October 2000

TRAFFIC STUDY UPDATE

BURDECK STREET CORRIDOR

Study Objectives:

The CDTC staff finalized the Traffic Planning Study for the Burdeck Street Corridor in June 1995. The analysis of the corridor, however, was based on a land use inventory, traffic counts and travel-delay studies that were conducted in the fall of 1990 and Spring of 1991. The Town of Rotterdam is currently updating their Comprehensive Plan. In concert with this effort, the town has requested that CDTC staff update the Burdeck Street Traffic Study to address development proposals that have come forward since the completion of the traffic study and to identify the actual impact of the growth that has occurred along the corridor over the past six years.

The town submitted a proposal under CDTC's 2000-01 Community and Transportation Linkage Planning Program and was awarded $7,000 for the study. It should be noted that the work to be performed under the Community and Transportation Linkage Planning Program is not intended to replace the information contained in the Traffic Planning Study for the Burdeck Street Corridor but rather to supplement the information contained in the study. Consequently, the information contained in the remainder of this document does not attempt to redefine terms used in the original study, nor to re-explain engineering principles. The reader of this document should be thoroughly familiar with the original 1995 Report and view the information contained herein as an addendum to that document.

Study Approach:

For the 1995 study, CDTC staff created a micro-simulation model using CDTC's STEP model for the Burdeck Street corridor. This model incorporated a detailed land use inventory of the study area, and was calibrated to the 1990/1991 traffic count data. Once calibrated, the model was re-run using two land use growth scenarios--one depicting moderate growth in the area, and one depicting more aggressive (high) growth projections. Using the output from these two growth scenarios, CDTC staff analyzed the potential impact that growth in this magnitude would have on the area's transportation system. The results of this analysis are documented in the 1995 report entitled Traffic Planning Study for the Burdeck Street Corridor.

The process described above was not repeated for the Rotterdam Linkage project for two basic reasons. First, the software that CDTC's STEP model is based on (TModel) has been significantly upgraded since the early 1990's which would have made it somewhat difficult to start with the trip tables and network that CDTC developed for the first Burdeck Street project. Second, the level of effort that would be required to conduct a full-blown STEP Model corridor analysis was not warranted given that significant changes in traffic volume and travel patterns did not occur over the past ten years.

Consequently, CDTC staff determined that an analysis of existing conditions overlaid on the work that was performed in the early 1990's would be sufficient to reevaluate potential transportation problems in the Burdeck Street corridor.

As a means toward this end, CDTC staff requested that the town conduct traffic counts at a majority of the locations where counts were conducted in the early 1990's. Also, the town was asked to update 1990 information regarding specific development proposals in the corridor.

CDTC staff compared current traffic counts with the 1990 counts and determined where growth, if any occurred. Next, CDTC staff identified the locations where traffic growth exceeded the background growth rate for Schenectady county and identified any attendant development that occurred that could explain the increase in traffic growth. CDTC staff looked at capacity and level-of-service (LOS) issues at all the locations where current counts were taken. Threshold analysis using the 2000 counts was conducted at all the intersections and links where current counts were available. Intersection level of service analysis using HCM was conducted at those intersections that experienced significant growth on certain movements, or had high volume to capacity ratios in 1990.

Trips resulting from future probable development, as identified by the town of Rotterdam planning department, were estimated using the 1997 ITE Trip Generation Manual, Sixth Edition, and added to the system. Level of Service and capacity analysis was performed for all locations where analysis was considered necessary.

Growth in Traffic--1990 to 2000

Table 1 contains traffic count information for 1990 and 2000 counts. As shown in Table 1, many locations experienced an actual decline in traffic, and with a few notable exceptions, growth at the remaining locations was smaller than or equal to the "background" traffic growth in the region. "Background" traffic growth can be defined as traffic growth resulting from general demographic changes (for example, an increase in vehicles per household, increase in income, increase in driving age population, etc), from general improvement in mobility and from changes in travel behavior.

The New York State Department of Transportation (NYSDOT) collects and analyzes traffic growth data from a variety of sources. Daily VMT data from the State Touring Route System for Schenectady county indicate that the county has experienced a 12.6% increase in VMT during the period 1990-1999. This translates to an average growth rate of 1.4 percent per year.

The sections of Table 1 highlighted in green identify the locations where traffic growth in the corridor exceeded the average growth rate of 1.4% per year. The sections highlighted in yellow identify locations where growth has occurred, but at a lesser rate than 1.4% per year. Traffic at the remaining locations of the study area declined from 1990 levels.

As shown in Table 1, both peak direction and two way volumes on Burdeck Street between NY 7 and NY 159 (Mariaville Road) increased by more than 1.4% per year (3.2% and 2.7%, respectively). This growth, beyond background growth, can be attributed to the construction of Schermerhorn Hollow Village, Hollywood Plaza, Fuez Manufacturing and the build out of the residential developments south of Route 7, namely Eldorado Acres and Becker Crossing. Even with this growth, peak direction volumes are in the vicinity of 535 vehicles per hour. Midblock capacity on this portion of NY 337 is estimated at 800 vph due to the number of driveways accessing this portion of the arterial. Therefore, additional development can occur along the corridor before this section of the corridor becomes over-saturated.

Table 1 also indicates that peak direction traffic growth on NY 337 between Putnam Road and Schermerhorn Road was 34.2% over 10 years, or approximately 3.0 percent per year (the two-way increase was 36.3% or 3.1% per year). These figures are not surprising, given the development of Schermerhorn Hollow Village, which has BJ's Wholesale Club and Office Max as the anchor stores and the development of Hollywood Plaza, a strip mall with Burger King and REX. The intersection of Schermerhorn Hollow Village (SHV), Rotterdam Square Mall (RSM) and NY 337 (which has been modified since the 1993 base year data for the Burdeck Street Study were collected), operates at level-of-service (LOS) B.

Two-way traffic increased by almost 65 percent, or 7.4 percent per year on Mariaville Road, west of NY 337. However, absolute growth over the seven year period (counts were taken by Ingalls, Smart during June 1997) was only 190 vehicles in the peak hour (growth in the peak direction was 30 vehicles), bringing two-way volumes on this portion of Mariaville Road to 485 vehicles, well below the threshold capacity for the road. Most of the growth can be attributed to the construction of Fuez Manufacturing, a manufacturing facility that employs 116 people. Intersection LOS and capacity figures remain mainly unchanged from 1990 levels (the intersection currently operates at LOS B with a V/C of .67, as compared to LOS B and V/C of .59 in 1990).

Increases in traffic above "background traffic growth rates" were also experienced on Princetown Road between Putnam Road and North Thompson Street. However, 1990 volumes on this stretch of road were 255 between Putnam and NY 337 and 75 between NY 337 and North Thompson. It follows that very small increases in volume will result in exaggerated increases related as a percentage. For example, traffic in the peak direction increased from 255 to 300 vehicles per hour, an increase of 45 vehicles, which translates into a 17.6 percent increase in traffic over the ten year period (or 1.6% per year). An increase in volume of 45 vehicles over ten years on Princetown Road (in the pm peak hour peak direction) is not an increase in volume to be concerned about. It is feasible that some of this increase is connected to the construction of Schermerhorn Hollow Village.

A 43.9 percent increase in pm peak period, peak direction traffic occurred on Dunnsville Road, on the link between I-90 and NY 7. This increase, in absolute numbers, was 125 vehicles over the nine year period (counts were conducted by Creighton Associates during 1999), bringing the one-way link volume up to 410 vehicles from 285 vehicles. Much of this increase is attributable to the expansion of the Golub warehouse. This increase in volume does not impact the operation of Dunnsville Road or Route 7, nor the intersection of the two roads given that the intersection was reconfigured in 1999.

TABLE 1
Summary of Growth in PM Peak Hour Traffic Volumes 1990-2000

	1990	2000		Percent	Annualized				Percent	Annualized
	Peak	Peak	Absolute	Change	Change	1990	2000	Absolute	Change	Change
	Direction	Direction	Change	Peak Direction	Peak Direction	Two-Way	Two-Way	Change	Two-Way	Two-Way
BURDECK ST/WEST CAMPBELL RD

NY 7 - NY 159 (1997 count)	430	535	105	24.40%	3.20%	730	880	150	20.50%	2.70%
NY 159 - Princetown Rd	520	555	35	6.70%	0.70%	830	860	30	3.60%	0.40%
Princetown Rd - N Thompson St	275	250	-25	-9.10%	-0.90%	460	435	-25	-5.40%	-0.60%
N Thompson St - Campbell Ave	465	470	5	1.10%	0.10%	840	905	65	7.70%	0.70%
Campbell Ave - Schermerhorn Rd	680	660	-20	-2.90%	-0.30%	1270	1010	-260	-20.50%	-2.30%
Schermerhorn Rd - Putnam Rd	380	510	130	34.20%	3.00%	840	1145	305	36.30%	3.10%
Putnam Rd - RSM N Entrance	910	870	-40	-4.40%	-0.40%	1465	1605	140	9.60%	0.90%
RSM N Entrance - I-890	1240	1150	-90	-7.30%	-0.80%	2040	2130	90	4.40%	0.40%

DUANESBURG RD/CURRY RD (NY 7)

Pangburn Rd - I-88 Access	415	415	0	0.00%	0.00%	535	575	40	7.50%	0.70%
I-88 Access - Burdeck St	760	810	50	6.60%	0.60%	1,325	1410	85	6.40%	0.60%
Burdeck St - Kellar Ave (1997 count)	525	490	-35	-6.70%	-1.00%	920	935	15	1.60%	0.20%
Kellar Ave - Dunnsville Rd (1999 count)	600	570	-30	-5.00%	-0.60%	1,010	985	-25	-2.50%	-0.30%
Dunnsville Rd - 5 Corners (1999 count)	530	585	55	10.40%	1.10%	1,050	995	-55	-5.20%	-0.60%

MARIAVILLE RD (NY 159)

RR - Burdeck St (1997 count)	190	220	30	15.80%	2.10%	295	485	190	64.40%	7.40%
Burdeck St - Turnbull St (1997 Count)	285	215	-70	-24.60%	-4.00%	440	155	-285	-64.80%	-13.90%
Turnbull St - 5 Corners	375	NC				665	NC

PRINCETOWN RD

Putnam Rd - Burdeck St	255	300	45	17.60%	1.60%	435	485	50	11.50%	1.10%
Burdeck St - N Thompson St	75	85	10	13.30%	1.30%	135	155	20	14.80%	1.40%
N Thompson St - 5 Corners	255	NC				375	NC

CR 103 - PANGBURN RD

Birchwood Dr - I-88	110	NC				165	NC
Parkers Corners - Birchwood Dr	30	NC				45	NC

DUNNSVILLE RD (CR 81)

Giffords Church Rd - Wemple Rd	90	NC				150	NC
Wemple Road - I-90	185	NC				305	NC
I-90 - Route 7 (1999 Count)	285	410	125	43.90%	4.10%	505	655	150	29.70%	2.90%

CR 89 - CAMPBELL AVE

RR - Burdeck St	310	275	-35	-11.30%	-1.20%	585	535	-50	-8.50%	-0.90%

CR 54 - PUTNAM RD

Gordon Road - NY 337	385	455	70	18.20%	1.70%	540	665	125	23.10%	2.10%

CR 93 - SCHERMERHORN RD

Putnam Rd - NY 337	This intersection was reconfigured; Schermerhorn Road now dead-ends north of Schermerhorn Hollow Village and West of NY 337.

NORTH THOMPSON STREET

Princetown Rd - NY 337	210	275	65	31.00%	2.70%	405	485	80	19.80%	1.80%

TABLE 2
Midblock Capacity Threshold Analysis for Selected Highways
Located in Study Area 1--Year 2000

					Maximum Annual	Maximum Annual
					Growth Rate	Growth Rate
	2000	Maximum		Reserve	Without Exceeding	Without Exceeding
	Peak Directional	Acceptable	Reserve	Capacity	Capacity	Capacity
Highway/Segment	Volume (vph)	Capacity (vph)	Capacity	%	10 Years	20 Years

NY 337 - Burdeck St/Campbell Rd

I-890 - RSM N Entrance	1150	2500	1350	54%	8.1%	4.0%
RSM N Entrance - Putnam Rd	870	1000	130	13%	1.4%	0.7%
Putnam Rd - Schermerhorn Rd	510	1000	490	49%	7.0%	3.4%
Schermerhorn Rd - Campbell Ave	660	1000	340	34%	4.2%	2.1%
Campbell Ave - N Thompson St	470	1000	530	53%	7.8%	3.8%
N Thompson St - Princetown Rd	250	1000	750	75%	14.9%	7.2%
Princetown Rd - NY 159	555	1000	445	45%	6.1%	3.0%
NY 159 - NY 7	535	1000	465	47%	6.5%	3.2%

NY 7 - Curry Rd/Duanesburg Rd

N Wescott - Broadway	--	1000
Broadway - Dunnsville Rd	--	1000
Dunnsville Rd - Kellar Ave	570	1000	430	43%	5.8%	2.9%
Kellar Ave - Burdeck St	490	1000	510	51%	7.4%	3.6%
Burdeck St - I-88 Access	810	1000	190	19%	2.1%	1.1%
I-88 Access - Pangburn Rd	415	1000	585	59%	9.2%	4.5%

NY 159 - Mariaville Road

RR - Burdeck Street	220	1000	780	78%	16.3%	7.9%
Burdeck St - Turnbull Road	215	1000	785	79%	16.6%	8.0%
Turnbull St - 5 Corners	--	1000

CR 83 - Princetown Road

Putnam Road - Burdeck St	300	1000	700	70%	12.8%	6.2%
Burdeck St - N. Thompson St	85	1000	915	92%	28.0%	13.1%
N. Thompson St - 5 Corners	--	1000

CR 81 - Dunnsville Road

Giffords Church Rd - Wemple Rd	--	1000
Wemple Road - I90	--	1000
I-90 - NY 7	410	1000	590	59%	9.3%	4.6%

CR 89 - Campbell Avenue

RR - Burdeck Street	275	1000	725	73%	13.8%	6.7%

CR 54 - Putnam Road

Gordon Road - NY 337	455	1000	545	55%	8.2%	4.0%

North Thompson Street

Princetown Road - NY 337	275	1000	725	73%	13.8%	6.7%

additional pm peak hour trips (not accounting for up to 25% pass-by trips) could be generated. Using current traffic flow patterns as a guide, it is estimated that up to 50 additional vehicles will use the southbound link between Putnam and RSM North Entrance and 80 vehicles will travel on the northbound link.

3. Hollywood Plaza is approved as a 4-lot commercial strip. Currently Burger King and REX Appliance Center occupy lots 1 and 4 respectively. The remaining two lots are approved for 15,500 square feet of retail and 10,000 square feet of retail. If developed, this could add a maximum of 60 additional trips during the pm peak.

The second link that is approaching maximum acceptable capacity, as identified in Table 2, is located on NY 7 in the westbound direction between the Burdeck Street and I-88 access. Current volumes are 810 vehicles per hour. Traffic growth over the past 10 years was only 50 vehicles; thus this link was identified as a potential problem area in the 1995 Final Report as well. It has been proposed that seventy-five acres be re-zoned to light industrial in this general vicinity. It is too early to determine, however, what access and egress points will be used, should this parcel be developed for light industrial uses.

Intersection Level-of-Service Analysis--2000

Current traffic counts were not available for three of the fifteen intersections that were analyzed for the 1993 effort. These are 5 Corners, the intersection of NY 7 and Kellar Road and the intersection of Mariaville Road and Turnbull Street. The 5 Corners intersection operated at LOS F in 1990, and preliminary engineering and scoping work for this intersection was an item on the 1994-99 Transportation Improvement Program (TIP). Subsequently, $800,000 is programmed in the 1999-2004 TIP for professional services, right-of-way, and detailed design. $4.4 million is programmed post 2004 for construction. The NY 7/Kellar Road intersection operated at LOS C in 1990 and had reserve capacity of almost 600 vehicles. The westbound movement on NY 7 was a potential problem spot in 1990, but the signalization of NY 7 and Dunnsville Road probably improved the operation of this movement. There was a 54% or 856 vehicle reserve capacity at the Mariaville Road/Turnbull intersection during the early 1990’s and growth has not been significant in this area. Consequently, it is concluded that this intersection operates at about the same level-of-service as in 1990.

The June 1997 Ingalls, Smart Traffic Impact Study for the Proposed Retail Development at Burdeck Street and Route 7 contained level-of-service (LOS) analysis for the intersection of Burdeck Street and NY 7 and Burdeck Street and Mariaville Road. The 1997 analysis indicates that traffic changes at these intersections have not changed the LOS. Both intersections operated at LOS B in 1990 and continued to operate at LOS B in 1997. The signal phasing was changed at the intersection of NY 7/NY 337 and a left turn lane was added to the EB leg of NY 7 during this time period; these changes made it possible for the intersection to continue to operate at LOS B.

The Traffic Engineering Study for the Rotterdam Industrial Park performed by the A/E Group in 1999 and the Traffic Impact Study for the Golub Corporation Distribution Expansion prepared by Creighton Manning Engineering in 1999 both contained LOS analysis for the intersections surrounding the Rotterdam Industrial Park. The intersection of NY 7 with Dunnsville Road has been reconfigured and signalized since the early 1990's and now operates at LOS A. This intersection, when unsignalized in 1990, operated at LOS F. The LOS at the intersection of Dunnsville Road with Golub declined from LOS A to LOS B when the first phase expansion of Golub was completed. The intersection of NY 7 with the Rotterdam Industrial Park has improved slightly since 1990, with some geometric reconfiguration, but access from the industrial park to NY 7 operates at LOS E. The Traffic Engineering Study for the Rotterdam Industrial Park performed by the A/E Group contains recommendations for improving traffic operations at this intersection; therefore CDTC staff did not duplicate that effort.

CDTC staff performed LOS analysis for the intersections along the NY 337 corridor that experience "high" levels of growth. These were the intersections that were most heavily impacted by the Schermerhorn Hollow Village development. These included the intersection of NY 337 with Putnam Road and RSM, SHV and RSM and West Campbell Road. The results of this analysis can be found in Table 3. From Table 3 it can be concluded that the LOS at these intersections did not deteriorate over the past ten years. In fact, with a few minor geometric changes at Putnam Road, the LOS of the intersection of Putnam Road and NY 337 and RSM actually improved (from LOS C to LOS B). Given these findings, additional LOS analyses were not performed for additional intersections along the corridor, especially since the remaining intersections along the corridor operated at LOS B or better in 1990 and did not experience substantial growth over the ten year period.

Threshold Analysis for Intersections-2000

Table 4 contains the results of the threshold analysis that was performed for intersections where current traffic counts were available. It should be noted that several intersections within the 1990 Burdeck Street Study Area have been reconfigured since the 1990 study was completed:

The intersection of Burdeck Street and NY 7 was reconfigured to include turn lanes on all approaches. The LOS D capacity at this intersection increased from approximately 2000 vehicles per hour to over 2600. 1997 entering volumes totaled 1600, leaving a reserve capacity of 1000 or 40 percent.

As mentioned, the intersection of Schermerhorn Hollow Road with NY 337 and RSM was changed when SHV was constructed. Schermerhorn Hollow Road now dead-ends north of the retail development and an access road to SHV was constructed that intersects with NY 337 just opposite the southern access to RSM. This intersection has a LOS D capacity of 3815 vehicles. 2000 entering volumes were 1523 vehicles, yielding a 55% reserve capacity.

The intersection of Putnam Road with NY 337 and RSM was also reconfigured. During the early 1990's, northbound left turns onto Putnam Road were not permitted. Eastbound movements from Putnam Road were traveled on a single lane, with no dedicated turn lanes. The current configuration of this intersection allows northbound left turns from NY 337 to Putnam Road. Two dedicated right turn lanes from Putnam Road eastbound to NY 337 southbound have

TABLE 3
Summary of Existing PM Peak Hour Capacity and
Level-of-Service Analyses for Signalized Intersections


			Stopped Delay
Intersection	Movement	V/C	Seconds	LOS

Burdeck Street/NY 7	EB NY 7-Left Turns	0.37	6.5	B
(1997 count)	EB NY 7-Thru Movement	0.27	2.3	A
	WB NY 7-All Movements	0.60	11.8	B
	SB Burdeck St-Left Turns	0.35	21.7	C
	SB Burdeck St-Right Turns	0.32	11.0	B

	Average for Entire Intersection	0.67	9.0	B


Princetown Rd/	EB Princetown Rd-All Movements	0.44	4.6	A
Burdeck St	WB Princetown Rd-All Movements	0.11	3.7	A
	NB Burdeck St-All Movements	0.64	7.6	B
	SB Burdeck St-All Movements	0.51	6.2	B


	Average for Entire Intersection	0.53	6	B


Mariaville Rd/	EB Mariaville Rd-All Movements	0.51	11.6	B
Burdeck St	WB Mariaville Rd-All Movements	0.59	12.6	B
	NB Burdeck St-All Movements	0.51	3.5	A
	SB Burdeck St-All Movements	0.69	5.1	B


	Average for Entire Intersection	0.67	6.6	B


W Campbell Ave/	EB Campbell Rd-Thrus	0.36	15.2	B
Burdeck St	EB Campbell Rd-Right Turns	0.30	0.1	A
	WB Campbell Rd-All Movements	0.47	16.2	B
	NB Burdeck St-All Movements	0.71	15.8	B


	Average for Entire Intersection	0.30	10.8	B


Schermerhorn Hollow Vill/	EB SHV Access Road-Left Turns	0.35	24.2	C
Rotterdam Mall/	EB SHV Access Road-Thru/Right Turns	0.17	23.3	C
W Campbell Rd (NY 337)	WB Mall Entrance-Left Turns	0.40	27.5	C
	WB Mall Entrance-Thru & Right Turns	0.42	27.8	C
	NB NY 337-Thrus/Left Turns	0.28	8.7	A
	NB NY 337-Right Turns	0.17	2.3	A
	SB NY 337-Thrus	0.62	17.8	B
	SB NY 337-Right Turns	0.16	13.2	B


	Average for Entire Intersection	0.31	15.1	B

TABLE 3 (continued)



			Stopped Delay
Intersection	Movement	V/C	Seconds	LOS

NY 7/Dunnsville Road	EB NY 7-Thru/Right Turns	0.40	4.5	A
(1997 count)	WB NY 7-Left Turns	0.27	4.0	A
	WB NY 7-Thru Movement	0.36	4.3	A
	NB Dunnsville Road--Left Turns	0.62	30.0	C
	NB Dunnsville Road--Right Turns	0.52	27.1	C


	Average for Entire Intersection	0.53	9.7	A


Putnam Rd/	EB Putnam Rd-All Movements	0.57	22.9	C
Rotterdam Mall/	WB Rotterdam Mall-Thrus & Left Turns	0.16	13.8	B
W Campbell Rd (NY 337)	WB Mall Entrance-Right Turn	0.09	8.5	A
(reconfigured since 1990)	NB NY 337-Left Turns	0.19	16.2	B
	NB NY 337-Thru Movement	0.75	25.2	C
	NB NY 337-Right Turns	0.02	14.8	B
	SB NY 337-Left Turns	0.13	14.7	B
	SB NY 337-Thru Movements	0.49	9.1	A
	SB NY 337-Right Turns	0.43	8.7	A


	Average for Entire Intersection		17.4	B



Unsignalized Intersections


Dunnsville Rd/	EB Dunnsville Rd-All Movements	0.32	10.6	B
Golub Corp	SB Dunnsville Rd--All Movements	0.37	10.1	B
(1999 Count)	NB Golub Driveway-All Movements	0.37	10.8	B

	Average for Entire Intersection		10.5	B



NY 7/Rotterdam	WB NY 7-Left Turns		3.7	A
Industrial Park	EB NY 7-Left Turns		3.4	A
(1999 Count)	NB Industrial Park Entrance-All Mvm'ts		44.5	E
	SB Harold Street--All Mvm'ts		7.0	B

TABLE 4
Threshold Analysis for Signalized and Unsignalized Intersections
Located Within Study Area 1



		Critical Capacity Thresholds

	2000 PM Peak Hour	LOS D	Reserve Capacity
	Entering Volume	Capacity	(%)	Volume

NY 7/Burdeck St	1600	2661	40%	1061

5 Corners	NC	NC	NC	NC

Princetown Rd/Burdeck St	928	1683	45%	755

Campbell Ave/Burdeck St	1358	1969	31%	611

SHV/RSM/NY 337	1523	3815	60%	2292

NY 7/Kellar Rd	NC	NC	NC	NC

Putnam Rd/Rotterdam Mall/	1756	3889	55%	2133
West Campbell Road

Rotterdam Mall North Entrance/NY 337	2149	3064	30%	915

Mariaville Road/Burdeck St	1305	1683	22%	378

Burdeck St/N Thompson St	915	1200	24%	285
(unsignalized)

NY 7/Dunnsville Rd	1357	2662	49%	1305
(signalized)

October 2000

TRAFFIC STUDY UPDATE

Growth in Traffic--1990 to 2000

Midblock Threshold Analysis--2000

Intersection Level-of-Service Analysis--2000

Threshold Analysis for Intersections-2000