HomeMy Public PortalAboutS. National Crooked Road River Hills Traffic Study 2019
MISSOURI TRAFFIC ENGINEERING ASSISTANCE PROGRAM
INTERSECTION ANALYSES
Crooked Road and National Drive
Prepared for
CITY OF PARKVILLE
By
April 2019
TranSystems
2400 Pershing Road
Suite 400
Kansas City, MO 64108
Tel 816 329 8600
Fax 816 329 8601
www.transystems.com
April 11, 2019
Ms. Alysen Abel, P.E.
Director of Public Works
8880 Clark Ave
Parkville, MO 64152
Re: Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri
Dear Ms. Abel:
In accordance with your request, TranSystems Corporation has prepared the following analyses for the Crooked Road at River
Hills/National Drive and the National Drive at River Hills/National Drive intersections in Parkville, Missouri. In general, the study
focused on a review of the operational and safety conditions as well as a sight distance review at each intersection to determine
improvement recommendations to address existing deficiencies. The review also included traffic volume projections for when the
nearby residential development is fully built out. Our data collection efforts, results, and recommendations are summarized in the
attached report.
We have appreciated this opportunity to be of service to the Missouri Department of Transportation and the City of Parkville. We
will be available to review this study with you at your convenience.
Sincerely,
TranSystems
By: ______________________________________ By: _______________________________________
Addison Miller, EIT Jeffrey J. Wilke., PE, PTOE
JJW:ARM:P101180266
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 1
Introduction
TranSystems Corporation has prepared the following analyses for the Crooked Road at River Hills/National Drive and the
National Drive at River Hills/National Drive intersections in Parkville, Missouri. In general, the study focused on a review of the
operational and safety conditions at the intersections to determine improvement recommendations to address any existing
deficiencies. The review also included traffic volume projections for conditions when the nearby residential development is
completed. The study intersection locations and surrounding street system are shown on Figure 1. This study was requested
by Ms. Alysen Abel, Director of Public Works, under the Traffic Engineering Assistance Program (TEAP), administered by the
Missouri Department of Transportation (MoDOT).
Study Purpose
City staff is concerned about safety and operations at the two study intersections as traffic volumes in the area increase due to
nearby residential home development. Concerns have also been expressed that sight distances may be limited due to
obstructions and/or the vertical curvature of the roadway. City staff would also like a recommendation for long-term intersection
control at the National Drive at River Hills/National Drive intersection.
As a result of these concerns, the city has requested a review of the existing intersection conditions to determine mitigation
measures that address existing safety and operational deficiencies observed, as well as any projected deficiencies once the
nearby residential development is completed.
Scope of Study
The following program was developed to complete the analysis:
1. Conduct manual traffic volume and pedestrian counts at the study intersections during typical weekday morning and
afternoon peak periods (7-9 A.M. and 3-6 P.M.).
2. Conduct 24-hour traffic volume counts for each of the intersection approaches over a typical weekday period.
3. Review recent crash experience at the study intersections and evaluate using Highway Safety Manual (HSM) procedures.
4. Inventory existing signing and pavement markings to document all traffic control devices.
5. Measure and evaluate intersection sight distances. The evaluation is based on criteria in A Policy on Geometric Design of
Highways and Streets (2011 Edition), also referred to as the AASHTO Green Book) published by the American Association
of State Highway and Transportation Officials (AASHTO).
6. Conduct level of service analyses to evaluate existing intersection operations and the operational impacts of added
residential development traffic.
7. Identify potential operational and safety improvements for the intersections based on findings from the data collection.
Options to address deficiencies could include modifications to the existing intersection control, modifications to the existing
signage, or use of other traffic control devices such as flashing beacons. Geometric modifications may be considered as
well.
8. Prepare a report documenting our data collection, analysis, and recommendations.
Data Collection
Data collection for this study and the methods used in its collection conform to current Manual on Uniform Traffic Control Devices
(MUTCD) guidelines and recognized traffic engineering data collection procedures of the Institute of Transportation Engineers
(ITE). The MUTCD is the Federal Highway Administration (FHWA) reference adopted as the standard governing the use of
traffic control devices in the State of Missouri.
pw
:\\
hq
-pw
int01
.a
-e.tran
syscorp
.com
:transyscorp-pw
1
\D
ocu
m
ents\P
rojec
ts_2
0
1
8
\K
C
10
1
- K
ansas C
ity\P
10
1
1
8
0
2
6
6
- M
oT
E
A
P
- P
a
rkv
ill
e F
Y
19
\3
1
0
.00
- T
raffic\F
igu
res\figs_V
8i_8
.5x
1
1
N
o
S
ca
le
L
O
C
A
T
IO
N
M
A
P
F
ig
u
re
1
45
9
C
ro
o
k
e
d
R
o
a
d
a
n
d
N
a
tio
n
a
l D
rive
In
te
rse
c
tio
n
A
n
a
lyse
s
P
a
rkv
ill
e
,
M
O
A
p
ril 2
0
1
9
Lime Stone Rd
60th St
Magno
lia Ln
B
rass
ie Ln
Chatea
u Ct
Croo
k
ed Rd
57th Terr
57th St
R
iver H
ill
s D
r
N
ation
al D
r
H
igh
H
ill R
d
Croo
k
ed Rd
B
luff D
r
R
ensing
R
d C
asper D
r
H
o
g
a
n
D
r
Croo
k
ed Rd
N
ation
al D
r
NORTH
LEGEND
DEVELOPMENT AREA
-FUTURE RESIDENTIAL
- STUDY INTERSECTION
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 3
Intersection Characteristics
An aerial photo of the study intersections that includes roadway widths and existing traffic control is included in the Appendix
(Figure A-1). Some pertinent characteristics of the intersections recorded at the time of the site investigation are listed below:
Crooked Road is a northwest/southeast aligned two-lane secondary arterial roadway. There are curbs and gutters along
each side of the street near the study intersection, and a posted speed limit of 25 m.p.h. There is no sidewalk along Crooked
Road. Beginning approximately 165 feet north of River Hills/National Drive, Crooked Road begins to narrow and no longer
has curb. Similarly, south of River Hills/National Drive approximately 750 feet, Crooked Road narrows and no longer has
curb. North of River Hills/National Drive, there is an uphill vertical grade when traveling southbound. South of River
Hills/National Drive, the roadway is generally level. For the purpose of this study, the directions of travel along Crooked
Road will be referred to as either north or south.
River Hills/National Drive is a northeast/southwest aligned two-lane roadway. There are curbs and gutters along each side
of the street with sidewalk along the south side, west of Crooked Road. There is no posted speed limit. To the west of
Crooked Road, this street is named River Hills Drive and is classified as a local street. Approximately 165 feet east of
Crooked Road, the street intersects with National Drive. This eastern street segment is also named National Drive. To the
east and west of Crooked Road, there is an uphill vertical grade when traveling eastbound or westbound toward Crooked
Road. For the purpose of this study, the directions of travel along these segments of River Hills/National Drive will be
referred to as either east or west.
National Drive is a northwest/southeast aligned two-lane collector roadway at the intersection with River Hills/National Drive.
There are curbs and gutters along each side of the street and a posted speed limit of 25 m.p.h. There is sidewalk along
each side of the road south of the intersection, but only along the west side of the road north of the intersection. To the
north and south of River Hills/National Drive, there is a slight uphill vertical grade along National Drive when approaching
River Hills/National Drive. For the purpose of this study, the directions of travel along National Drive will be referred to as
either north or south.
As shown on Figure A-1, the only pavement markings in the study area are centerline markings along Crooked Road, a
stop line for eastbound River Hills Drive and edge line markings on Crooked Road north of the study intersections. Most
pavement markings, at and near the intersection, appeared to be in relatively good condition at the time of the site
investigation (February 2019). The stop line for eastbound River Hills Drive is visible but is beginning to fade.
Several signs were identified in the vicinity of the study intersections that are not installed in conformance with criteria set
forth in the most recent edition of the MUTCD. These deficiencies, including incorrect sign sizes and mounting heights, are
summarized below:
o As shown on Figure A-1, there are Intersection Warning signs (MUTCD No. W2-1, 24” x 24” size) posted north
and south of the Crooked Road and River Hills/National Drive intersection. This sign size is less than the
standard size stated in the MUTCD. The standard size for this sign on this type of roadway is 30” x 30”. The
longitudinal placement and mounting heights of these signs meet MUTCD standards.
o The Yield signs (MUTCD No. R1-2, 30” x 30” x 30” size) posted for motorists on National Drive are less than
the standard size stated in the MUTCD. The standard size for this sign on this type of roadway is 36” x 36” x
36”. The longitudinal placement and mounting heights of these signs meet MUTCD standards.
o The Stop signs (MUTCD No. R1-1, 30” x 30” size) posted for motorists approaching Crooked Road meet
MUTCD criteria for size and placement, but the eastbound sign on the west side of the Crooked Road and
River Hills/National Drive intersection is mounted below the minimum height stated in the MUTCD. The
minimum height measured vertically from the bottom of the sign to the top of the curb should be 7 feet, but
the current height is approximately 3 feet.
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 4
Machine Traffic Volume Counts
Machine traffic volume counters were placed on each approach to the study intersections to determine traffic flow characteristics
along these streets over a typical day. The counters were in place for a between Monday, February 25, 2019, and Wednesday,
February 27, 2019. The counts for each approach have been summarized in 15-minute intervals by direction of travel and are
included in the Appendix (Pages A-2 to A-7). A summary of the 24-hour traffic volumes recorded at each of the counter locations
is shown in Table 1.
Table 1
24-Hour Traffic Volumes
Intersection Northbound Southbound Eastbound Westbound Total
Crooked Road & River
Hills/National Drive 1,033 1,061 358 653 3,105
National Drive & River
Hills/National Drive 53 635 600 --- 1,288
Spot Speed Study
A spot speed study is a typical method used to determine vehicle speed characteristics along a particular roadway segment.
One of the more important statistics obtained from a spot speed study is the 85th percentile speed. This statistic represents
the speed at which 85 percent of the observed vehicles are traveling at or below and is generally regarded as the speed
considered reasonable or appropriate by most drivers. For Crooked Road, a spot speed study was conducted for vehicles
north and south of the intersection with River Hills/National Drive by using the speed recording function of the machine traffic
counters. The results of the study are shown below in Table 2. Relative frequency distributions for the data have also been
prepared and are included in the Appendix (Pages A-8 and A-9)
Table 2
Spot Speed Study Results
Intersection Approach Number of
Observations 85th Percentile Speed, m.p.h.
Northbound Crooked Road 1,579 33.6
Southbound Crooked Road 2,073 35.1
The 85th percentile speeds shown in Table 2 indicate that drivers approaching the Crooked Road and River Hills/National
Drive intersection generally travel at speeds between 33 and 35 m.p.h., which is well above the existing posted speed limit (25
m.p.h.). These findings suggest that analysis of the intersection should be based on an 85th percentile speed of 35 m.p.h.
rather than the 25 m.p.h. posted speed limit on Crooked Road.
Manual Traffic Volume Counts
TranSystems conducted manual turning movement counts at both study intersections on Tuesday, February 26, 2019, during
the morning (7:00 to 9:00 a.m.) and during the afternoon (3:00 to 6:00 p.m.) The counts provided us with the current peak hour
turning movement patterns at the intersections on a typical weekday and have been illustrated in the Appendix (Figure A-10).
Pedestrian patterns were also observed during the peak hours. Some findings and other observations made during the count
periods are summarized below:
In general, very few queues were observed on the stop-sign controlled approaches during either count period. A maximum
queue of 3 vehicles was observed. No queues were observed at the yield controlled approaches.
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 5
Traffic volumes during the A.M. peak hour were heaviest in the southbound direction at the Crooked Road and River
Hills/National Drive intersection and eastbound at the National Drive and River Hills/National Drive intersection. This is
consistent with commuter traffic leaving residential areas.
Traffic volumes during the P.M. peak hour were heaviest in the northbound direction at the Crooked Road and River
Hills/National Drive intersection and southbound at the National Drive and River Hills/National Drive intersection. This is
consistent with commuter traffic returning to residential areas.
Almost all traffic during both peak periods at the National Drive and River Hills/National Drive intersection traveled to/from
the north and west directions. There are currently very few houses south of this intersection along National Drive, which
results in a low volume of vehicles.
Pedestrian volumes were low during both count periods. Only one pedestrian was observed during the morning count period
and two during the afternoon count period at the Crooked Road and River Hills/National Drive intersection. These
pedestrians were exercising adults. No pedestrians were observed at the National Drive and River Hills/National Drive
intersection.
Traffic along National Drive at the National Drive and River Hills/National Drive intersection was observed to come to either
a complete stop or nearly a complete stop a majority of the time, even though the posted yield signs do not require a stop.
Westbound right-turning traffic along River Hills/National Drive appeared to have little difficulty viewing traffic along Crooked
Road before completing their maneuver. Left-turning and through movement traffic were observed to pull farther forward,
closer to the intersection, in order to view any conflicting traffic.
Intersection Sight Distance
Intersection sight distance is provided at intersections to allow drivers to perceive the presence of potentially conflicting vehicles.
The driver of a vehicle approaching an intersection should have an unobstructed view of the entire intersection, including any
traffic control devices, and sufficient lengths along the intersecting roadway to permit the driver to anticipate and avoid potential
collisions. In stop-controlled conditions, a driver must have sufficient sight distance to depart from their approach and enter or
cross the major road. For yield-controlled conditions, a driver must have sufficient sight distance in order to complete their
maneuver without stopping, assuming the driver slows as they approach the intersection.
Intersection sight distances along Crooked Road for the River Hills/National Drive approaches, as well as all three approaches
at the National Drive and River Hills/National Drive approaches were measured in accordance with AASHTO Green Book
criteria. Sight distances along Crooked Road for the yield controlled condition were not measured as a cursory observation
showed that sight distance would fall well below the recommended distances. The intersection sight distances measured for
each approach are shown in Table 3.
Table 3
Intersection Sight Distances
Approach Street Direction
Looking
Sight Distance, feet
Stop Controlled Yield Controlled
Measured Recommended Measured Recommended
EB River Hills/National Dr at Crooked Rd North 485 390 N/A N/A South 420 390
WB River Hills/National Dr at Crooked Rd North 450 390 N/A N/A South 800 390
EB River Hills/National Dr at National Rd North 315 280 250 295
South >1000 280 160 295
NB National Dr at River Hills/National Dr West 185 280 185 295
SB National Dr at River Hills/National Dr West 185 280 185 295
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 6
The eastbound approach looking to the south and the westbound approach looking to the north for the River Hills/National Drive
and Crooked Road intersection were measured from a closer location to the edge of Crooked Road than the AASHTO
recommended distance. This was due to observations of driver behavior showing that motorists looking along Crooked Road in
these directions in order to make a left-turn or crossing maneuver would generally stop their vehicles closer to the intersection
than those making a right-turn maneuver. There is a decorative fence in the northeast quadrant and several trees and bushes
in the southwest quadrant that would obstruct the view of left-turning and crossing vehicles if drivers stopped further from the
intersection.
The data in Table 3 indicates that the measured intersection sight distances for most approaches exceed the recommended
AASHTO values. The exceptions are the National Drive approaches to River Hills/National Drive. Because of the vertical profile
of River Hills/National Drive, drivers on National Drive cannot see further than Crooked Road, which is a shorter distance than
recommended by AASHTO. However, drivers are likely driving less than 25 m.p.h. on this short street segment.
Vehicle Delays
Delay is an average measure of the time a vehicle is standing still while waiting in the approach to an intersection. A high level of
delay can result in increased travel time, excessive fuel consumption, driver discomfort and frustration. Level of service (LOS)
describes the quality of traffic operating conditions at an intersection based on delay, and is rated from “A” to “F”. LOS A represents
the most desirable condition with free-flow movement of traffic and minimal delays. LOS F generally indicates severely congested
conditions with excessive delays to motorists. Intermediate grades of B, C, D, and E reflect incremental increases in the average
stopped delay per vehicle. Table 4 shows the upper limit of delay associated with each level of service for unsignalized intersections.
Table 4
Intersection Level of Service Delay Thresholds
Level of Service (LOS) Unsignalized
A ≤ 10 Seconds
B ≤ 15 Seconds
C ≤ 25 Seconds
D ≤ 35 Seconds
E ≤ 50 Seconds
F > 50 Seconds
Delay at the study intersections was calculated using Highway Capacity Manual methods and the Synchro analysis program.
This program uses a complex function that depends on a number of variables. Synchro input data included the traffic volumes
and lane configurations that were collected. The average delay per vehicle and the corresponding levels of service during the
peak hours are summarized in Table 5. The detailed outputs from the Synchro analysis for the existing conditions are included
in the Appendix (Pages A-12 to A-15).
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 7
Table 5
Intersection Operational Analysis
Existing Conditions
Intersection A.M. Peak Hour P.M. Peak Hour
Movement LOS1 Delay2 LOS1 Delay2
Crooked Rd. and River Hills/National Dr.
Northbound Left-Turn
Southbound Left-Turn
Eastbound
Westbound
A
A
A
B
7.4
7.3
9.8
10.2
A
A
B
B
7.4
7.6
10.6
10.3
National Dr. and River Hills/National Dr.
Northbound
Southbound
A
A
9.8
8.5
A
A
0.0
8.6
1 – Level of Service
2 – Delay in seconds per vehicle
The results of the analysis shown in Table 5 indicate that during the peak hours, the intersections currently operate with excellent
levels of service during both peak hours with a minimal amount of delay. These findings are consistent with our observations of
minimal queueing and little to no delays.
Crash Experience
Crash records for the area surrounding the two study intersections for the time period between January 1, 2015, and December
31, 2018 were requested to identify any crash patterns or tendencies that might exist. During this 36-month analysis period, no
crashes were reported at or near the study intersections.
To further evaluate the existing safety characteristics of each intersection, TranSystems used procedures outlined in the
Highway Safety Manual (HSM) to determine the predicted average crash frequency (crashes per year) for both locations. This
procedure accounts for variables such as the intersection type, if left or right-turn lanes are provided, number of pedestrians and
if street lighting is provided, among others. This method indicated a predicted average crash frequency of 0.7 crashes per year
for an intersection with similar characteristics to the Crooked Road and River Hills/National Drive intersection and a predicted
crash frequency of 0.1 crashes per year for an intersection with similar characteristics to the National Drive and River
Hills/National Drive intersection. These findings indicate that the study intersections have experienced fewer crashes during the
analysis period than would be expected.
Analysis
Based on the data collected, the study intersections can be described as generally operating safely and efficiently. Vehicle
delays and crash frequency are both low. Even so, there were several deficiencies identified during our site visit. These concerns
include signing that either doesn’t meet MUTCD standards for size or mounting height as well as limited sight distance on the
National Drive approaches to River Hills/National Drive. Recommendations have been made to address these deficiencies.
Future Traffic Projections
Due to the ongoing residential construction in the area, a projection of future traffic volumes and patterns was made to include
traffic generated from the currently under construction residential units to the south and east of the study area. Trip generation
estimates were prepared using the Institute of Transportation Engineer’s Trip Generation 10th Edition. Table 6 shows the
expected trips to be generated by the residential development. Additional information related to trip generation is included in
Appendix B.
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 8
Table 6
Development Trip Generation
Land Use Intensity ITE
Code
Average
Weekday
A.M. Peak Hour P.M. Peak Hour
Total In Out Total In Out
Single-Family
Detached Housing 58 units 210 630 46 11 35 60 38 22
The estimated trips generated by the residential development were distributed onto the street system based on the trip
distributions summarized in Table 7. These distributions are based on existing travel patterns in the area and engineering
judgment. The detailed distribution patterns through the study intersections are shown in Appendix B.
Table 7
Trip Distribution
Direction To/From Percentage
North on Crooked Road 25%
South on Crooked Road 25%
East on National Drive 50%
Total 100%
Similar to the existing conditions, the Synchro analysis program was used to determine the average delay per vehicle and
corresponding levels of service during the peak hours with the added development traffic. This data is summarized in Table 8.
The detailed outputs from the Synchro analysis for the existing plus development conditions are included in the Appendix (Pages
A-16 to A-19).
Table 8
Intersection Operational Analysis
Existing plus Development Conditions
Intersection A.M. Peak Hour P.M. Peak Hour
Movement LOS1 Delay2 LOS1 Delay2
Crooked Rd. and River Hills/National Dr.
Northbound Left-Turn
Southbound Left-Turn
Eastbound
Westbound
A
A
A
B
7.4
7.4
9.8
10.3
A
A
B
B
7.4
7.6
10.9
10.6
National Dr. and River Hills/National Dr.
Northbound
Southbound
A
A
10.0
8.5
B
A
10.4
8.6
1 – Level of Service
2 – Delay in seconds per vehicle
As shown in the table, all movements at the intersections are projected to operate at the same levels of service as in the Existing
Conditions scenario except for northbound National Drive during the P.M. peak hour. This is due to there being no existing traffic
along that approach during that time period. All levels of service are projected to continue to be excellent with the addition of
residential development traffic.
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 9
Intersection Control Recommendations
When determining the need for control signing at the study intersections, important considerations are the sight distance for
vehicles approaching the intersection as well as the traffic volumes on each approach. The intersection sight distance data
collected as well as traffic volumes show that the current two-way stop control at the Crooked Road and River Hills/National
Drive intersection to be the correct form of control. However, the measured sight distances and projected volumes at the
National Drive and River Hills/National Drive intersection show that the current form of control may not be appropriate given the
sight distance measurements.
As shown in Figure A-11, with the addition of projected development traffic, the combined volumes during the peak hours along
each National Drive approach will be larger than the single River Hills/National Drive eastbound approach. Also, typical practice
at T-intersections is for the driver on the street which ends to yield right-of-way to vehicles on the through street. These factors
as well as limited sight distance for the National Drive approaches indicate National Drive should have the right-of-way and the
River Hills/National Drive eastbound approach should be controlled and considered the minor roadway. Based on the measured
sight distances show in Table 3, a Stop sign (MUTCD No. R1-1, 30” x 30” size) should be installed on the River Hills/National
Drive eastbound approach, and the Yield signs on the National Drive approaches should be removed. Yield sign control is not
appropriate for the eastbound approach since there is not enough sight distance to meet the recommended distance in the
MUTCD for yield control.
An operational analysis was performed in Synchro using the recommended stop sign control for the eastbound approach at the
National Drive and River Hills/National Drive intersection. The results are shown in Table 9. The detailed outputs from the
Synchro analysis for these modifications are included in the Appendix (Pages A-20 and A-21).
Table 9
Intersection Operational Analysis
Existing plus Development Conditions, Eastbound Stop Control
Intersection A.M. Peak Hour P.M. Peak Hour
Movement LOS1 Delay2 LOS1 Delay2
National Dr. and River Hills/National Dr.
Northbound Left-Turn
Eastbound
A
A
6.2
9.1
A
A
7.4
9.1
1 – Level of Service
2 – Delay in seconds per vehicle
As shown in Table 9, the National Drive and River Hills/National Drive intersection with the aforementioned change in control is
projected to operate more efficiently with slightly less delay than the projected intersection operations under the current form of
control, as shown previously in this report in Table 8. Further, many eastbound vehicles were observed slowing significantly at
the intersection in order to perform turning movements. Therefore, the change is not expected to have a significant impact on
driver patterns or tendencies.
Pavement Marking and Signing Recommendations
As previously stated in the “Intersection Characteristics” section, there were some signing and pavement marking deficiencies
observed along the roadway segments near the study intersections. We have prepared Figure 2, which identifies recommended
improvements to signing and pavement markings in the area. Most of these improvements are recommended to achieve
compliance with the current edition of the MUTCD. These improvements are listed below:
Replace the current fading stop line pavement marking on eastbound River Hills/National Drive at Crooked Road. Install a
new stop line for the westbound approach.
Replace the existing Intersection Warning signs (MUTCD No. W2-1) with new signs that are the MUTCD standard size (30”
x 30”) on the northbound and southbound Crooked Road approaches.
Mount the existing Stop sign (MUTCD No. R1-1, 30” x 30” size) at the MUTCD compliant height of a minimum of 7 feet from
the top of the curb for eastbound traffic on River Hills Drive at Crooked Road. The existing sign post will likely need to be
replaced to reach the minimum mounting height.
Fy rgwar lW I at..ansysivu. am .t.a s, cs m' nl '-th .':. . N! n-.9 is 2W/I 00:101 -Ka -^g as Ci:r.k'9U^110P a-h' a`€R.P-Faso-e OVID 37]_1 t=.Prz:F gins fcls t!L_0. .`. x91
■ m u Systems
PROPOSED IMPROVEMENTS
Intersectio n Analyses
Parkville, M issouri
April 2019
No Scale
r
m
0
m
z
Figure 2
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Page 11
Conclusion
The above study has focused on a review of the operational and safety conditions at the intersections of Crooked Road and
River Hills/National Drive and National Drive and River Hills/National Drive in Parkville, Missouri to determine improvement
recommendations that address existing deficiencies. The general procedures and analyses for this study were based on criteria
set forth in the AASHTO Green Book as well as the Manual on Uniform Traffic Control Devices (MUTCD), the Federal Highway
Administration (FHWA) reference adopted as the standard governing the use of traffic control devices in the State of Missouri.
Based on the data that were collected, the following signing and pavement marking improvements are recommended at the
study intersections:
Replace the current fading stop line pavement marking of eastbound River Hills/National Drive at Crooked Road and install
a new stop line for the westbound approach.
Replace the existing Intersection Warning signs (MUTCD No. W2-1) with new signs that are the MUTCD standard size (30”
x 30”) on the northbound and southbound Crooked Road approaches.
Mount the existing Stop sign (MUTCD No. R1-1, 30” x 30” size) at the MUTCD compliant height of a minimum of 7 feet from
the top of the curb for eastbound traffic on River Hills Drive at Crooked Road.
Also, based on our review of the existing intersection sight distances as well as projected traffic volumes, we determined that
the eastbound approach at the National Drive and River Hills/National Drive intersection should operate with stop-sign control
and the northbound and southbound approaches along National Drive should be uncontrolled. When implementing this change
in control, the existing Yield signs (MUTCD No. R1-2) on the National Drive approaches should be removed and a Stop sign
(MUTCD No. R1-1, 30” x 30” size) should be installed on the eastbound River Hills/National Drive approach. This
recommendation as well as previously mentioned signing and marking improvements are shown on Figure 2.
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Appendix
Appendix A
Study Area Sketch ....................................................................................................................................................................... Figure A-1
Machine Traffic Volume Counts.................................................................................................................................................. A-2 to A-7
Spot Speed Study Results .......................................................................................................................................................... A-8 to A-9
Existing and Projected Peak Hour Turning Movement Counts ............................................................................ Figures A-10 and A-11
Synchro Analysis for Existing Conditions .............................................................................................................................. A-12 to A-15
Synchro Analysis for Existing plus Development Conditions ............................................................................................... A-16 to A-19
Synchro Analysis for Proposed Conditions ............................................................................................................................ A-20 to A-21
;nv -7q7,71,1 7
71,1 7 a e.
■1CLt] Systems
'EA*-ia r:, v= e f :)-T rafr*z:--cm esfi s. V8, 8 afl1
STU DY AREA
Intersectio n Analyses
Parkville, M issouri
April 2019
No Scale
Figure A-1
Daily Traffic Count
Missouri Traffic Engineering Assistance Program
Parkville, Missouri
Location:Crooked Road North of River Hills/National Drive
Period Period Period Period
Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL
12:00a 2 0 2 6:00a 2 25 27 12:00p 12 10 22 6:00p 37 14 51
12:15a 3 1 4 6:15a 10 28 38 12:15p 8 17 25 6:15p 25 19 44
12:30a 2 0 2 6:30a 3 30 33 12:30p 6 15 21 6:30p 24 8 32
12:45a 2 0 2 6:45a 7 57 64 12:45p 9 9 18 6:45p 17 9 26
1:00a 0 0 0 7:00a 4 40 44 1:00p 17 10 27 7:00p 15 6 21
1:15a 3 0 3 7:15a 11 30 41 1:15p 10 17 27 7:15p 10 6 16
1:30a 1 3 4 7:30a 12 29 41 1:30p 12 8 20 7:30p 16 11 27
1:45a 1 0 1 7:45a 9 25 34 1:45p 10 13 23 7:45p 18 5 23
2:00a 1 1 2 8:00a 14 25 39 2:00p 10 12 22 8:00p 16 2 18
2:15a 0 1 1 8:15a 7 48 55 2:15p 15 18 33 8:15p 17 8 25
2:30a 1 0 1 8:30a 11 32 43 2:30p 19 11 30 8:30p 13 9 22
2:45a 1 0 1 8:45a 8 17 25 2:45p 16 7 23 8:45p 17 5 22
3:00a 0 0 0 9:00a 6 14 20 3:00p 17 18 35 9:00p 13 2 15
3:15a 0 1 1 9:15a 9 16 25 3:15p 20 17 37 9:15p 13 9 22
3:30a 0 0 0 9:30a 9 16 25 3:30p 23 11 34 9:30p 3 4 7
3:45a 0 0 0 9:45a 7 12 19 3:45p 35 13 48 9:45p 8 3 11
4:00a 0 2 2 10:00a 7 9 16 4:00p 32 14 46 10:00p 7 1 8
4:15a 0 3 3 10:15a 12 6 18 4:15p 27 29 56 10:15p 4 0 4
4:30a 0 4 4 10:30a 5 5 10 4:30p 36 21 57 10:30p 2 4 6
4:45a 0 4 4 10:45a 6 5 11 4:45p 45 19 64 10:45p 5 3 8
5:00a 2 5 7 11:00a 8 11 19 5:00p 48 17 65 11:00p 2 3 5
5:15a 2 7 9 11:15a 7 7 14 5:15p 43 18 61 11:15p 7 2 9
5:30a 3 17 20 11:30a 9 9 18 5:30p 40 14 54 11:30p 7 2 9
5:45a 4 11 15 11:45a 12 13 25 5:45p 25 19 44 11:45p 4 0 4
HOURLY TOTALS
Period
Start NB SB TOTAL
12:00a 9 1 10
1:00a 5 3 8
2:00a 3 2 5
3:00a 0 1 1
4:00a 0 13 13
5:00a 11 40 51
6:00a 22 140 162
7:00a 36 124 160
8:00a 40 122 162
9:00a 31 58 89
10:00a 30 25 55
11:00a 36 40 76
12:00p 35 51 86
1:00p 49 48 97
2:00p 60 48 108
3:00p 95 59 154
4:00p 140 83 223
5:00p 156 68 224
6:00p 103 50 153
7:00p 59 28 87
8:00p 63 24 87
9:00p 37 18 55
10:00p 18 8 26
11:00p 20 7 27
AM Peak Noon Peak PM Peak
Approach Count Date 6:45a - 7:45a 1:45p - 2:45p 4:30p - 5:30p Totals
Northbound 2/26/19 Tue 34 54 172 1,058
Southbound 2/26/19 Tue 156 54 75 1,061
TOTAL 2/26/19 Tue 190 108 247 2,119
TranSystems Corporation
2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600
0
20
40
60
80
100
12
:
0
0
a
1:0
0
a
2:0
0
a
3:0
0
a
4:0
0
a
5:0
0
a
6:0
0
a
7:0
0
a
8:0
0
a
9:0
0
a
10
:
0
0
a
11
:
0
0
a
12
:
0
0
p
1:0
0
p
2:0
0
p
3:0
0
p
4:0
0
p
5:0
0
p
6:0
0
p
7:0
0
p
8:0
0
p
9:0
0
p
10
:
0
0
p
11
:
0
0
p
Co
u
n
t
i
n
1
5
m
i
n
.
p
e
r
i
o
d
s
Time of Day
TOTAL
NB
SB
A-2
Daily Traffic Count
Missouri Traffic Engineering Assistance Program
Parkville, Missouri
Location:Crooked Road South of River Hills/National Drive
Period Period Period Period
Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL
12:00a 1 0 1 6:00a 0 20 20 12:00p 11 8 19 6:00p 27 11 38
12:15a 2 0 2 6:15a 6 29 35 12:15p 10 13 23 6:15p 27 19 46
12:30a 3 0 3 6:30a 3 31 34 12:30p 6 10 16 6:30p 24 4 28
12:45a 2 0 2 6:45a 11 60 71 12:45p 7 10 17 6:45p 11 8 19
1:00a 0 0 0 7:00a 6 50 56 1:00p 13 14 27 7:00p 13 4 17
1:15a 4 1 5 7:15a 14 27 41 1:15p 15 13 28 7:15p 12 3 15
1:30a 1 2 3 7:30a 12 31 43 1:30p 10 10 20 7:30p 22 2 24
1:45a 1 0 1 7:45a 6 33 39 1:45p 13 15 28 7:45p 18 1 19
2:00a 1 1 2 8:00a 12 31 43 2:00p 9 10 19 8:00p 18 0 18
2:15a 0 2 2 8:15a 7 42 49 2:15p 19 11 30 8:15p 19 0 19
2:30a 0 0 0 8:30a 9 35 44 2:30p 16 11 27 8:30p 19 0 19
2:45a 2 0 2 8:45a 7 15 22 2:45p 17 7 24 8:45p 15 0 15
3:00a 0 0 0 9:00a 6 23 29 3:00p 22 11 33 9:00p 14 0 14
3:15a 0 1 1 9:15a 7 16 23 3:15p 17 12 29 9:15p 18 0 18
3:30a 0 0 0 9:30a 5 15 20 3:30p 20 18 38 9:30p 9 0 9
3:45a 0 0 0 9:45a 9 9 18 3:45p 29 11 40 9:45p 11 0 11
4:00a 0 0 0 10:00a 10 12 22 4:00p 29 17 46 10:00p 4 0 4
4:15a 0 4 4 10:15a 11 4 15 4:15p 22 19 41 10:15p 2 0 2
4:30a 0 2 2 10:30a 3 5 8 4:30p 28 20 48 10:30p 7 0 7
4:45a 0 4 4 10:45a 7 4 11 4:45p 44 16 60 10:45p 5 0 5
5:00a 2 4 6 11:00a 7 8 15 5:00p 44 10 54 11:00p 5 0 5
5:15a 1 7 8 11:15a 5 7 12 5:15p 38 14 52 11:15p 8 0 8
5:30a 1 13 14 11:30a 6 13 19 5:30p 41 10 51 11:30p 8 0 8
5:45a 2 14 16 11:45a 10 9 19 5:45p 30 17 47 11:45p 5 0 5
HOURLY TOTALS
Period
Start NB SB TOTAL
12:00a 8 0 8
1:00a 6 3 9
2:00a 3 3 6
3:00a 0 1 1
4:00a 0 10 10
5:00a 6 38 44
6:00a 20 140 160
7:00a 38 141 179
8:00a 35 123 158
9:00a 27 63 90
10:00a 31 25 56
11:00a 28 37 65
12:00p 34 41 75
1:00p 51 52 103
2:00p 61 39 100
3:00p 88 52 140
4:00p 123 72 195
5:00p 153 51 204
6:00p 89 42 131
7:00p 65 10 75
8:00p 71 0 71
9:00p 52 0 52
10:00p 18 0 18
11:00p 26 0 26
AM Peak Noon Peak PM Peak
Approach Count Date 6:45a - 7:45a 1:45p - 2:45p 4:45p - 5:45p Totals
Northbound 2/26/19 Tue 43 57 167 1,033
Southbound 2/26/19 Tue 168 47 50 943
TOTAL 2/26/19 Tue 211 104 217 1,976
TranSystems Corporation
2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600
0
20
40
60
80
100
12
:
0
0
a
1:0
0
a
2:0
0
a
3:0
0
a
4:0
0
a
5:0
0
a
6:0
0
a
7:0
0
a
8:0
0
a
9:0
0
a
10
:
0
0
a
11
:
0
0
a
12
:
0
0
p
1:0
0
p
2:0
0
p
3:0
0
p
4:0
0
p
5:0
0
p
6:0
0
p
7:0
0
p
8:0
0
p
9:0
0
p
10
:
0
0
p
11
:
0
0
p
Co
u
n
t
i
n
1
5
m
i
n
.
p
e
r
i
o
d
s
Time of Day
TOTAL
NB
SB
A-3
Daily Traffic Count
Missouri Traffic Engineering Assistance Program
Parkville, Missouri
Location:River Hills/National Drive East of Crooked Road
Period Period Period Period
Start EB WB TOTAL Start EB WB TOTAL Start EB WB TOTAL Start EB WB TOTAL
12:00a 1 1 2 6:00a 0 3 3 12:00p 14 13 27 6:00p 16 13 29
12:15a 0 1 1 6:15a 8 1 9 12:15p 9 3 12 6:15p 9 22 31
12:30a 1 0 1 6:30a 5 9 14 12:30p 8 6 14 6:30p 13 18 31
12:45a 0 0 0 6:45a 8 4 12 12:45p 8 4 12 6:45p 12 10 22
1:00a 0 0 0 7:00a 15 11 26 1:00p 6 8 14 7:00p 7 10 17
1:15a 0 0 0 7:15a 12 7 19 1:15p 5 14 19 7:15p 6 11 17
1:30a 0 0 0 7:30a 16 7 23 1:30p 11 4 15 7:30p 7 13 20
1:45a 1 0 1 7:45a 17 9 26 1:45p 4 7 11 7:45p 7 7 14
2:00a 0 0 0 8:00a 11 12 23 2:00p 8 7 15 8:00p 5 14 19
2:15a 0 0 0 8:15a 12 12 24 2:15p 8 7 15 8:15p 5 12 17
2:30a 0 1 1 8:30a 23 6 29 2:30p 17 10 27 8:30p 5 7 12
2:45a 0 0 0 8:45a 10 15 25 2:45p 10 14 24 8:45p 3 8 11
3:00a 0 0 0 9:00a 13 7 20 3:00p 6 9 15 9:00p 7 11 18
3:15a 1 0 1 9:15a 7 6 13 3:15p 21 11 32 9:15p 0 9 9
3:30a 0 0 0 9:30a 5 3 8 3:30p 14 14 28 9:30p 4 4 8
3:45a 0 0 0 9:45a 9 7 16 3:45p 9 22 31 9:45p 2 1 3
4:00a 0 0 0 10:00a 9 4 13 4:00p 13 23 36 10:00p 1 2 3
4:15a 2 0 2 10:15a 3 7 10 4:15p 13 11 24 10:15p 0 5 5
4:30a 0 1 1 10:30a 7 6 13 4:30p 11 17 28 10:30p 0 2 2
4:45a 2 0 2 10:45a 4 4 8 4:45p 9 25 34 10:45p 0 2 2
5:00a 0 0 0 11:00a 5 2 7 5:00p 9 12 21 11:00p 0 2 2
5:15a 4 0 4 11:15a 6 5 11 5:15p 13 21 34 11:15p 0 0 0
5:30a 3 3 6 11:30a 8 11 19 5:30p 13 16 29 11:30p 0 0 0
5:45a 4 2 6 11:45a 3 6 9 5:45p 17 16 33 11:45p 0 3 3
HOURLY TOTALS
Period
Start EB WB TOTAL
12:00a 2 2 4
1:00a 1 0 1
2:00a 0 1 1
3:00a 1 0 1
4:00a 4 1 5
5:00a 11 5 16
6:00a 21 17 38
7:00a 60 34 94
8:00a 56 45 101
9:00a 34 23 57
10:00a 23 21 44
11:00a 22 24 46
12:00p 39 26 65
1:00p 26 33 59
2:00p 43 38 81
3:00p 50 56 106
4:00p 46 76 122
5:00p 52 65 117
6:00p 50 63 113
7:00p 27 41 68
8:00p 18 41 59
9:00p 13 25 38
10:00p 1 11 12
11:00p 0 5 5
AM Peak Noon Peak PM Peak
Approach Count Date 7:45a - 8:45a 1:45p - 2:45p 3:15p - 4:15p Totals
Eastbound 2/26/19 Tue 63 37 57 600
Westbound 2/26/19 Tue 39 31 70 653
TOTAL 2/26/19 Tue 102 68 127 1,253
TranSystems Corporation
2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600
0
10
20
30
40
50
12
:
0
0
a
1:0
0
a
2:0
0
a
3:0
0
a
4:0
0
a
5:0
0
a
6:0
0
a
7:0
0
a
8:0
0
a
9:0
0
a
10
:
0
0
a
11
:
0
0
a
12
:
0
0
p
1:0
0
p
2:0
0
p
3:0
0
p
4:0
0
p
5:0
0
p
6:0
0
p
7:0
0
p
8:0
0
p
9:0
0
p
10
:
0
0
p
11
:
0
0
p
Co
u
n
t
i
n
1
5
m
i
n
.
p
e
r
i
o
d
s
Time of Day
TOTAL
EB
WB
A-4
Daily Traffic Count
Missouri Traffic Engineering Assistance Program
Parkville, Missouri
Location:River Hills/National Drive West of Crooked Road
Period Period Period Period
Start EB WB TOTAL Start EB WB TOTAL Start EB WB TOTAL Start EB WB TOTAL
12:00a 0 0 0 6:00a 4 0 4 12:00p 3 1 4 6:00p 6 10 16
12:15a 0 0 0 6:15a 3 1 4 12:15p 4 6 10 6:15p 5 20 25
12:30a 0 0 0 6:30a 1 1 2 12:30p 1 1 2 6:30p 6 12 18
12:45a 0 0 0 6:45a 15 4 19 12:45p 3 2 5 6:45p 6 8 14
1:00a 0 0 0 7:00a 12 4 16 1:00p 3 4 7 7:00p 10 8 18
1:15a 1 1 2 7:15a 10 6 16 1:15p 3 2 5 7:15p 5 8 13
1:30a 0 0 0 7:30a 18 6 24 1:30p 6 5 11 7:30p 2 11 13
1:45a 0 0 0 7:45a 11 3 14 1:45p 3 2 5 7:45p 3 12 15
2:00a 0 0 0 8:00a 15 5 20 2:00p 4 2 6 8:00p 4 9 13
2:15a 0 0 0 8:15a 11 1 12 2:15p 2 4 6 8:15p 1 3 4
2:30a 1 0 1 8:30a 5 3 8 2:30p 4 4 8 8:30p 2 12 14
2:45a 0 1 1 8:45a 10 2 12 2:45p 3 10 13 8:45p 4 6 10
3:00a 1 0 1 9:00a 10 1 11 3:00p 6 11 17 9:00p 2 2 4
3:15a 0 0 0 9:15a 3 0 3 3:15p 4 12 16 9:15p 2 2 4
3:30a 0 0 0 9:30a 6 3 9 3:30p 1 14 15 9:30p 0 2 2
3:45a 0 0 0 9:45a 6 2 8 3:45p 8 15 23 9:45p 1 1 2
4:00a 0 0 0 10:00a 5 4 9 4:00p 10 18 28 10:00p 0 1 1
4:15a 0 0 0 10:15a 2 4 6 4:15p 9 17 26 10:15p 0 0 0
4:30a 1 0 1 10:30a 1 0 1 4:30p 5 22 27 10:30p 0 2 2
4:45a 0 0 0 10:45a 4 2 6 4:45p 3 26 29 10:45p 0 1 1
5:00a 1 0 1 11:00a 0 2 2 5:00p 7 22 29 11:00p 0 0 0
5:15a 2 0 2 11:15a 3 2 5 5:15p 13 17 30 11:15p 0 0 0
5:30a 2 0 2 11:30a 6 4 10 5:30p 11 24 35 11:30p 1 0 1
5:45a 1 1 2 11:45a 4 5 9 5:45p 7 18 25 11:45p 0 0 0
HOURLY TOTALS
Period
Start EB WB TOTAL
12:00a 0 0 0
1:00a 1 1 2
2:00a 1 1 2
3:00a 1 0 1
4:00a 1 0 1
5:00a 6 1 7
6:00a 23 6 29
7:00a 51 19 70
8:00a 41 11 52
9:00a 25 6 31
10:00a 12 10 22
11:00a 13 13 26
12:00p 11 10 21
1:00p 15 13 28
2:00p 13 20 33
3:00p 19 52 71
4:00p 27 83 110
5:00p 38 81 119
6:00p 23 50 73
7:00p 20 39 59
8:00p 11 30 41
9:00p 5 7 12
10:00p 0 4 4
11:00p 1 0 1
AM Peak Noon Peak PM Peak
Approach Count Date 6:45a - 7:45a 11:30a - 12:30p 4:45p - 5:45p Totals
Eastbound 2/26/19 Tue 55 17 34 358
Westbound 2/26/19 Tue 20 16 89 457
TOTAL 2/26/19 Tue 75 33 123 815
TranSystems Corporation
2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600
0
10
20
30
40
50
12
:
0
0
a
1:0
0
a
2:0
0
a
3:0
0
a
4:0
0
a
5:0
0
a
6:0
0
a
7:0
0
a
8:0
0
a
9:0
0
a
10
:
0
0
a
11
:
0
0
a
12
:
0
0
p
1:0
0
p
2:0
0
p
3:0
0
p
4:0
0
p
5:0
0
p
6:0
0
p
7:0
0
p
8:0
0
p
9:0
0
p
10
:
0
0
p
11
:
0
0
p
Co
u
n
t
i
n
1
5
m
i
n
.
p
e
r
i
o
d
s
Time of Day
TOTAL
EB
WB
A-5
Daily Traffic Count
Missouri Traffic Engineering Assistance Program
Parkville, Missouri
Location:National Drive North of River Hills/National Drive
Period Period Period Period
Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL
12:00a 0 1 1 6:00a 8 1 9 12:00p 8 3 11 6:00p 10 21 31
12:15a 1 0 1 6:15a 5 8 13 12:15p 9 7 16 6:15p 14 16 30
12:30a 0 0 0 6:30a 7 4 11 12:30p 8 5 13 6:30p 11 10 21
12:45a 0 0 0 6:45a 13 10 23 12:45p 6 8 14 6:45p 7 10 17
1:00a 0 0 0 7:00a 11 8 19 1:00p 8 12 20 7:00p 7 11 18
1:15a 0 0 0 7:15a 16 7 23 1:15p 10 5 15 7:15p 7 13 20
1:30a 1 0 1 7:30a 16 12 28 1:30p 3 6 9 7:30p 7 7 14
1:45a 0 0 0 7:45a 10 9 19 1:45p 6 5 11 7:45p 5 13 18
2:00a 0 0 0 8:00a 10 9 19 2:00p 6 5 11 8:00p 4 12 16
2:15a 0 1 1 8:15a 24 6 30 2:15p 16 10 26 8:15p 3 7 10
2:30a 0 0 0 8:30a 14 14 28 2:30p 9 12 21 8:30p 3 9 12
2:45a 0 0 0 8:45a 14 6 20 2:45p 8 8 16 8:45p 6 12 18
3:00a 1 0 1 9:00a 6 6 12 3:00p 21 11 32 9:00p 0 9 9
3:15a 0 0 0 9:15a 4 4 8 3:15p 14 14 28 9:15p 4 4 8
3:30a 0 0 0 9:30a 7 7 14 3:30p 8 20 28 9:30p 2 1 3
3:45a 0 0 0 9:45a 10 3 13 3:45p 12 20 32 9:45p 1 2 3
4:00a 2 0 2 10:00a 5 5 10 4:00p 11 12 23 10:00p 0 5 5
4:15a 0 1 1 10:15a 7 7 14 4:15p 9 17 26 10:15p 0 2 2
4:30a 4 1 5 10:30a 4 4 8 4:30p 9 25 34 10:30p 0 2 2
4:45a 0 0 0 10:45a 5 2 7 4:45p 9 13 22 10:45p 0 2 2
5:00a 4 0 4 11:00a 4 6 10 5:00p 13 20 33 11:00p 0 0 0
5:15a 3 3 6 11:15a 8 10 18 5:15p 13 16 29 11:15p 0 0 0
5:30a 3 1 4 11:30a 3 7 10 5:30p 16 17 33 11:30p 0 3 3
5:45a 0 3 3 11:45a 12 12 24 5:45p 15 15 30 11:45p 0 0 0
HOURLY TOTALS
Period
Start NB SB TOTAL
12:00a 1 1 2
1:00a 1 0 1
2:00a 0 1 1
3:00a 1 0 1
4:00a 6 2 8
5:00a 10 7 17
6:00a 33 23 56
7:00a 53 36 89
8:00a 62 35 97
9:00a 27 20 47
10:00a 21 18 39
11:00a 27 35 62
12:00p 31 23 54
1:00p 27 28 55
2:00p 39 35 74
3:00p 55 65 120
4:00p 38 67 105
5:00p 57 68 125
6:00p 42 57 99
7:00p 26 44 70
8:00p 16 40 56
9:00p 7 16 23
10:00p 0 11 11
11:00p 0 3 3
AM Peak Noon Peak PM Peak
Approach Count Date 8:00a - 9:00a 1:45p - 2:45p 5:00p - 6:00p Totals
Northbound 2/26/19 Tue 62 37 57 580
Southbound 2/26/19 Tue 35 32 68 635
TOTAL 2/26/19 Tue 97 69 125 1,215
TranSystems Corporation
2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600
0
10
20
30
40
50
12
:
0
0
a
1:0
0
a
2:0
0
a
3:0
0
a
4:0
0
a
5:0
0
a
6:0
0
a
7:0
0
a
8:0
0
a
9:0
0
a
10
:
0
0
a
11
:
0
0
a
12
:
0
0
p
1:0
0
p
2:0
0
p
3:0
0
p
4:0
0
p
5:0
0
p
6:0
0
p
7:0
0
p
8:0
0
p
9:0
0
p
10
:
0
0
p
11
:
0
0
p
Co
u
n
t
i
n
1
5
m
i
n
.
p
e
r
i
o
d
s
Time of Day
TOTAL
NB
SB
A-6
Daily Traffic Count
Missouri Traffic Engineering Assistance Program
Parkville, Missouri
Location:National Drive South of River Hills/National Drive
Period Period Period Period
Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL Start NB SB TOTAL
12:00a 0 0 0 6:00a 0 0 0 12:00p 2 0 2 6:00p 1 0 1
12:15a 0 0 0 6:15a 1 0 1 12:15p 1 1 2 6:15p 3 0 3
12:30a 0 0 0 6:30a 0 1 1 12:30p 1 1 2 6:30p 0 0 0
12:45a 0 0 0 6:45a 0 2 2 12:45p 0 2 2 6:45p 0 0 0
1:00a 0 0 0 7:00a 1 3 4 1:00p 5 0 5 7:00p 1 0 1
1:15a 0 0 0 7:15a 1 1 2 1:15p 0 1 1 7:15p 0 0 0
1:30a 0 0 0 7:30a 0 2 2 1:30p 0 1 1 7:30p 0 0 0
1:45a 0 0 0 7:45a 1 2 3 1:45p 2 2 4 7:45p 1 0 1
2:00a 0 0 0 8:00a 1 2 3 2:00p 2 3 5 8:00p 0 1 1
2:15a 0 0 0 8:15a 1 0 1 2:15p 1 1 2 8:15p 0 0 0
2:30a 0 0 0 8:30a 4 3 7 2:30p 1 1 2 8:30p 0 3 3
2:45a 0 0 0 8:45a 0 0 0 2:45p 3 0 3 8:45p 1 0 1
3:00a 0 0 0 9:00a 0 1 1 3:00p 0 0 0 9:00p 0 0 0
3:15a 0 0 0 9:15a 0 2 2 3:15p 0 0 0 9:15p 0 0 0
3:30a 0 0 0 9:30a 1 1 2 3:30p 3 2 5 9:30p 0 0 0
3:45a 0 0 0 9:45a 2 1 3 3:45p 2 1 3 9:45p 0 0 0
4:00a 0 0 0 10:00a 2 0 2 4:00p 0 1 1 10:00p 0 0 0
4:15a 0 0 0 10:15a 1 2 3 4:15p 0 2 2 10:15p 0 0 0
4:30a 2 2 4 10:30a 1 1 2 4:30p 0 0 0 10:30p 0 0 0
4:45a 0 0 0 10:45a 1 1 2 4:45p 0 0 0 10:45p 0 0 0
5:00a 0 0 0 11:00a 0 2 2 5:00p 0 0 0 11:00p 0 0 0
5:15a 1 1 2 11:15a 1 0 1 5:15p 0 0 0 11:15p 0 0 0
5:30a 0 0 0 11:30a 0 0 0 5:30p 0 1 1 11:30p 0 0 0
5:45a 0 0 0 11:45a 1 3 4 5:45p 0 4 4 11:45p 0 0 0
HOURLY TOTALS
Period
Start NB SB TOTAL
12:00a 0 0 0
1:00a 0 0 0
2:00a 0 0 0
3:00a 0 0 0
4:00a 2 2 4
5:00a 1 1 2
6:00a 1 3 4
7:00a 3 8 11
8:00a 6 5 11
9:00a 3 5 8
10:00a 5 4 9
11:00a 2 5 7
12:00p 4 4 8
1:00p 7 4 11
2:00p 7 5 12
3:00p 5 3 8
4:00p 0 3 3
5:00p 0 5 5
6:00p 4 0 4
7:00p 2 0 2
8:00p 1 4 5
9:00p 0 0 0
10:00p 0 0 0
11:00p 0 0 0
AM Peak Noon Peak PM Peak
Approach Count Date 7:45a - 8:45a 1:45p - 2:45p 2:00p - 3:00p Totals
Northbound 2/26/19 Tue 7 6 7 53
Southbound 2/26/19 Tue 7 7 5 61
TOTAL 2/26/19 Tue 14 13 12 114
TranSystems Corporation
2400 Pershing Road, Suite 400, Kansas City, Missouri 64108 (816) 329-8600
0
10
20
30
40
50
12
:
0
0
a
1:0
0
a
2:0
0
a
3:0
0
a
4:0
0
a
5:0
0
a
6:0
0
a
7:0
0
a
8:0
0
a
9:0
0
a
10
:
0
0
a
11
:
0
0
a
12
:
0
0
p
1:0
0
p
2:0
0
p
3:0
0
p
4:0
0
p
5:0
0
p
6:0
0
p
7:0
0
p
8:0
0
p
9:0
0
p
10
:
0
0
p
11
:
0
0
p
Co
u
n
t
i
n
1
5
m
i
n
.
p
e
r
i
o
d
s
Time of Day
TOTAL
NB
SB
A-7
SPOT SPEED STUDY RESULTS
CITY: Parkville COUNTY: Platte LOCATION: Crooked Rd south of River Hills/National Drive
OBSERVER: ARM SPEED LIMIT: 25 TIME START: 11:15 AM 2/25/19
DATE: 2/25/19 to 2/27/19 DIRECTION: NB TIME END: 3:30 PM 2/27/19
SPEED FREQUENCY ACUM TOTAL ACUM %
15 2 2 0.1
16 4 6 0.4
17 5 11 0.7
18 8 19 1.2
19 14 33 2.1
20 10 43 2.7
21 25 68 4.3
22 57 125 7.9
23 74 199 12.6
24 74 273 17.3
25 106 379 24.0
26 108 487 30.8
27 117 604 38.3
28 132 736 46.6
29 110 846 53.6
30 119 965 61.1
31 121 1086 68.8
32 104 1190 75.4
33 100 1290 81.7
34 82 1372 86.9
35 64 1436 90.9
36 47 1483 93.9
37 39 1522 96.4
38 20 1542 97.7
39 9 1551 98.2
40 9 1560 98.8
41 6 1566 99.2
42 5 1571 99.5
43 4 1575 99.7
44 1 1576 99.8
45 0 1576 99.8
46 1 1577 99.9
47 1 1578 99.9
48 0 1578 99.9
49 1 1579 100.0
AVERAGE SPEED = 29.1 PACE = 25 - 34 SAMPLE VARIANCE = 23.2939066
50th PERCENTILE = 28.5 VEHICLES IN PACE = 1099 STANDARD DEVIATION = 4.8263761
85th PERCENTILE = 33.6 % IN PACE = 69.6 RANGE 1*S = 69.09437
90th PERCENTILE = 34.8 % BELOW PACE = 17.3 RANGE 2*S = 96.45345
95th PERCENTILE = 36.4 % ABOVE PACE = 13.1 RANGE 3*S = 99.74667
RELATIVE FREQUENCY DISTRIBUTION
0 2 4 6 8 10
PERCENTAGE BREAKDOWN
A-8
SPOT SPEED STUDY RESULTS
CITY: Parkville COUNTY: Platte LOCATION: Crooked Rd north of River Hills/National Drive
OBSERVER: ARM SPEED LIMIT: 25 TIME START: 11:00 AM 2/25/19
DATE: 2/25/19 to 2/27/19 DIRECTION: SB TIME END: 3:15 PM 2/27/19
SPEED FREQUENCY ACUM TOTAL ACUM %
11 1 1 0.0
12 0 1 0.0
13 2 3 0.1
14 4 7 0.3
15 12 19 0.9
16 31 50 2.4
17 41 91 4.4
18 82 173 8.3
19 118 291 14.0
20 113 404 19.5
21 118 522 25.2
22 79 601 29.0
23 58 659 31.8
24 44 703 33.9
25 35 738 35.6
26 36 774 37.3
27 53 827 39.9
28 80 907 43.8
29 101 1008 48.6
30 115 1123 54.2
31 149 1272 61.4
32 128 1400 67.5
33 125 1525 73.6
34 112 1637 79.0
35 114 1751 84.5
36 94 1845 89.0
37 63 1908 92.0
38 54 1962 94.6
39 44 2006 96.8
40 26 2032 98.0
41 19 2051 98.9
42 10 2061 99.4
43 5 2066 99.7
44 4 2070 99.9
45 1 2071 99.9
46 2 2073 100.0
AVERAGE SPEED = 28.4 PACE = 28 - 37 SAMPLE VARIANCE = 48.0308997
50th PERCENTILE = 29.2 VEHICLES IN PACE = 1081 STANDARD DEVIATION = 6.9304329
85th PERCENTILE = 35.1 % IN PACE = 52.1 RANGE 1*S = 64.97829
90th PERCENTILE = 36.3 % BELOW PACE = 39.9 RANGE 2*S = 99.08345
95th PERCENTILE = 38.2 % ABOVE PACE = 8.RANGE 3*S = 100.
RELATIVE FREQUENCY DISTRIBUTION
0 2 4 6 8 10
PERCENTAGE BREAKDOWN
A-9
N
o
S
ca
le
In
te
rse
c
tio
n
A
n
a
lyse
s
P
a
rkv
ill
e
,
M
iss
o
u
ri
A
p
ril 2
0
1
9
F
ig
u
re
A
-1
0
River Hills/Nation
al Dr
C
roo
k
ed R
d
N
ation
al D
r
NORTH
A.M. PEAK HOUR VOLUMES
41
0
4
3
5
51
5
84
36
9
5
24
10
25
3
30
16
7
River Hills/Nation
al Dr
C
roo
k
ed R
d
N
ation
al D
r
66
3
0
0
2
57
8
36
24
42
20
4
15
26
11
13
8
12
6
P.M. PEAK HOUR VOLUMES
P
E
A
K
H
O
U
R
T
U
R
N
IN
G
M
O
V
E
M
E
N
T
V
O
L
U
M
E
S
E
X
IS
T
IN
G
C
O
N
D
IT
IO
N
S
pw
:\\
hq
-pw
int01
.a
-e.tran
syscorp
.com
:transyscorp-pw
1
\D
ocu
m
ents\P
rojec
ts_2
0
1
8
\K
C
10
1
- K
ansas C
ity\P
10
1
1
8
0
2
6
6
- M
oT
E
A
P
- P
a
rkv
ill
e F
Y
19
\3
1
0
.00
- T
raffic\F
igu
res\figs_V
8i_8
.5x
1
1
N
o
S
ca
le
NORTH
123(45)
Legend
In
te
rse
c
tio
n
A
n
a
lyse
s
River Hills/Nation
al Dr
C
roo
k
ed R
d
N
ation
al D
r
A.M. PEAK HOUR VOLUMES
River Hills/Nation
al Dr
C
roo
k
ed R
d
N
ation
al D
r
P.M. PEAK HOUR VOLUMES
Total Hourly Volume
P
a
rkv
ill
e
,
M
iss
o
u
ri
F
ig
u
re
A
-1
1
A
p
ril 2
0
1
9
5(0)
84
(0)
39
(3)
18(9)
5(0)
33
(9)
13
(3)
25
(0)
3(0)
7(0)
16
(0)
30
(0)
0(0)
41
(0)
51
(0)
11
(6)
20
(17
)
4(0)
8(0)
36
(0)
34
(10
)
48
(6)
20
(0)
10
(6)
25
(10
)
12
6
(0)
26
(0)
11
(0)13
(0)8(0)
3(0)
66
(0)
57
(0)
21(19
)
11
(11
)
0(0)
Residential Development Traffic
P
E
A
K
H
O
U
R
T
U
R
N
IN
G
M
O
V
E
M
E
N
T
V
O
L
U
M
E
S
E
X
IS
T
IN
G
P
L
U
S
D
E
V
E
L
O
P
M
E
N
T
C
O
N
D
IT
IO
N
S
HCM 6th TWSC A.M. Peak Hour
1: Crooked Rd & River Hills Dr/River Hills/National Dr Existing Conditions
A-12
Intersection
Int Delay, s/veh 4.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 7 16 30 24 5 9 3 25 10 36 84 5
Future Vol, veh/h 7 16 30 24 5 9 3 25 10 36 84 5
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length -- - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 8 17 33 26 5 10 3 27 11 39 91 5
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 218 216 94 236 213 33 96 0 0 38 0 0
Stage 1 172 172 - 39 39 - - - - - - -
Stage 2 46 44 - 197 174 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 738 682 963 718 684 1041 1498 - - 1572 - -
Stage 1 830 756 - 976 862 - - - - - - -
Stage 2 968 858 - 805 755 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 711 663 963 666 665 1041 1498 - - 1572 - -
Mov Cap-2 Maneuver 711 663 - 666 665 - - - - - - -
Stage 1 828 736 - 974 860 - - - - - - -
Stage 2 951 856 - 740 735 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 9.8 10.2 0.6 2.1
HCM LOS A B
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h)1498 - - 814 728 1572 - -
HCM Lane V/C Ratio 0.002 - - 0.071 0.057 0.025 - -
HCM Control Delay (s) 7.4 0 - 9.8 10.2 7.3 0 -
HCM Lane LOS A A -A B A A -
HCM 95th %tile Q(veh) 0 - - 0.2 0.2 0.1 - -
HCM Unsignalized Intersection Capacity Analysis A.M. Peak Hour
2: National Dr & River Hills/National Dr Existing Conditions
A-13
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 51 5 3 4 0 41
Future Volume (Veh/h) 51 5 3 4 0 41
Sign Control Free Yield Yield
Grade 0%0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 55 5 3 4 0 45
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 0 158 112 115 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 0 158 112 115 0
tC, single (s)4.1 7.1 6.5 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 4.0 4.0 3.3
p0 queue free %97 100 99 100 96
cM capacity (veh/h) 1623 755 751 749 1085
Direction, Lane #EB 1 NB 1 SB 1
Volume Total 60 7 45
Volume Left 55 3 0
Volume Right 5 0 45
cSH 1623 753 1085
Volume to Capacity 0.03 0.01 0.04
Queue Length 95th (ft) 3 1 3
Control Delay (s) 6.7 9.8 8.5
Lane LOS A A A
Approach Delay (s)6.7 9.8 8.5
Approach LOS A A
Intersection Summary
Average Delay 7.6
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period (min)15
HCM 6th TWSC P.M. Peak Hour
1: Crooked Rd & River Hills Dr/River Hills/National Dr Existing Conditions
A-14
Intersection
Int Delay, s/veh 4.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 8 13 11 4 20 42 26 126 15 24 36 8
Future Vol, veh/h 8 13 11 4 20 42 26 126 15 24 36 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length -- - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 9 14 12 4 22 46 28 137 16 26 39 9
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 331 305 44 310 301 145 48 0 0 153 0 0
Stage 1 96 96 - 201 201 - - - - - - -
Stage 2 235 209 - 109 100 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 622 608 1026 642 612 902 1559 - - 1428 - -
Stage 1 911 815 - 801 735 - - - - - - -
Stage 2 768 729 - 896 812 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 557 584 1026 605 588 902 1559 - - 1428 - -
Mov Cap-2 Maneuver 557 584 - 605 588 - - - - - - -
Stage 1 893 800 - 785 720 - - - - - - -
Stage 2 693 714 - 853 797 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 10.6 10.3 1.1 2.7
HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h)1559 - - 676 757 1428 - -
HCM Lane V/C Ratio 0.018 - - 0.051 0.095 0.018 - -
HCM Control Delay (s) 7.4 0 - 10.6 10.3 7.6 0 -
HCM Lane LOS A A -B B A A -
HCM 95th %tile Q(veh) 0.1 - - 0.2 0.3 0.1 - -
HCM Unsignalized Intersection Capacity Analysis P.M. Peak Hour
2: National Dr & River Hills/National Dr Existing Conditions
A-15
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 57 2 0 0 3 66
Future Volume (Veh/h) 57 2 0 0 3 66
Sign Control Free Yield Yield
Grade 0%0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 62 2 0 0 3 72
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 0 198 125 126 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 0 198 125 126 0
tC, single (s)4.1 7.1 6.5 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 4.0 4.0 3.3
p0 queue free %96 100 100 100 93
cM capacity (veh/h) 1623 687 736 735 1085
Direction, Lane #EB 1 NB 1 SB 1
Volume Total 64 0 75
Volume Left 62 0 0
Volume Right 2 0 72
cSH 1623 1700 1065
Volume to Capacity 0.04 0.00 0.07
Queue Length 95th (ft) 3 0 6
Control Delay (s) 7.1 0.0 8.6
Lane LOS A A A
Approach Delay (s)7.1 0.0 8.6
Approach LOS A A
Intersection Summary
Average Delay 7.9
Intersection Capacity Utilization 14.2% ICU Level of Service A
Analysis Period (min)15
HCM 6th TWSC A.M. Peak Hour
1: Crooked Rd & River Hills Dr/River Hills/National Dr Existing + Development Conditions
A-16
Intersection
Int Delay, s/veh 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 7 16 30 33 5 18 3 25 13 39 84 5
Future Vol, veh/h 7 16 30 33 5 18 3 25 13 39 84 5
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length -- - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 8 17 33 36 5 20 3 27 14 42 91 5
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 231 225 94 243 220 34 96 0 0 41 0 0
Stage 1 178 178 - 40 40 - - - - - - -
Stage 2 53 47 - 203 180 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 724 674 963 711 678 1039 1498 - - 1568 - -
Stage 1 824 752 - 975 862 - - - - - - -
Stage 2 960 856 - 799 750 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 690 654 963 658 658 1039 1498 - - 1568 - -
Mov Cap-2 Maneuver 690 654 - 658 658 - - - - - - -
Stage 1 822 731 - 973 860 - - - - - - -
Stage 2 934 854 - 732 729 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 9.8 10.3 0.5 2.2
HCM LOS A B
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h)1498 - - 806 746 1568 - -
HCM Lane V/C Ratio 0.002 - - 0.071 0.082 0.027 - -
HCM Control Delay (s) 7.4 0 - 9.8 10.3 7.4 0 -
HCM Lane LOS A A -A B A A -
HCM 95th %tile Q(veh) 0 - - 0.2 0.3 0.1 - -
HCM Unsignalized Intersection Capacity Analysis A.M. Peak Hour
2: National Dr & River Hills/National Dr Existing + Development Conditions
A-17
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 51 11 20 4 0 41
Future Volume (Veh/h) 51 11 20 4 0 41
Sign Control Free Yield Yield
Grade 0%0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 55 12 22 4 0 45
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 0 161 116 122 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 0 161 116 122 0
tC, single (s)4.1 7.1 6.5 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 4.0 4.0 3.3
p0 queue free %97 97 99 100 96
cM capacity (veh/h) 1623 751 748 742 1085
Direction, Lane #EB 1 NB 1 SB 1
Volume Total 67 26 45
Volume Left 55 22 0
Volume Right 12 0 45
cSH 1623 751 1085
Volume to Capacity 0.03 0.03 0.04
Queue Length 95th (ft) 3 3 3
Control Delay (s) 6.0 10.0 8.5
Lane LOS A A A
Approach Delay (s)6.0 10.0 8.5
Approach LOS A A
Intersection Summary
Average Delay 7.6
Intersection Capacity Utilization 18.1% ICU Level of Service A
Analysis Period (min)15
HCM 6th TWSC P.M. Peak Hour
1: Crooked Rd & River Hills Dr/River Hills/National Drive Existing + Development Conditions
A-18
Intersection
Int Delay, s/veh 4.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 8 13 11 10 20 48 26 126 25 34 36 8
Future Vol, veh/h 8 13 11 10 20 48 26 126 25 34 36 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length -- - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 9 14 12 11 22 52 28 137 27 37 39 9
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 362 338 44 338 329 151 48 0 0 164 0 0
Stage 1 118 118 - 207 207 - - - - - - -
Stage 2 244 220 - 131 122 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 594 583 1026 616 590 895 1559 - - 1414 - -
Stage 1 887 798 - 795 731 - - - - - - -
Stage 2 760 721 - 873 795 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 524 556 1026 576 563 895 1559 - - 1414 - -
Mov Cap-2 Maneuver 524 556 - 576 563 - - - - - - -
Stage 1 869 776 - 779 716 - - - - - - -
Stage 2 680 707 - 824 774 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 10.9 10.6 1.1 3.3
HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR
Capacity (veh/h)1559 - - 648 732 1414 - -
HCM Lane V/C Ratio 0.018 - - 0.054 0.116 0.026 - -
HCM Control Delay (s) 7.4 0 - 10.9 10.6 7.6 0 -
HCM Lane LOS A A -B B A A -
HCM 95th %tile Q(veh) 0.1 - - 0.2 0.4 0.1 - -
HCM Unsignalized Intersection Capacity Analysis P.M. Peak Hour
2: National Dr & River Hills/National Drive Existing + Development Conditions
A-19
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 57 21 11 0 3 66
Future Volume (Veh/h) 57 21 11 0 3 66
Sign Control Free Yield Yield
Grade 0%0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 62 23 12 0 3 72
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 0 209 136 147 0
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 0 209 136 147 0
tC, single (s)4.1 7.1 6.5 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 3.5 4.0 4.0 3.3
p0 queue free %96 98 100 100 93
cM capacity (veh/h) 1623 676 726 716 1085
Direction, Lane #EB 1 NB 1 SB 1
Volume Total 85 12 75
Volume Left 62 12 0
Volume Right 23 0 72
cSH 1623 676 1063
Volume to Capacity 0.04 0.02 0.07
Queue Length 95th (ft) 3 1 6
Control Delay (s) 5.4 10.4 8.6
Lane LOS A B A
Approach Delay (s)5.4 10.4 8.6
Approach LOS B A
Intersection Summary
Average Delay 7.2
Intersection Capacity Utilization 18.4% ICU Level of Service A
Analysis Period (min)15
HCM Unsignalized Intersection Capacity Analysis A.M. Peak Hour
2: National Dr & River Hills/National Dr Proposed Conditions
A-20
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 51 11 20 4 0 41
Future Volume (Veh/h) 51 11 20 4 0 41
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 55 12 22 4 0 45
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 70 22 45
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 70 22 45
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free %94 99 99
cM capacity (veh/h) 921 1054 1563
Direction, Lane #EB 1 NB 1 SB 1
Volume Total 67 26 45
Volume Left 55 22 0
Volume Right 12 0 45
cSH 942 1563 1700
Volume to Capacity 0.07 0.01 0.03
Queue Length 95th (ft) 6 1 0
Control Delay (s) 9.1 6.2 0.0
Lane LOS A A
Approach Delay (s)9.1 6.2 0.0
Approach LOS A
Intersection Summary
Average Delay 5.6
Intersection Capacity Utilization 18.1% ICU Level of Service A
Analysis Period (min)15
HCM Unsignalized Intersection Capacity Analysis P.M. Peak Hour
2: National Dr & River Hills/National Dr Proposed Conditions
A-21
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 57 21 11 0 3 66
Future Volume (Veh/h) 57 21 11 0 3 66
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 62 23 12 0 3 72
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 63 39 75
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 63 39 75
tC, single (s)6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free %93 98 99
cM capacity (veh/h) 936 1033 1524
Direction, Lane #EB 1 NB 1 SB 1
Volume Total 85 12 75
Volume Left 62 12 0
Volume Right 23 0 72
cSH 960 1524 1700
Volume to Capacity 0.09 0.01 0.04
Queue Length 95th (ft) 7 1 0
Control Delay (s) 9.1 7.4 0.0
Lane LOS A A
Approach Delay (s)9.1 7.4 0.0
Approach LOS A
Intersection Summary
Average Delay 5.0
Intersection Capacity Utilization 18.4% ICU Level of Service A
Analysis Period (min)15
Intersection Analyses
Crooked Road and National Drive
Parkville, Missouri Appendix
Appendix B
Trip Generation and Distribution ....................................................................................................................... See Attached Worksheets
ITE
Proposed Land Use Code Daily Total % In % Out In Out Total % In % Out In Out
Single-Family Detached Housing 58 du 210 630 46 25% 75% 11 35 60 63% 37% 38 22
Total Development Trips 630 46 11 35 60 38 22
Notes:
Trip generation estimates based on 10th Edition
General Urban/Suburban location
Intensity
Parkville MOTEAP
Parkville, Missouri
Trip Generation
A.M. Peak Hour P.M. Peak Hour
12
5
16
6
41 41 96 55
5 84 36 7 25 9 41 51 4
5 | |9 41 | |
13 5 — + — — — + —5 38 44 — + — — — + —
3 | |24 3 | |
66 | |100 100 | |
7 | |36 51 | |
53 16 — + — — — + —16 62 56 — + — — — + —
30 | |10 5 | |
30 84 24 3 25 10 5 3 4
13
8
17
6 38 5 12 7
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Existing Traffic Volumes
A.M. Peak Hour
Crooked Road and National Entrance
68 24
4
17
6
69 12
6
57
8 36 24 8 12
6
42 66 3 57
8 | |42 66 | |
54 20 — + — — — + —20 66 66 — + — — — + —
26 | |4 | |
86 | |118 125 | |
8 | |24 57 | |
32 13 — + — — — + —13 52 59 — + — — — + —
11 | |15 2 | |
11 36 4 26
12
6 15 2 3
51
21
8
16
7
5 5
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Existing Traffic Volumes
P.M. Peak Hour
Crooked Road and National Entrance
12
8
17
7
50 41 96 55
5 84 39 7 25 18 41 51 4
5 | |18 41 | |
13 5 — + — — — + —5 55 61 — + — — — + —
3 | |33 20 | |
66 | |123 123 | |
7 | |39 51 | |
53 16 — + — — — + —16 68 62 — + — — — + —
30 | |13 11 | |
30 84 33 3 25 13 11 20 4
14
7
18
7 41 11 35 24
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Existing plus Development Traffic Volumes
A.M. Peak Hour
Crooked Road and National Entrance
78 25
9
18
2
69 12
6
57
8 36 34 8 12
6
48 66 3 57
8 | |48 66 | |
54 20 — + — — — + —20 77 77 — + — — — + —
26 | |10 11 | |
86 | |148 155 | |
8 | |34 57 | |
32 13 — + — — — + —13 71 78 — + — — — + —
11 | |25 21 | |
11 36 10 26
12
6 25 21 3 11
57
23
3
17
7 24 35 11
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Existing plus Development Traffic Volumes
P.M. Peak Hour
Crooked Road and National Entrance
3 11 9
3 9
| |9 | |
— + — — — + —17 17 — + — — — + —
| |9 17 | |
| |23 23 | |
| |3 | |
— + — — — + —6 6 — + — — — + —
| |3 6 | |
9 3 6 17
9 11 3 6 23 17
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Proposed Development Trips
A.M. Peak Hour
Crooked Road and National Entrance
10 15 6
10 6
| |6 | |
— + — — — + —11 11 — + — — — + —
| |6 11 | |
| |30 30 | |
| |10 | |
— + — — — + —19 19 — + — — — + —
| |10 19 | |
6 10 19 11
6 15 10 19 30 11
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Proposed Development Trips
P.M. Peak Hour
Crooked Road and National Entrance
25
%
25
%
25
%
| | | |
— + — — — + — — + — — — + —
| | | |
| |50% 50%| |
| |25%| |
— + — — — + —50%50%— + — — — + —
| |25%50%| |
25
%
50
%
25
%
25
%
50
%
50
%
50% of projected incoming development traffic to come from east of the development site and will not travel through study intersections.
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Trip Distribution
INBOUND
Crooked Road and National Entrance
25
%
25
%
25
%
| |25%| |
— + — — — + —50%50%— + — — — + —
| |25%50%| |
| |50%50%| |
| | | |
— + — — — + — — + — — — + —
| | | |
25
%
50
%
25
%
25
%
50
%
50
%
50% of projected outgoing development traffic to travel east from the development site and will not travel through study intersections.
National Drive and National Entrance
Parkville MOTEAP
Parkville, Missouri
Trip Distribution
OUTBOUND
Crooked Road and National Entrance