidents noted. The results of an operational analysis
under both existing and proposed geometric conditions are presented, and recommendations made on how to further improve intersection operations. Finally, the intersection improvement
plans and specifications are reviewed for constructability, sight distance, turning radii, drainage, traffic signalization, access, pavement markings, and signing. The emphasis of this
review is on identifying safety concerns.
Mr. Jeff Markiewicz March 7. 2000 Page 2 Existing Conditions Analysis A photo log summary of existing conditions at the intersection is included in the Appendix. The intersection currently
has a single left and three through lanes in each direction. The northbound approach has a separate right turn lane-all other approaches use the outermost through lane to accommodate
right turns. Signalized intersection analysis under existing roadway conditions was performed for the weekday AM and PM peak hours using Synchro™ signal operations software. The traffic
volumes used in this analysis were taken directly from field counts performed at the intersection on February 15th , 2000-the count data sheets can be found in the Appendix. The results
of the analysis are summarized in Table 1. Table 1 EX'ISfmg Geomettry AM Peak PM Peak delay (s) I LOS I vIc delay (s) I LOS I vIc 110 I F I 1.15 77 I E I 1.03 The Level of Service (LOS)
of an intersection is directly related to the delay at the intersection. Synchro uses total control delay to find LOS, and the delay threshold to go from LOS E to LOS F is 78 seconds.
Although it is listed as a LOS E, Synchro analysis indicates that, in the PM Peak hour, the intersection operates very near a LOS F. The actual signal timing at the intersection for
the corresponding peak period was field verified and input in Synchro for the analysis outlined in the table above. Currently, all left turns are operated on a protected/permitted basis,
while right turns are operated on a permitted only basis. The southbound left turn lags the corresponding through movement, as does the westbound left turn. Field observation shows that
when a truck is in the left tum lane, the left turn signal is blocked from view to others motorists in the left turn lane. A blocked signal will reduce motorists' reaction times because
the yellow warning cannot be seen to anticipate that another vehicle might stop.
Mr. Jeff Markiewicz March 7. 2000 Page 3 Accident Data Accident reports since January 1, 1997 were obtained from the Town of Addison Police Department for accidents that occurred within
250 feet of the intersection. A summary of the accident data is included in the Appendix. Figures 1A-1D graphically depict the accident data as well. The annual number of reported accidents
ranged from 26 in 1997 to 31 in 1999. Inspection of the accident data revealed that a majority of the accidents occurring at the intersection of Belt Line Road and Midway Road are rear-end
collisions. Of the 45 total rear-end collisions, 27 of them occurred on the westbound approach to the intersection. Typically, rearcollisions at intersections can be decreased slightly
with the increase of capacity as is proposed at this location. However, with the number of rear-end collisions being disproportionately larger on the westbound approach, it appears that
a modification in the traffic signal operations and coordination would decrease the number of rearend collisions. Upon investigation of the rear-end collisions, it was also determined
that over 68 percent of the collisions occurred on wet pavement. There were also five (5) single vehicle accidents that occurred during the study period that were attributable to wet
pavement. While driver aggression and inattention are factors in this type of collision, improvements to existing pavement could result in a decrease of accidents occurring on wet pavement.
Further accident analyses revealed that 16 collisions occurred involving a left-turning vehicle tuming during a permitted phase being struck by an oncoming vehicle. As an example, a
westbound left tuming vehicle entered the intersection during the permitted left-tum phase and was struck by an eastbound through vehicle. These types of accidents will be reduced by
the omission of the permitted left-tum phasing. Allowing left tums only during a protected phase will decrease the possible number of conflicts at this intersection. Operational Analysis
The proposed intersection improvements will add dual left turns in all directions, and a separate right tum lane in the southbound and eastbound directions. In addition
N W-f-E S FIGURE 1A Northbound Left & Southbound Left Right Angle Collisions c::::=============== Non-Injury Injury Total IIIIII \\\ \ \\\IIII II NBLT & SBT 1997 1998 1999 o 1 1 212
2 2 3 1997 1998 1999 (2) (2) (2) 1 (2) 1 1 k1 1 SBLT & NBT Non-Injury Injury Total Beltline Rd. lll'""1-n K1m18'/"Horn IIl....I_U andAsaocl_, Inc.
Beltline Rd. EBlT & WBT--------=======================:::> Non-Injury Inju ry Total WBlT & EBT 1997 1998 1999 0 1 1 1 2 1 ........ --------1 3 2 /' /' c-::::===================== 􀁾􀀯
1997 1998 1999 1 0 0 0 0 0 1 0 0 Non-Injury Injury Total FIGURE 18 Westbound Left & Eastbound Left Right Angle Collisions lll""'1-n K1m1ey-Hcrn 􀁾 __ IIII....I_U endAaaod8llll,lnc. r
w4E S Non-Injury Injury 􀁾􀁾􀁍􀀽􀀨􀀩 Total Beltline Rd. Non-Injury Injury Total Non-Injury [[JE[DE] Injury 􀁾􀀪􀁾􀁍􀀻􀁉 Total c FIGURE 1C Rear-end Collisions Non-Injury Injury Total
Non-Injury Injury Total SBT & WBT 1997 1998 1999 o 0 0 1 0 0 1 0 0 Beltline Rd. EBT & SBT WBLT & NBT 1997 1998 1999 0 0 1 Non-Injury 0 2 0 Injury 0 2 1 Total 1997 1998 1999 0 0 0 0 0
0 0 0 0 Non-Injury Injury Total ELT & NBT 1997 1998 1999 1 1 0 o 1 0 1 2 0 Non-Injury Injury Total FIGURE 10 Right Angle Collisions 11I""'1_'" K1m1rtHorn -......J_U BRdAaaocf8l8l, Inc.
Mr. Jeff Markiewicz March 7, 2000 Page 4 to increasing the capacity of an intersection, the upgrade from single lefts to dual lefts necessitates the use of protected only left turn phases
in all directions, which will reduce the number of potential conflicts between left turning traffic and through traffic from the opposite direction. Due to increased visibility, the
new traffic signals are expected to help reduce collisions, especially in the left turn bays. The new design calls for two mast-arm mounted left turn signals opposite of each left tum
lane, instead of one pole-mounted left turn signal. The new left turn signal configuration makes it more difficult for a truck to completely block the left turn indication from view.
Table 1 on the previous page of this memorandum shows that the intersection currently operates at a LOS F for the weekday AM peak hour, and LOS ElF during the weekday PM peak hour. Queueing
analysis shows heavy queues bUilding up in all directions, and field reconnaissance shows that many vehicles currently wait through two cycles on all four approaches of the intersection.
This observation is in line with the average delay modeled by Synchro™ signal operations software for existing conditions, which showed almost 2 minutes of average delay per vehicle
in the AM Peak Hour. Signalized intersection analysis was performed for the intersection with the proposed geometries in place using Synchro™ signal operations software. Table 2 outlines
the results of this analysis. Table 2 ProposedGeomet[ry AM Peak PM Peak delay (s) I LOS I vic delay (s) I LOS I vic 53 I D I 0.97 48 I D I 0.90 The proposed intersection improvements
are expected to increase the capacity of the intersection to the point that existing volumes of traffic will experience a LOS D in both the AM and PM peak hours. The average delay per
vehicle is expected to be reduced by 50 percent during the AM peak hour and almost 40 percent in the PM Peak. Plans and Specifications Review The paving, drainage, and traffic control
plans were reviewed by Kimley-Horn
Mr. Jeff Markiewicz March 7. 2000 Page 5 staff. The specific paving sheets that were reviewed are in the Appendix. The paving sheets have a call out that states that the driveway radii
are 15' unless shown otherwise; however, all the driveway radii appear to be 10'. We recommend the driveway radii be 15'. Additional comments are as follows: • Sheet 16 -We recommend
that the transitions to the existing section be straight tapers instead of curved (see curves 8-11). Although, the curves can be built, it would be easier to construct if they were straight.
• Sheet 17 -We recommend the transitions to the existing section be straight tapers instead of curved (see curves 14, 19, 22, 90, 91, 92). Although, the curves can be built, it would
be easier to construct if they were straight. In addition, there appears to be a shift in the eastbound mainlanes from station 54+55.49 to 55+57.20. The lanes shift to the left, then
back to the right within 100 feet. We recommend avoiding the shift and straightening the lanes. Also, consider removing the driveway at 56+45.80. The drive turns into an existing building
and does not appear to help the circulation of the property. There is an additional driveway 65' to the west that could be utilized. Another driveway at 3+90 is very close to the intersection;
consider removing the driveway and utilizing the driveway at 3+03. Both drives serve the same property. • Sheet 18 -We recommend that the transitions to the existing section be straight
tapers instead of curved tapers (see curves 40-43, 36-37). Although, the curves can be built, it would be easier to construct if they were straight. • Sheet 19 -A raised curb island
obstructs the path of southbound vehicles turning right into the driveway at 7+05.08. Consider removing a portion of the island back away from the driveway. In addition; the proposed
improvements will reduce the drive aisle on the adjacent property from 26 feet to 16 feet. Consider widening this drive aisle.
Mr. Jeff Markiewicz March 7. 2000 Page 6 CONCLUSIONS AND RECOMMENDATlONS • The proposed geometric improvements are expected to reduce collisions at the intersection by increasing the
visibility of traffic control devices and separating conflicting movements. • We recommend that driveway radii be 15' unless otherwise noted. • Consider making curb transitions straight
tapers instead of curved tapers for ease of construction. • Consider straightening the shift in the eastbound mainlanes from station 54+55.49 to 55+57.20. (Sheet 17) • Consider removing
the driveways at 56+45.80 and 3+90. (Sheet 17) • Consider cutting back an island that will obstruct southbound vehicles turning right into the driveway at 7+05.08. Also, consider widening
the drive aisle adjacent to Midway Road at this driveway. This drive aisle is reduced from 26 feet to 16 feet by the proposed geometric changes. (Sheet 19)
APPENDIX
PHOTOLOG SUMMARY
Belt Line Road & Midway Road Intersection (pg. 1 of 3) Looking north away from the intersection -"" Looking east from the Midway median Northbound Midway Facing south on Midway Looking
east from the through lanes on Midway Looking west on the south side of Belt Line Road
Belt Line Road & Midway Road Intersection (pg. 2 of 3) Facing west on Belt Line Road View from the northeast comer of the intersection View from the northwest comer of the intersection
View from the northeast comer of the intersection View from the northwest comer of the intersection View from the southwest corner of the intersection
Belt Line Road &Midway Road Intersection (pg. 3 of 3) View from the southwest corner of the intersection
ACCIDENT DATA SUMMARY
I ID I TOD I Date I Year I Type I Approach I Injury I No. Veh IWet Pvmtl Comments I 1 19:18 9/20 1997 LTRA SBLT Y 2 N Both vehicles had Yellow light. SBLT turned in front of NBT 2 22:10
10/20 1997 LTRA WBLT Y 2 N WBLT IN FRONT OF EBT NBLT IN FRONT OF SBT -SBT 3 7:10 2/26 1997 LTRA NBLT Y 3 Y HAD RT TURN SIGNAL ON BUT DID NOT TURN 4 20:31 11/13 1997 LTRA NBLT Y 2 Y NBLT
TRACTOR TRAILER LT IN FRONT OF SBRT 5 18:16 6/22 1997 RA WB&SBLT Y 2 N WB RAN LIGHT IN FRONT OF SBLT 6 10:34 2/19 1997 RA NB&EB N 3 Y NB RAN LIGHT IN FRONT OF EB 7 21:32 4/23 1997 LTRA
EBLT N 2 N EBLT IN FRONT OF WB WITH ONLY GREEN BALL 8 19:40 9/22 1997 PED NBLT Y 1 Y NBLT RAN INTO PED SB 9 14:50 11/29 1997 RE NB N 2 Y 10 20:00 9/17 1997 RE NB N 2 N RAN INTO BACK
OF NBRT 11 17:11 8/7 1997 RE SB N 2 Y COULD NOT STOP ON WET PAVEMENT TRACTOR TRAILER RAN INTO 12 11 :22 5/7 1997 RE EB Y 3 N BACK OF VEH PUSHING INTO ANOTHER 13 13:42 12/26 1997 RE EB
N 2 Y 14 12:47 10/22 1997 RE WB Y 2 N DRIVERDUI 15 13:10 4/18 1997 RE WB Y 2 N FRONT CAR SLID TO A STOP 16 19:13 9/22 1997 RE WB Y 2 Y AND SECOND VEHICLE SLID INTO IT 17 21:24 11/12
1997 RE WB Y 3 Y VEH 1 RAN INTO 2 AND PUSHED IT INTO 3 18 14:05 12/7 1997 RE WB Y 3 Y FIRST VEH SLID TO STOP 19 6:55 1017 1997 RE WB N 2 Y SIDEWAYS AND SECOND VEH IMPACTED 20 6:22 2/19
1997 RE WB Y 3 Y 21 15:04 12/2 1997 RE WB N 2 Y 22 16:31 7/6 1997 RE WB N 2 Y SLID INTO VEH -DUI NBLT LOST CONTROL AND 23 6:20 2/19 1997 OTH NB Y 1 Y CROSSED MEDIAN INTO EB LANES 24
23:38 10/4 1997 OTH WB Y 2 N VEH 1 DROVE ACROSS MEDIAN INTO ONCOMING TRAFFIC 25 21 :11 4/20 1997 OTH SB N 1 Y SB VEH RAN INTO POLE IN THE MEDIAN 26 18:05 7/3 1997 SIDE SB N 2 N LT FROM
WRONG LANE 27 2:17 9/26 1998 RA NB&WB Y 3 N NB RAN LIGHT IN FRONT OF WB 28 21:58 1/3 1998 RA WB&NB Y 4 Y WB VEH SLID INTO INTERSECTION STRIKING NB 29 22:24 1/29 1998 RA NB&EB Y 2 N NB
RAN RED LIGHT WBLT TRYING TO CLEAR 30 14:38 3/15 1998 LTRA WBLT Y 2 N INTERSECTION AFTER RED LIGHT HIT BY EBT ENTERING AFTER RED 31 10:46 3/25 1998 LTRA WBLT Y 2 N WBLT PERMITTED TURNED
IN FRONT OF EBT 32 32 17:28 6/28 1998 LTRA NBLT N 2 N NBLT STRUCK BY SBT 33 15:46 7/22 1998 RA NB&EB N 3 N NBT RAN RED LIGHT 34 10:11 8/14 1998 LTRA NBLT Y 2 N NBLT TRYING TO CLEAR INTERSECTION
HIT BY SBT 35 22:45 3/22 1998 SIDE SBRT N 2 N RTOR -HIT BY WBT 36 20:09 5/10 1998 LTRA WBLT N 2 N WBLT PERMITTED TURNED IN FRONT OF EBT 37 9:58 2/18 1998 PED NBLT Y 1 N PED CROSSED AGAINST
SIG 38 15:14 4/15 1998 RE WB Y 2 Y SLID INTO VEH
ID TOD Date Year Type Approach Injury No. Veh Wet Pvmt \.,;omments 39 15:20 2/16 1998 RE WB Y 4 Y SLID INTO VEH 40 23:10 5/8 1998 RE WB Y 3 Y 41 8:13 12/21 1998 RE WB Y 2 Y SLID INTO
VEH 42 11 :20 1/31 1998 RE WB N 2 Y SLID INTO VEH 43 22:45 5/8 1998 RE WB N 2 Y 44 22:15 9/24 1998 RE WB N 2 N 45 18:42 5/8 1998 RE WB N 2 N EVASIVE ACTION CAUSED IMPACT 46 23:12 8/20
1998 RE EB Y 2 N POSSIBLE DUI 47 15:45 3/15 1998 RE EB Y 2 Y 47 12:37 3/7 1998 RE EB N 2 Y 49 19:08 2/21 1998 RE WB N 2 Y 50 19:29 3/21 1998 RE NB Y 2 N 51 10:48 7/21 1998 RE NB N 2
N GREEN LIGHT BUT TRAFFIC DID NOT GO 52 14:10 7/10 1998 RE SB N 2 N TRUCK TOWING VEH STRUCK OTHER VEH FROM BEHIND EB VEH LOST CONTROL AND 53 14:10 3/6 1998 OTH Y 2 Y SLID OVER MEDIAN
STRIKING WBLT NB SAID CYCLE WENT GREEN, 54 9:15 6/11 1998 RE NB Y 2 Y YELLOW, GREEN AND SHE STOPPED IN INTERSECTION -STRUCK FROM BEHIND 55 2:05 3/3 1998 OTH EB N 1 N DUI -EB STRUCK LIGHT
POLE IN MEDIAN 56 9:05 3/7 1998 SIDE NBRT N 2 N RTOR -HIT BY EBT 57 16:34 11/29 1999 SIDE WBRT Y 2 N RTOR HIT BY EBLT 58 11 :01 8/7 1999 LTRA WBLT Y 2 N MOTORCYCLE HIT WBLT NBLT FOLLOWED
TRACTOR 59 8:50 12/3 1999 LTRA NBLT Y 2 N TRAILER THOUGH LT, BUT TRAILER OBSTRUCTED VIEW OF SIGNAL HEAD. 60 6:15 4/2 1999 LTRA NBLT Y 3 N NBLT DURING PERMITIED PHASE IN FRONT OF SBT
SBLT CLEARING INTERSECTION 61 20:24 8/15 1999 LTRA SBLT Y 3 N AFTER YELLOW THOUGHT NBT WOULD STOP 62 22:34 1/29 1999 LTRA NBLT N 3 Y NBLT TURNED IN FRONT OF SBT WB SLID INTO INTERSECTION
63 12:07 10/9 1999 RA NB&WB N 2 Y AND WAS STRUCK BY NB THAT HAD GREEN LIGHT 64 14:54 10/26 1999 LTRA WBLT N 2 N WBLT STRUCK BY EBT 65 20:15 1/27 1999 RE WB Y 3 N 66 20:09 9/5 1999 RE
WB Y 4 Y 67 22:54 9/10 1999 RE WB Y 2 Y SLID INTO VEH 68 20:45 3/18 1999 RE WB Y 2 Y 69 9:42 5/26 1999 RE WB N 2 Y SLID INTO VEH 70 5/2 1999 RE WB N 2 Y SLID INTO VEH 71 19:48 1/25 1999
RE WB N 3 N 72 0:16 3/28 1999 RE WB N 2 Y SLID INTO VEH 73 20:00 7/3 1999 RE WB N 2 N 74 17:20 12/12 1999 RE NB N 2 Y SLID INTO VEH 75 15:25 3/10 1999 RE EB Y 2 N 76 7:00 4/14 1999 RE
EB Y 2 Y SLID INTO VEH FIRST VEH SPUN OUT ON WET 77 11 :04 10/17 1999 RE EB Y 3 Y PAVEMENT. FOLLOWING VEH COULD NOT STOP 78 20:23 9/5 1999 RE EB Y 2 Y DRIVER LOST CONTROL & SLID ITNOVEH
79 20:20 9/10 1999 RE EB N 2 Y SLID INTO VEH
ID TOD Date Year TVDe Approach Iniurv No. Veh Wet Pvmt Comments TRACTOR TRAILER LOST 80 12:40 10/17 1999 SIDE SB Y 2 Y CONTROL & TRAILER SIDE SWIPED VEH STOPPED AT SIGNAL EVASIVE ACTION
RESULTED IN 81 21 :21 1/28 1999 OTH WB N 1 Y DRIVER LOSING CONTROL AND HITTING TREE IN MEDIAN WET ROAD; TOO HIGH SPEED; 82 21:02 3/7 1999 OTH WBLT N 1 Y LOST CONTROL IN TURN AND STRUCK
LIGHT POLE 83 5:56 12/4 1999 OTH WBT N 1 Y WBT LOST CONTROL AND RAN OVER MEDIAN, STRIKING TREE. 84 12:48 4/15 1999 OTH NB N 2 N DRIVER MERGED IN FRONT OF ANOTHER DRIVER TRACTOR TRAILER
SB 85 9:46 9/8 1999 OTH SB N 2 Y ATTEMPTING TO MAKE RIGHT TURN SLID INTO SIGNAL POLE THAT FELL ON WBLT 86 19:14 9/25 1999 SIDE NB N 2 Y NBLT SLID INTO NBT DURING TURN DRIVER MADE WIDE
WBRT 87 23:29 1/14 1999 OTH WBLT N 2 N CROSSING MEDIAN AND HITTING SBT VEH 88 12:05 1/18 2000 LTRA SBLT Y 2 N SBLT PERMITTED LT IN FRONT OFNB 89 15:53 1/7 2000 RE WB Y 2 Y 90 16:14 1/7
2000 RE WB N 2 Y 91 2:18 1/1 2000 OTH NBRT N 1 Y NBRT SLID OUT OF CONTROL & STRUCK LIGHT POLE IN M
EDIANAll Accidents Year 1997 1998 1999 Total Iniury 15 16 14 45 Non-Iniury 11 14 17 42 Total 26 30 31 87 Wet Pavement Year 1997 1998 1999 Total Injury 8 8 7 23 Non-Injury 8 4 12 24 Total
16 12 19 47 Rearends Year 1997 1998 1999 Total Injury 7 8 8 23 Non-Injury 7 8 7 22 Total 14 16 15 45 Wet Pavement Rearends Year 1997 1998 1999 Total Injury 4 6 6 16 Non-Injury 6 4 5
15 Total 10 10 11 31 Single Vehicle Accidents Year 1997 1998 1999 Total Injury 1 0 0 1 Non-Injury 1 1 3 5 Total 2 1 3 6 Wet 2 0 3 5
Left-Turn Right Angle Year 1997 1998 1999 Total Injury 4 3 4 11 l\Ion-lnjury 1 2 2 5 Total 5 5 6 16 Right Angle Year 1997 1998 1999 Total Injury 1 3 0 4 Non-Injury 1 1 1 3 Total 2 4
1 7 Other Accidents Year 1997 1998 1999 Total Injury 3 2 2 7 Non-Iniury 2 3 7 12 Total 5 5 9 19
TRAFFIC COUNTS
METROCOUNT ADDISON 9128 COUPLES DR. Site Code : 00000111 BELT LINE &MIDWAY PLANO, TEXAS 75025 Start Date: 02/15/00 2-15-00 PHONE/FAX (972) 359-7882 File I.D. : 111 Page : 1 Movement
1 MIDWAY BELT LINE MIDWAY BELT LINE Southbound Westbound Northbound Eastbound Start Time Rght Thru Left ToU Rght Thru Left ToU Rght Thru Left Totl Rght Thru Left ToU Total 7:00am 13
318 55 386 114 162 43 319 35 148 22 205 30 218 26 274 1184 7: 15 34 413 83 530 72 296 74 442 42 170 30 242 50 293 37 380 1594 7:30 28 514 100 642 57 311 81 449 53 151 22 226 59 286 32
377 1694 7:45 25 410 85 520 66 393 86 545 58 186 36 280 67 345 33 445 1790 Hour Total 100 1655 323 2078 309 1162 284 1755 188 655 110 953 206 1142 128 1476 6262 8:00am 14 444 108 566
78 277 55 410 59 199 32 290 55 345 38 438 1704 8:15 29 384 90 503 57 252 83 392 58 193 28 279 54 323 34 411 1585 8:30 30 419 118 567 65 273 72 410 68 147 27 242 47 329 40 416 1635 8:45
21 344 79 444 77 282 88 447 43 174 34 251 52 273 34 359 1501 Hour Total 94 1591 395 2080 277 1084 298 1659 1659 228 713 121 1062 208 1270 146 1624 6425 -----------------------------------------------
------------ttt Break ttt ----------------------------------------------------------4:45 32 212 76 320 83 328 55 466 79 277 54 410 42 343 53 438 1634 Hour Total 32 212 76 320 83 328
55 466 79 277 54 410 42 343 53 438 1634 5:00pm 26 239 62 327 74 388 76 538 74 335 65 474 51 333 41 425 1764 5:15 40 306 65 411 81 385 80 546 63 336 55 454 50 347 59 456 1867 5:30 31
209 58 298 63 421 82 566 78 338 69 485 43 343 41 427 1776 5:45 46 241 64 351 85 360 67 512 85 310 69 464 47 323 62 432 1759 Hour Total 143 995 249 1387 303 1554 305 2162 300 1319 258
1877 191 1346 203 1740 7166 6: OOpm 33 191 64 288 80 395 73 548 79 286 67 432 52 339 42 433 1701 6:15 40 247 79 366 67 319 76 462 95 270 53 418 50 339 52 441 1687 6:30 25 163 54 242
114 347 107 568 88 242 47 377 61 297 45 403 1590 Total 98 601 197 896 261 1061 256 1578 262 798 167 1227 163 m 139 1277 4978 Grand 467 5054 1240 6761 1233 5189 1198 7620 1057 3762 710
5529 810 5076 669 669 6555 26465 %of Total 1.8% 19.1% 4.7% 4.7%19.6% 4.5% 4.0% 14.2% 2.7% 3.1% 19.2% 2.5% Apprch % 25.5% 28.8% 20.9% 24.8% %of Apprch 6.9% 74.8% 18.3% 16.2% 68.1% 15.7%
19.1% 68.0% 12.8% 12.4% 77.4% 10.2% Peak Hour Analysis By Entire Intersection for the Period: 07:00am to 08:45am on 02/15/00 Start Peak Hr ., ....... Volumes ......... . ..... , Percentages
....... Direction Street Name Peak Hour Factor Rght Thru Left Total Rght Thru Left Southbound MIDWAY 07:15am .879 101 1781 376 2258 4.4 78.8 16.6 Westbound BELT LINE .847 273 1277 296
1846 14,7 69.1 16.0 Northbound MIDWAY .895 212 706 120 1038 20.4 68.0 11.5 Eastbound BELT LINE .921 231 1269 140 1640 14.0 77.3 8.5
Site Code : 00000111 Start Date: 02{15{00 File !.D. : 111 Page : 2 .. ..... Percentages ....... Rght Thru Left 10.3 71.7 17.9 14.0 71.8 14.1 15.9 70.2 13.7 10.9 77.3 11.6 METROCOUNT
9128 COUPLES DR. PLANO, TEXAS 75025 PHONE{FAX (972) 359-7882 Street Name MIDWAY BELT LINE MIDWAY BELT LINE Peak Hour Analysis By Entire Intersection for the Period: 04:45pm to 06:30pm
on 02{15{00 Start Peak Hr Volumes . Peak Hour Factor Rght Thru Left Total 05:00pm .844 143 995 249 1387 .955 303 1554 305 2162 .968 300 1319 258 1877 .954 191 1346 203 1740 Direction
Southbound Westbound Northbound Eastbound ADDISON BELT LINE &MIDWAY 2-15-00
. i, SYNCHRO OUTPUT
3: Beltline Road & Midway Road 212412000 Existing Geometry, AM Peak 2129/2000 lanes, Volumes, Timings..J' ....... "'t of ..-, "*\ f t" \. ! .J lane Group EBl EBT EBR WBl WBT WBR NBl
NBT NBR SBl SBT SBR Lane Configurations 'i-􀀻􀀻􀁾 'i-􀀻􀀻􀁾 'i-;;; ." 'i 􀀻􀀻􀁾 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 11 10
10 11 10 10 11 10 10 11 10 Grade (%) 0% 0% 0% 0% Storage Length (ft) 200 0 200 0 200 200 200 0 Storage Lanes 1 0 1 0 1 1 1 0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
3.0 3.0 Leading Detector (ft) 50 50 50 50 50 50 50 50 50 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 Lane UtiI. Factor 1.00 0.91 0.91 1.00 0.91 0.91
1.00 0.91 1.00 1.00 0.91 0.91 Frt Protected 0.977 0.974 0.850 0.992 Fit Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1652 4803 0 1652 4788 0 1652 4916 1478 1652 4876 0 Frt Perm.
0.977 0.974 0.850 0.992 Fit Perm. 0.111 0.105 0.182 0.306 Satd. Flow (perm) 193 4803 0 183 4788 0 316 4916 1478 532 4876 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 31 41 236
8 Headway Factor 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 Volume (vph) 140 1269 231 296 1277 273 120 706 212 376 1781 101 Confl. Peds. (#/hr) Peak Hour Factor 0.92
0.92 0.92 0.85 0.85 0.85 0.90 0.90 0.90 0.88 0.88 0.88 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% -2% 2%
2% Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%) 0% 0% 0% 0% Adj. Flow (vph) 152 1379 251 348 1502 321 133 784 236 427 2024 115 Lane Group Flow (vph)
152 1630 0 348 1823 0 133 784 236 427 2139 0 Turn Type Pm+Pt Pm+Pt Pm+Pt Perm Pm+Pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 Detector Phases 7 4 3 8 5 2 2 1 6 Minimum
Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 20.0 8.0 20.0 Total Split (s) 22.0 39.0 0.0 24.0 41.0 0.0 11.0 25.0 25.0 32.0 46.0 0.0 Total
Split (%) 18% 33% 0% 20% 34% 0% 9% 21% 21% 27% 38% 0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lead Lead Lag
Lag Lead Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Max Max Lane Grp Cap (vph) 289 1463 315 1544 147 901 464 461
1752 vis Ratio Prot 0.08 0.33 0.19 0.37 0.06 0.16 0.22 0.44 vis Ratio Perm 0.07 0.16 0.11 0.09 0.11 Critical LG? Yes Yes Yes Yes Act Effct Green (s) 36.0 36.0 38.0 38.0 22.0 22.0 22.0
43.0 43.0 Beltline & Midway Intersection Improvements Synchro 4 Report Page 1 KIMLEYHO-ST43
3: Beltline Road & Midway Road 2/24/2000 Existing Geometry, AM Peak 2/29/2000 Lanes, Volumes, Timings..J---+ ""). of +-'-"\ t 􀁾 '. 􀁾 .J Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR
SBL SBT SBR Actuated glC Ratio 0.30 0.30 0.32 0.32 0.18 0.18 0.18 0.36 0.36 vic Ratio 0.53 1.11 1.10 1.18 0.90 0.87 0.51 0.93 1.22 Uniform Delay, d1 32.4 41.1 47.9 39.9 43.6 47.6 0.0
41.3 38.3 Platoon Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incr. Delay, d2 6.7 61.4 81.9 88.3 52.4 11.2 3.9 27.0 104.8 Webster Delay 39.1 102.5 129.7 128.2 96.0 58.8 3.9 68.4
143.1 Webster LOS D F F F F E A E F Queue Length 50th (ft) 91 -525 -265 -614 93 218 0 284 -747 Queue Length 95th (ft) 156 #624 #454 #647 #194 #284 71 #497 #813 Link Length (ft) 420 420
420 420 50th Up Block Time (%) 18% 31% 37% 95th Up Block Time (%) 34% 9% 35% 13% 48% Turn Bay Length (ft) 200 200 200 200 200 50th Bay Block Time % 46% 21% 50% 4% 23% 58% 95th Bay Block
Time % 53% 40% 52% 2% 22% 40% 62% Queuing Penalty (veh) 75 184 178 17 221 256 Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset: 48 (40%), Referenced to phase 2:NBTL
and 6:SBTL, Start of Green Natural Cycle: 100 Control Type: Pretimed Total Lost Time: 9 Sum of Critical vis Ratios: 1.06 Intersection vic Ratio: 1.15 Intersection Webster Signal Delay:
110.4 Intersection LOS: F -Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be
longer. Queue shown is maximum after two cycles. Splits and Phases: 3: Beltline Road & Midway Road Beltline & Midway Intersection Improvements KIMLEYHO-ST43 Synchro 4 Report Page 2
3: Beltline Road & Midway Road 2/24/2000 Existing Geometry, PM Peak 2/29/2000 Lanes, Volumes, Timings/---110 .,. of ...-'-"\ t I'" '. ! .J Lane Group EBL EBT EBR WBL WBT WBR NBL NBT
NBR SBL SBT SBR Lane Configurations llj-ttlt-llj-ttlt-llj-ttt .,,-llj-ttlt-Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 11 10 10
11 10 10 11 10 10 11 10 Grade (%) 0% 0% 0% 0% Storage Length (ft) 200 0 200 0 200 200 200 0 Storage Lanes 1 0 1 0 1 1 1 0 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
3.0 3.0 Leading Detector (ft) 50 50 50 50 50 50 50 50 50 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 Lane Uti\. Factor 1.00 0.91 0.91 1.00 0.91 0.91
1.00 0.91 1.00 1.00 0.91 0.91 Frt Protected 0.981 0.976 0.850 0.981 Fit Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1652 4822 0 1652 4798 0 1652 4916 1478 1652 4822 0 Frt Perm.
0.981 0.976 0.850 0.981 Fit Perm. 0.108 0.089 0.121 0.131 Satd. Flow (perm) 188 4822 0 155 4798 0 210 4916 1478 228 4822 0 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 22 39 231
22 Headway Factor 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 Volume (vph) 203 1346 191 305 1554 303 258 1319 300 249 995 143 Conf\. Peds. (#/hr) Peak Hour Factor 0.95
0.95 0.95 0.96 0.96 0.96 0.97 0.97 0.97 0.84 0.84 0.84 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2%
Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%) 0% 0% 0% 0% Adj. Flow (vph) 214 1417 201 318 1619 316 266 1360 309 296 1185 170 Lane Group Flow (vph)
214 1618 0 318 1935 0 266 1360 309 296 1355 0 Turn Type Pm+Pt Pm+Pt Pm+Pt Perm Pm+Pt Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 2 6 Detector Phases 7 4 3 8 5 2 2 1 6 Minimum
Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.04.0 Minimum Split (s) 8.0 20.0 8.0 20.0 8.0 20.0 20.0 8.0 20.0 Total Split (s) 15.0 40.0 0.0 23.0 48.0 0.0 20.0 36.0 36.0 21.0 37.0 0.0 Total Split (%) 13% 33% 0% 19% 40% 0% 17% 30%
30% 18% 31% 0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lead Lead Lag Lag Lead Lead Lead Lag Lag Lead-Lag Optimize?
Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max Max Max Max Lane Grp Cap (vph) 204 1502 308 1824 262 1352 574 278 1382 vis Ratio Prot 0.10 0.33 0.17 0.40 0.14
0.28 0.16 0.28 vis Ratio Perm 0.22 0.22 0.14 0.15 0.14 Critical LG? Yes Yes Yes Yes Yes Act Effct Green (s) 37.0 37.0 45.0 45.0 33.0 33.0 33.0 34.0 34.0 Beldine & Midway Intersection
Improvements Synchro 4 Report TAB Page 1 KIMLEYHO-ST43
3: Beltline Road & Midway Road 2/24/2000 Existing Geometry, PM Peak 2/29/2000 lanes, Volumes, Timings.-" "'). of ......-, --. "" t ;t-' \.., + .; lane Group EBl EBT EBR WBl WBT WBR NBl
NBT NBR SBl SBT SBR Actuated g/C Ratio 0.31 0.31 0.38 0.38 0.28 . 0.28 0.28 0.28 0.28 vic Ratio 1.05 1.08 1.03 1.06 1.02 1.01 0.54 1.06 0.98 Uniform Delay, d1 34.5 40.9 47.7 36.7 40.4
43.5 8.5 49.1 41.9 Platoon Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incr. Delay, d2 76.5 47.1 59.9 39.4 59.6 25.9 3.6 72.1 20.0 Webster Delay 111.0 88.0 107.6 76.1 100.0 69.4
12.1 121.2 61.9 Webster LOS F F F E F E B F E Queue Length 50th (ft) -148 -508 -238 -597 -190 -390 45 -217 376 Queue Length 95th (ft) #302 #606 #408 #695 #368 #500 135 #376 #424 Link
Length (ft) 420 420 420 420 50th Up Block Time (%) 14% 20% 95th Up Block Time (%) 32% 3% 34% 12% Turn Bay Length (ft) 200 200 200 200 200 50th Bay Block Time % 43% 19% 43% 2% 35% 10%
25% 95th Bay Block Time % 31% 51% 34% 49% 59% 45% 36% 28% Queuing Penalty (veh) 82 101 172 145 134 105 104 78 Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset: 48
(40%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Total Lost Time: 6 Sum of Critical vis Ratios: 0.98 Intersection vic Ratio: 1.03
Intersection Webster Signal Delay: 77.2 Intersection LOS: E -Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume
exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. + 􀁾􀀶 Splits and Phases: 3: Beltline Road & Midway Road Beltline & Midway Intersection Improvements TAB
KIMLEYHO-ST43 Synchro 4 Report Page 2
3: Beltline Road & Midway Road 2/24/2000 Proposed Geometry, AM Peak 2/29/2000 Lanes, Volumes, Timings..J' -+ ..... f ...-...... "" t I" '. + .J Lane Group EBL EBT EBR WBL WBT WBR NBL
NBT NBR SBL SBT SBR Lane Configurations "ilii ;;; ." 􀁾 􀀻􀀻􀁾 "i"i 0;;; ." "i"i ;;; .,,-Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)
10 11 10 10 11 10 10 11 10 10 11 10 Grade (%) 0% 0% 0% 0% Storage Length (ft) 200 200 200 0 150 300 150 200 Storage Lanes 2 1 2 0 2 1 2 1 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0
3.0 3.0 3.0 3.0 3.0 3.0 Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 Lane Util. Factor
0.97 0.91 1.00 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 1.00 Frt Protected 0.850 0.974 0.850 0.850 Fit Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 3204 4916 1478 3204 4788 0 3204
4916 1478 3204 4916 1478 Frt Perm. 0.850 0.974 0.850 0.850 Fit Perm. 0.950 0.950 0.950 0.950 Satd. Flow (perm) 3204 4916 1478 3204 4788 0 3204 4916 1478 3204 4916 1478 Right Turn on
Red Yes Yes Yes Yes Satd. Flow (RTOR) 11 44 58 7 Headway Factor 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 Volume (vph) 140 1269 231 296 1277 273 120 706 212 376 1781
101 Confl. Peds. (#/hr) Peak Hour Factor 0.92 0.92 0.92 0.85 0.85 0.85 0.90 0.90 0.90 0.88 0.88 0.88 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles
(%) 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%) 0% 0% 0% 0% Adj. Flow (vph) 152 1379 251 348 1502 321 133 784
236 427 2024 115 Lane Group Flow (vph) 152 1379 251 348 1823 0 133 784 236 427 2024 115 Turn Type Prot Pm+Ov Prot Prot Pm+Ov Prot Pm+Ov Protected Phases 7 4 5 3 8 5 2 3 1 6 7 Permitted
Phases 4 2 6 Detector Phases 7 4 5 3 8 5 2 3 1 6 7 Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 8.0 20.0 8.0 20.0 8.0 8.0 20.0 8.0 Total
Split (s) 9.0 37.0 9.0 20.0 48.0 0.0 9.0 30.0 20.0 33.0 54.0 9.0 Total Split (%) 8% 31% 8% 17% 40% 0% 8% 25% 17% 28% 45% 8% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode Max Max Max Max Max Max Max Max Max Max Max Lane Grp Cap (vph) 160 1393 500 454 1823 160 1106 614 801 2089 743 vis Ratio Prot 0.05 0.28 0.03 0.11 0.38 0.04 0.16 0.05 0.13
0.41 0.01 vis Ratio Perm 0.14 0.10 0.07 Critical LG? Yes Yes Yes Yes Act Effct Green (s) 6.0 34.0 40.0 17.0 45.0 6.0 27.0 47.0 30.0 51.0 60.0 Beltline & Midway Intersection Improvements
G:\TPTO\1project\063543000 1\synchro\blmwpram.sy6 Page 1 KIMLEYHO-ST43
3: Beltline Road & Midway Road 2/24/2000 Proposed Geometry, AM Peak 212912000 lanes, Volumes, Timings􀁾 -. " f -+-'-"\ t r '. + otI lane Group EBl EBT EBR WBl WBT WBR NBl NBT NBR SBl
SBT SBR Actuated glC Ratio 0.05 0.28 0.33 0.14 0.38 0.05 0.23 0.39 0.25 0.43 0.50 vic Ratio 0.95 0.99 0.50 0.77 1.00 0.83 0.71 0.38 0.53 0.97 0.15 Uniform Delay, d1 56.8 42.8 18.0 49.6
36.6 56.5 42.9 19.1 38.9 33.7 15.2 Platoon Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incr. Delay, d2 59.0 21.8 3.6 11.7 21.1 37.2 3.8 1.8 2.5 13.6 0.4 Webster Delay
115.8 64.7 21.5 61.3 57.7 93.7 46.7 20.9 41.5 47.3 15.6 Webster LOS F E C E E F D C D D B Queue Length 50th (ft) 61 390 102 135 503 53 206 96 148 551 43 Queue Length 95th (ft) #130 #500
171 176 #562 #110 254 165 194 #645 77 Link Length (ft) 420 420 420 420 50th Up Block Time (%) 10% 14% 95th Up Block Time (%) 12% 15% 19% Turn Bay Length (ft) 200 200 200 150 300 150
200 50th Bay Block Time % 34% 37% 20% 2% 42% 95th Bay Block Time % 44% 40% 31% 19% 44% Queuing Penalty (veh) 59 134 33 65 182 Area Type: Other Cycle Length: 120 Actuated Cycle Length:
120 Offset: 48 (40%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 100 Control Type: Pretimed Total Lost Time: 9 Sum of Critical vis Ratios: 0.90 Intersection vic
Ratio: 0.97 Intersection Webster Signal Delay: 53.2 Intersection LOS: D # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 3: Beltline
Road & Midway Road Beltline & Midway Intersection Improvements KIMLEYHO-ST43 G:\TPTO\1project\063 5430001 \synchro\blmwpram.sy6 Page 2
3: Beltline Road & Midway Road 2/24/2000 Proposed Geometry, PM Peak 2/29/2000 Lanes, Volumes, Timings/' -+ .,. of +--\... "" t I"" \.. ! .,' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT
NBR SBL SBT SBR Lane Configurations "i"i +++ .,,-"i"i ++1+ "i"i +++ .,,-"i"i +++ .,,-Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10
11 10 10 11 10 10 11 10 10 11 10 Grade (%) 0% 0% 0% 0% Storage Length (ft) 200 200 200 0 150 300 150 200 Storage Lanes 2 1 2 0 2 1 2 1 Total Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
3.0 3.0 3.0 3.0 3.0 Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 Trailing Detector (ft) 0 0 0 0 0 0 0 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 Lane Util. Factor 0.97
0.91 1.00 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 1.00 Frt Protected 0.850 0.976 0.850 0.850 Fit Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 3204 4916 1478 3204 4798 0 3204 4916
1478 3204 4916 1478 Frt Perm. 0.850 0.976 0.850 0.850 Fit Perm. 0.950 0.950 0.950 0.950 Satd. Flow (perm) 3204 4916 1478 3204 4798 0 3204 4916 1478 3204 4916 1478 Right Turn on Red Yes
Yes Yes Yes Satd. Flow (RTOR) 41 41 9 12 Headway Factor 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 1.09 1.04 1.09 Volume (vph) 203 1346 191 305 1554 303 258 1319 300 249 995 143 Confl.
Peds. (#/hr) Peak Hour Factor 0.95 0.95 0.95 0.96 0.96 0.96 0.97 0.97 0.97 0.84 0.84 0.84 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)
2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% 2% Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%) 0% 0% 0% 0% Adj. Flow (vph) 214 1417 201 318 1619 316 266 1360 309
296 1185 170 Lane Group Flow (vph) 214 1417 201 318 1935 0 266 1360 309 296 1185 170 Turn Type Prot Pm+Ov Prot Prot Pm+Ov Prot Pm+Ov Protected Phases 7 4 5 3 8 5 2 3 1 6 7 Permitted
Phases 4 2 6 Detector Phases 7 4 5 3 8 5 2 3 1 6 7 Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 8.0 8.0 20.0 8.0 20.0 8.0 8.0 20.0 8.0 Total
Split (s) 12.0 41.0 16.0 24.0 53.0 0.0 16.0 39.0 24.0 16.0 39.0 12.0 Total Split (%) 10% 34% 13% 20% 44% 0% 13% 33% 20% 13% 33% 10% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes
Yes Yes Recall Mode Max Max Max Max Max Max Max Max Max Max Max Lane Grp Cap (vph) 240 1557 652 561 2023 347 1475 744 347 1475 598 vis Ratio Prot 0.07 0.29 0.03 0.10 0.40 0.08 0.28 0.07
0.09 0.24 0.02 vis Ratio Perm 0.10 0.14 0.09 Critical LG? Yes Yes Yes Yes Act Effct Green (s) 9.0 38.0 51.0 21.0 50.0 13.0 36.0 60.0 13.0 36.0 48.0 Beltline & Midway Intersection Improvements
G:\TPTO\lproject\0635430001\synchro\blmwprpm.sy6 TAB Page 1 KIMLEYHO-ST43
3: Beltline Road & Midway Road 2/24/2000 Proposed Geometry, PM Peak 2/29/2000 Lanes, Volumes, Timings/....... ,. of +--\.. "" t r '. + .J Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR
SBL SBT SBR Actuated glC Ratio 0.08 0.32 0.43 0.18 0.42 0.11 0.30 0.50 0.11 0.30 0.40 vic Ratio 0.89 0.91 0.31 0.57 0.96 0.77 0.92 0.42 0.85 0.80 0.28 Uniform Delay, d1 55.0 39.4 9.3
45.3 33.2 52.0 40.6 18.3 52.5 38.7 22.5 Platoon Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incr. Delay, d2 35.7 9.5 1.2 4.1 12.1 14.9 11.0 1.7 22.5 4.7 1.2 Webster
Delay 90.6 48.8 10.5 49.4 45.3 66.9 51.6 20.0 75.0 43.4 23.7 Webster LOS F D B D D E D B E D C Queue Length 50th (ft) 86 384 45 117 516 105 373 142 118 309 81 Queue Length 95th (ft)
#158 #460 78 165 #634 #164 #463 215 #170 335 125 Link Length (ft) 420 420 420 420 50th Up Block Time (%) 10% 95th Up Block Time (%) 5% 20% 5% Turn Bay Length (ft) 200 200 200 150 300
150 200 50th Bay Block Time % 32% 35% 41% 35% 95th Bay Block Time % 38% 40% 11% 47% 14% 38% Queuing Penalty (veh) 75 120 25 117 28 108 Area Type: Other Cycle Length: 120 Actuated Cycle
Length: 120 Offset: 16 (13%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Pretimed Total Lost Time: 6 Sum of Critical vis Ratios: 0.86 Intersection
vic Ratio: 0.90 Intersection Webster Signal Delay: 47.7 Intersection LOS: D # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits
and Phases: 3: Beltline Road & Midway Road Beltline & Midway Intersection Improvements TAB KIMLEYHO-ST43 G:\TPTO\lproject\0635430001\synchro\blrnwprpm.sy6 Page 2
PAVING SHEETS
LEGEND: PGL PROFlLE GRADE LINE PC POINT OF CURVAlURE PT POINT OF TANGENCY PRC POINT OF REVERSE CURVE PCC POINT OF COMPOUND CURVE PCR POINT OF CURB RElURN EX EXISTING RT RIGHT LT LEFT
[]llJ BARRIER FREE RAMP ):::.,::.:.::] PROP. NEW PAVEMENT 􀀧􀀩􀀮􀀩􀁾 EX. SPOT GUTTER ELEV. 10'7' NOTES: 1. ALL DRIVEWAY RADii SHALL BE 1,5' UNLESS NOTED OTHERWISE. 2. BARRIER FREE RAMPS
SHALL BE CONSTRUCTED AT ALL DRIVEWAYS AND STREET INTERSECTIONS. SEE PLANS FOR LOCATIONS. 3. SEE DRIVEWAY PROFlLE PLAN FOR DRIVEWAY PROFlLES. 4. FlNAL LOCATIONS OF DART SIGNS SHALL BE
AS DIRECTED BY THE ENGINEER AND SHALL BE PAID FOR UNDER ITEM 649. CURVE TABLE NO. DELTA RADIUS LENGTH NO. DELTA RADIUS LENGTH 10) 90· 14' 46" 36.5' 57.49' 7 16· 15' 37" 250.0' 70.95'
4 03" 49' 06" 1126.25' 75.06' 8 03· 21' 06" 1450.0' 84.82' 5 03· 49' 06" 1126.25' 75.06' 9 03· 20' 16" 1450.0' .84.47' 6 16· 15' 37" 250.0' 70.95' 10 02· 09 32 1417.0 53.39 11 03" 26'
31" 1483.0' 89.09' 40 ! ·.·.\,·.·.·.·.·.·.·.·.w.....·.·.·.·.·.,·.·.·;:L 1" = 20' -0" HORIZ 1" = 5' -0" VERT GRAPHIC SCALE 2t0M-_-0 1;0 2;0 􀀭􀀭􀀭􀁾􀁾􀀭􀀭 ] '---1JdJJ].•.J .-620 -J '-.-620
. 1 48+00 t') Om C'! COt') + . 10 :=teo 0iL 49+00 50+00 51+00 I TEXAS DALLAS DALLAS CONT. SECT. JOB I HIGHWAY No. DESIGNED BY: RAY. 8050 18 034 IBELT UNE RD DRAIWl BY: B.AA CHECKED BY:
L.M.P. BA FILE NAME;
:\ ::1 􀁾 . \......."'.. J "1.j OJ J:,:" .J 􀁾􀀮 J 1----􀁾 􀁾􀁾 cl Cl iii ·10 Q.Q. N tON 10 ....... Q.1Il Ox lfL&J i i T :> 5 f 􀁾􀁾􀀱􀀱􀁾 􀁾 Q. hL 􀁾 00 /+ 􀁾 to I +180% PT 56+81.18
4.63' LT 52+00 53+00 54+00 55+00 56+00
I 625 630 ELEV. 624.32 LEGEND: PGL PROFILE GRADE LINE PC POINT OF CURVAlURE PT POINT OF TANGENCY PRC POINT OF REVERSE CURVE PCC POINT OF COMPOUND CURVE PCR POINT OF CURB RElURN EX EXISTING
RT RIGHT LT LEFT !lIIJ BARRIER FREE RAMP 􀀡􀀺􀀺􀀺􀁾􀁜􀀰􀁜􀁾􀁩 PROP. NEW PAVEMENT ,<􀀧>􀁜,y􀀬􀁾􀁲􀀭 EX. SPOT GUnER ELEV. GRAPHIC SCALE 2t0Iiii-.....0 10 20 40 ;! ! 1" = 20' -0" HORIZ
1" = S' -0" VERT NOTES: 1. ALL DRIVEWAY RADII SHALL BE lS' UNLESS NOTED 01HERWISE. 2. BARRIER FREE RAMPS SHALL BE CONSTRUCTED AT ALL DRIVEWAYS AND STREET INTERSECTIONS. SEE PLANS FOR
LOCATlONS. 3. SEE DRIVEWAY PROFILE PLAN FOR DRIVEWAY PROFILES. 4. FINAL LOCATIONS OF DART SIGNS SHALL BE AS DIRECTED BY 1HE ENGINEER AND SHALL BE PAID FOR UNDER ITEM 649. ...J IBENCHMARK:
"0" CUT ON NORll-iWEST CORNER OF PARKING LOT OF F1NA STATION AT SOUll-iWEST CORNER OF MIDWAY AND BELT LINE ROAD. !it! ;;; ilQ cri -v+ v+ J 􀀭􀀭􀀭􀁴􀁾􀀱􀀭 􀀭􀂷􀀭􀀭􀁴􀀭􀀭􀀭􀀫􀀭􀀭􀀭􀀫􀀭􀀫􀀭􀀭􀀭􀁲􀀭􀁔􀀭�
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III h +ltl 􀁃􀁘􀁬􀁉􀁾 N.-; 􀁾􀁲􀀧 􀁾􀁾 􀁾􀁾 1--' .> 􀁩􀀺􀀮􀁩􀁾 "'...J 􀁾􀁥􀀾 -. .1-􀁾􀀡􀀡􀁬 􀁬􀁛􀁾 ...J e> n. ,..: Ul x 00-':I: 􀁾􀀨􀁊 +< 0::;; EXISPAY 'UrN » -􀁌􀁕􀁾 ui LU co ...J ...Je>
n. 1---.,..: n.Vl 􀁬􀁛􀁾 620 625 630 􀁾 I 􀀱􀁦􀀭􀀭􀀭􀀭􀀭􀀭􀀫􀀭􀀭􀀫􀀭􀀭􀀫􀀭􀀫􀀭􀁲􀀭􀀭􀀭􀀫􀀭􀀫􀀭􀀭􀀫􀀭􀀫􀀭􀁴􀀭􀀭􀁾􀀭􀀭􀀫􀀭􀀫􀁟􀁟􀁟􀁴􀀭􀀫􀀭􀁪􀁟􀁟􀁟􀁴􀀭􀀫􀁟􀀭􀁟􀁪􀀭􀁟􀁟􀁈􀁟􀀻􀁟􀀻􀁟􀁴􀁟􀁟􀁟􀁟􀁴􀀭􀀫􀁟􀁟􀁟�
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40 ! 1· = 20' -O· HORIZ 1" = 5' -O· VERT GRAPHIC SCALE 2L0 III-__0 1;0 2;0 . JXISt·􀁾􀁾􀁏􀁾􀁾􀀺 EX. 􀁾 40' 􀁄􀁒􀁉􀁾􀁾􀁾Y I BEG. WALL CONC. BLOCK R.O.W , , 􀁾􀁾􀀮􀁾􀀬􀀺􀀺􀀬􀀮􀁓􀁔􀁁 7+05.0&4;,
I STA 7+29 RETAINING WALL i >-.............. PCC 6+88.16 """ "<.1 ._ 􀁾 r --"-,--􀀵􀁾􀀺􀁾􀁟􀁟 \ .... 􀀬􀁊􀀬􀁾􀀲􀁡􀀢 􀁾 􀀧􀀺􀁅􀂷􀁾􀀺􀁉􀁾􀁉􀂷􀀺􀂷􀀾􀀺􀂷􀀺􀀢􀀼􀀾 .-.-) 􀁌􀀺􀀺􀂷􀁟􀂷􀂷􀀺􀀺􀂷􀀺􀂷􀂷􀀺􀁟􀂷􀀽�
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ENjWALL 􀁾􀁾􀁄 􀁾􀁁􀁩􀁣􀁈 EDGE 0 I:! to -rO::: '. ' .. '" .0' 􀀳􀀺􀁾􀀧􀀷􀀢 ." --:..-ss· ..' 􀀮􀁾 􀁾􀁾􀀮􀀭 n,'_ STA 8+18 0::: 'I ' <{::: 􀀻􀀻􀁾􀀻􀁾􀀻􀁾􀀻􀀻􀀻􀀮􀀻􀀺􀀻􀀻􀀬􀁾􀀮􀀻􀀻􀀺􀀻􀁾􀁾.•􀀢􀀬􀁲􀀮􀀺􀀬�
�􀁾􀁜 􀀮􀀺􀀺􀁻􀀺􀀧􀀮􀁾 ...: ..... :.... 􀀢􀀻􀀻􀀬􀀮􀀧􀀺􀀧􀁾􀁾􀀧􀁾􀀮􀀺􀀻...􀀢􀀮􀀺􀁲􀀮􀁾􀁾􀀭􀀺􀁾􀁾􀁜 􀁾􀁅􀁘􀁉􀁓􀁔 ROW ; :::> 􀁾 􀁾 I-(f) f-􀁾􀀯􀁜 PCR 6+19.1.1 .., 􀁉􀁾􀀢􀁾􀀧􀀢 ··TE····
..' 􀂷􀂷􀂷􀁾􀁴􀁴􀀻􀁾􀀺􀂷􀀺􀂷􀀺 􀀺􀀮􀀺􀀮􀁾􀀬........,..:.. 􀁾􀀭􀀮􀀮􀀮􀀮􀀢 ... -.:'m...... ,r I-􀁾 I 􀁾 • V 5487' LT \1< ':'i l__ ...,,,..,,.,,,.. ;'f':' .' 􀁾􀀮􀀮􀀮􀀮􀀮􀁩􀁩􀀮􀀱􀀱􀁊􀀮􀁴􀀮􀀮􀀮􀀮􀀮􀀮􀁾􀁟
I" .•••. -1-8"COIo\l:·i>"'\1 • '0" TV1'>E II n'J' --I "j"'''' ;",,;.;,,:;,. 􀁾􀀢􀀢􀀢..,..􀁾􀀮􀀮􀀮􀀮􀀮􀀮 J; ': Z j Ij . 􀁾 \ I,r ",. PRC 7+ '''''' 􀀢􀀢􀀧􀀧􀀧􀀧􀀧􀀧􀀧􀀧􀀧􀁾􀀢􀀻􀀬􀀻􀀻􀀻􀀻􀀢􀁩
• : , , W /MONO CURB REMOVE AND 44.94' LT # '''' . ,,"""''''''''''􀀢􀀢􀀧􀀧􀀧􀀧􀀧􀀮􀀮􀀬􀀧􀀧􀀬􀀧􀀧􀁾 ; 1· /W % 􀁾 Z ::: RELOCATE FIRE 'l:P 􀁶􀀭􀀭􀀭􀀭􀀭􀀺􀀺􀀭􀁾 􀁾􀀺􀁾􀀮􀀻􀀺􀀺􀀢􀀻􀀮􀀮􀁾􀀻􀁾
􀀢􀀢􀀬􀀺􀀻􀁾􀀻􀀯􀀭􀀢 () 􀁾 \. .....l 􀁉􀁾􀁾 HYDRANT '0.... P 8+07.50 L􀁾.....􀁾􀀧􀀿􀁩􀀨􀀬􀀬􀀻􀀮􀀮􀀺 -----<t! 􀁾 􀁾 % I ' .......""".."'".." .. :r:. F 􀁐􀁃􀀺􀁾􀁓􀁔􀁁 PI STA 7+02.36 PT
uSTA 4 .17 LT 0/,.... 􀁾􀀮,." 􀁾.. ,..􀁾,,"' 􀁜<..... 􀁾􀁜􀀮 I UI-􀁾 ...J 6+41.52 􀁾 􀁾􀀫􀁯A _ 11· 34' 50&1 7+62.79 􀁲􀁦􀁬􀁾􀁾􀁏􀁾􀁔 '0" L •••••::::.:.:::,.::::.......... -C 55 \ . B
SEUNE 'e:I "'" v",-:;.:: , ",. •. <{ S NIlO· 25 ...􀁾􀀶􀀯􀁗 -􀁾 􀁾􀁟PRC 7+51.44 . PT 8+08.06 '-EXIST. CONC. ·······-:021 .. Rep..:::::::.......... .<;;;; 􀁟􀁾􀀽􀀭 􀁾 -􀁾 ".•􀁾􀀮􀁾􀀺􀀮􀀺􀁲􀀮􀀡􀀺􀀡􀁜..
􀀢􀁾􀀧􀀺􀀢 .•􀀬􀁾􀀬􀁾􀀮􀀺􀁸􀀺􀀢􀀮􀀧􀀺􀀮􀁟􀀮􀁟􀁾􀀬 ,,.J"'..,",,..! 􀀢􀀧􀀢􀀢􀁾􀀮 􀀭􀀭􀀮􀀳􀀮􀁾􀁾 ® 5.37' LT /TY II AROUND EXIST. INLET '" :::: ::·:: 􀁊􀁾􀁌 . i I . 􀁾􀁾􀁅􀁄 􀁾 􀀺􀀫􀁾􀀺􀀺􀁾
.􀀧􀁉􀁾􀀧 􀀺􀁾􀀻􀀭􀀺 ..;.:.:: .. -: ". 􀀬􀀺􀀷􀀺􀀧􀀺􀂷􀀺􀀺􀀧􀀺􀀿􀀢􀁾􀂷􀀺􀂷􀀺􀀻􀁾􀀺􀀺􀁾􀀮􀀧􀀻􀀧􀀷􀁾􀁾􀁾􀀬􀀺􀀬􀀺􀀺􀀺􀀺􀀻􀀺􀀮􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀬􀀺􀀬,,:::.."", ,􀀮􀀬􀀮􀁾􀀢􀀮􀀬􀀬􀀢􀁾􀁾􀀮􀀻􀀮􀁾􀁾􀀮􀀡􀁬􀀡􀁃..&
G ./􀁾􀁾􀁾􀀿􀀭􀁾􀀫 MIDWA Y 􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀁾 Cl ::: 12.13; RT "-" PRC 7+05.1 ,""""" ""',,.."'=. m"􀁾 ROAD :::::::::: <{ PAVEMENT 10.01 RT PRC 7+32.23 􀁾􀁯 /􀁾 -....c.
;: 0::: REMOVAL ..,0 TYPE II 􀁾 13.78 RT TY 11 PRC.7+83.8/PT 􀁾􀀫􀀹􀀴􀀮􀀵􀀲 􀁾􀀢􀀢􀁩􀀮􀁾 9+00 Col 0::: l-6+19.71 􀀧􀁏􀁾 MONO CURB i/PT 7+32.84 C & G ..,":> 5.75 RT " }.98 􀁾 '_ I 􀀾􀀭􀁾
􀁌􀀵􀁾􀁾􀀮􀁾􀀬􀁒􀀮􀁔􀁾􀁀... "".. 􀁾􀀧􀁏􀀢􀀬􀀬􀀭􀁾􀀮􀀷􀀸􀁒􀁔􀁾􀁾􀀮􀁾 'O"Z' RAMP N 􀁛􀀸􀀧􀀺􀀻􀁦􀁉􀀧􀁃􀀮􀀧􀀧􀀭􀁾􀁜􀁊 􀀭􀁾􀁟<{ L-'.' '.' . . . . . . . , "" 􀀨􀁾􀁔􀁙􀁐 n · PC 8+1299 5 L F
24" W E; 􀁍􀂷􀀺􀀢􀀢􀀧􀀷􀂷􀂷􀂷􀀺􀂷􀂷􀀺􀂷􀀺􀀮􀀺􀀺􀀺􀂷􀀺􀂷􀂷􀀺􀂷􀀺􀀺􀀮􀁾􀂷􀁾􀂷􀀺􀁍􀀺􀂷􀁲􀀮􀀮􀀮􀀮􀀮􀀮􀀮 􀀭􀁾􀀮􀀺 : : 􀀺􀁾􀁾􀂷􀂷􀀺􀀮􀀧􀀺􀁾􀀧􀁾􀂷􀀺􀀺􀀺􀀮􀀧􀂷􀀧􀂷􀀮􀀼􀀺􀁧􀁁􀁓􀀮􀀧􀁲􀀧􀁁􀁭􀀺􀀭􀀧
."" (' 42.17' RT 􀁾􀁰􀁾􀀧􀁴􀁐 (Cl ill) 􀁾􀁾􀀭􀀲􀀭􀀰􀀺􀀭􀀧􀀭􀁒􀁅􀀮􀀮􀀺􀁃􀀺􀀺􀁅􀀺􀀺􀁓􀁓􀀢􀀢􀁅􀀭􀁄􀀭􀁾􀀭􀀭􀀭􀀭􀀭􀀭􀀭􀁾􀀭􀀧􀀢􀀢􀀢􀀺􀁓􀁔􀁾􀁁􀀺􀀭􀀺􀀺􀀺􀀸􀀷􀀫􀀺􀀺􀀲􀀶􀀺􀀭􀀮􀀳􀀺􀀻􀀺􀀳􀀻􀀭􀀮􀀭􀀺􀀻􀀳􀀻􀀻􀀻􀀺􀀹
􀀭􀀺􀀮􀀹􀁾􀀹􀀮􀀻􀀭􀀻􀀻􀀺􀁒􀁔􀀻􀀱􀀱 : 49-NOVEWAY/􀁦􀁦􀁩􀀿􀁍􀀼􀁊􀀧􀁾􀀭􀁾􀁾􀁾􀀺􀀺􀀺􀁾􀁾􀁾􀁚􀀱􀀻􀁾􀀭􀀻􀁾􀀺􀀺􀁾 􀁾􀁣􀁲􀀧􀀭􀁾􀁾􀀢􀀭 􀁾􀀬􀀭􀀺􀀺􀀺􀀺􀁾􀁾􀁾􀀺􀁾􀀺􀀷􀀢􀀢 _ 􀀺􀀺􀁾􀀳􀀷􀁾􀀫􀀺􀀺􀀺􀀺􀀺􀀧
􀁒􀁔􀁅􀁘􀁾:4_'S;,::Z.i("􀁾􀀧􀁾􀀭􀁾􀀧 STA '+45.48 STA '+""'5 SIGN END WM<J 􀁫􀀮􀁾 :·.·t R.i:!/y 􀀢􀁾􀀮􀀬􀀧􀁟.,,.,..... __􀁾 .:._---,", FWME ('20.8 GN'D'" '.-, , '&i£< IlQ, 􀀬􀀮􀀺􀀮􀀺􀀮􀀻􀀺􀀧􀀭􀀺􀁣􀀺􀀭
􀀺􀀭􀀺􀀭􀁲􀀺􀁒􀀺􀀭􀀺􀀵􀀭􀀺􀁣􀁄􀀶􀀬􀀮􀀬􀁾􀀰􀀭􀀺􀀭􀁾􀁲􀀺􀀭􀁌􀁅􀀽􀁾􀀭􀀺􀁇􀀺􀀭􀀮􀁾􀀺􀀭􀀷􀀮􀀮􀀬􀀮 􀁾􀁦􀀱􀁎􀀱􀀺􀀺􀀧􀁣􀀢􀁜􀁪􀀧􀁍􀀼 5TA 7+46􀁍􀁾􀁾􀁾􀁁􀁾.iIJf//􀁾􀁁􀀢􀀺􀀮􀁃􀀻􀀻􀁾 INLET􀀭􀀭􀀭􀀭􀀭􀀽􀀬􀀺􀀧􀀬􀀭􀀭
􀀽􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀁾􀁾􀀺􀀻􀀺􀀭 􀀺􀁒􀁾􀁾􀁾 􀁾 .􀁾􀁾􀀭􀁾􀁾􀁴􀁾􀀢􀁦􀁾􀀢􀀬 250.0' 57.46' EX. CONC. !.::.... 4369' RT 􀁾 ON 20% ..:." ----__􀁾􀀮 R 'E:f E::' PAVEMENT 􀁅􀀺􀁾􀁾􀀱􀀺􀁉􀁎􀁾 4-􀁾civ<EV,,'l1:'
􀁾􀁾􀁾􀁁􀁕􀀼 • • 􀁁􀀷􀁦􀁾 STA ..23.7:::'-RT 600.0' 121.27' (SEE DRAINAGE DETAILS) STA 􀀸􀀫􀁗􀀻􀁾􀀴􀀧􀀻􀀢􀀢 50.67 RT 24" RCP I[ = 617.14 FLUME It ,,;;..,621.18 POINT OF INTERSEC1l0N PROFILE
GRADE UNE POINT OF CURVATURE POINT OF TANGENCY POINT OF REVERSE CURVE POINT OF COMPOUND CURVE POINT OF CURB RETURN EXISllNG RIGHT LEFT run BARRIER FREE RAMP I:-::.·\:·::·::.:·:::.:·j
PROP. NEW PAVEMENT ..􀁾􀁾 EX. SPOT GUTTER ELEV. '0'7 BENCHMARK: "0" CUT ON NORTHWEST CORNER OF PARKING LOT OF FlNA STA1l0N AT SOUTHWEST CORNER OF MIDWAY AND BELT UNE ROAD. (BELT UNE
STA 50+69. 60' RT) ELEV. 624.32 LEGEND: PI PGL PC PT PRC PCC PCR EX RT LT NOTES : .' c',.. I ,c 1. ALL DRIVEWAY RADII SHALL BE; 15': UNLESS NOTED OTHERWISE. \..) 2. BARRIER FREE RAMPS
SHALL BE CONSTRUCTED AT ALL DRIVEWAYS AND STREET INTERSEC1l0NS. SEE PLANS FOR LOCA1l0NS. 3. SEE DRIVEWAY PROFILE PLAN F.oR DRIVEWAY PROFILES. 4. FINAL LOCA1l0NS OF DART SIGNS SHALL BE
AS DIRECTED BY THE ENGINEER AND SHALL BE PAID FOR UNDER ITEM 649. CURVE TABLE NO. DELTA RADIUS LENGTH NO. DELTA 􀁉􀁾􀁾 or 46' 17" 909.37' 123.34' 29 10· 34' 55· 24 or 46' 17" 942.37'
127.82' 30 13' 10' 08" 25 06· 09' 52" 946.37' 101.82' 31 04· 07' 22" 26 03· 53' 31" 975.0' 66.23' 32 17' 44' 17" 27 11· 50' 38" 250.0' 51.68' 33 11· 14' 16" 28 02· 32' 37" 250.0' 11.10'
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I i i 7+00 0::: UQ. ;::: en +10 -0 74% 10 10 .... NU)IO .-.. + .... ..,fi:j 􀁾 10 It! ..tIN en >N 􀁾􀁾 Q.ID + 0::: ;:; 􀁾􀁑􀀮 w ..tolll z +5 :J: IOQ. 􀁾 -.18% -. :::ll . 􀁾 VI E 26.81)
N 􀁾 1 en ga ;!: 􀁾 0 i±N 􀁾􀁾 10 􀁕􀀩􀁾 .--: 􀁾 UID !::" 􀁾􀁾 U) Q.fO ro 􀁾􀁕􀀩 10· U)IN 􀁾􀁾 5+00 6+00 620 -0::: Q. 630 􀁾 I:'; ...J ori I-.... ...J + 625 ll'l r-£2<1 Tc f AVO ENT
􀁉􀁾 I') :> 􀁉􀁾 lri 620 􀁾IiLl lOll! U) UJ '10 ...J :eN 􀁾􀁑􀀮 lOp • ....= 0 X a::e Q. c o::: fl-UJ R> 630 􀀮􀁾 I 􀁾 I-Li. i:il 10 m 􀁾􀁘 ST. AVO ENT (:II 625 0I') 'N" ID 1 _J ]